Motor control system and method for selectively shorting motor windings

Abstract

A motor control system, the system comprising: a motor including a motor winding; and an electronic control unit connected to the motor, each of the electronic control units including an inverter. One of the electronic control units comprises: a direct current (DC) bus; a first switch, each of the first switches is connected to a corresponding one of the motor windings; a second switch, each of the second switches is connected to the DC bus and a corresponding one of the motor windings; a first switch driver, the first switch driver generates a drive signal to drive the first switch and the second switch; a pull-up resistor, each of the pull-up resistors is connected between the DC bus and a corresponding one of the second switches. The voltage pulled up by the pull-up resistor can force the second switch to be turned on so as to short-circuit the motor winding when the first switch driver does not generate a drive signal.

Description

Technical Field

[0001] The present disclosure generally relates to systems, devices and methods for controlling a motor. More specifically, some embodiments of the present disclosure relate to motor control and methods for selectively shorting motor windings to enable the motor to generate braking torque. Background Art

[0002] Vehicles require a steering system to control the direction of travel. In the past, mechanical steering systems have been used. Mechanical steering systems usually include a mechanical linkage or mechanical connection between the steering wheel and the ground wheels of the vehicle. Therefore, movement of the steering wheel causes a corresponding movement of the ground wheels. The action of such mechanical systems is usually power-assisted by using hydraulic assist devices or electric motors.

[0003] Mechanical steering systems are being replaced or supplemented by electrically actuated steering systems, often referred to as "steer-by-wire" systems. Such steer-by-wire systems replace the mechanical linkage between, for example, the steering wheel and the vehicle's wheels to varying degrees using electrically assisted actuators. Steer-by-wire systems are designed to eliminate the physical or mechanical connection between the steering wheel and the wheels by using electronically controlled motors to change the direction of the wheels and provide feedback to the driver.

[0004] It is based on these and other general considerations that the following embodiments are described.In addition, although relatively specific problems have been discussed, it should be understood that these embodiments should not be limited to solving the specific problems identified in the background technology. Summary of the invention

[0005] Technical issues

[0006] An object of the present disclosure is to provide a motor control and method for selectively short-circuiting motor windings so that the motor can generate braking torque.

[0007] Technical Solution

[0008] According to the following should be attached Figure 1 The features and advantages of the present disclosure will be more readily understood and apparent from a reading of the detailed description and the claims that follow the detailed description.

[0009] Various embodiments of the present disclosure may provide a motor control system configured to short-circuit a motor winding of a motor so that the motor generates a braking torque when all or some of the electric control units of the motor are paused, disabled, or fail. For example, the motor control system may use a pull-up resistor to supply a voltage of a power source (such as a battery) to some switches (such as, but not limited to, lower side switches) of an inverter so that the motor winding of the motor can be short-circuited.

[0010] According to some embodiments of the present disclosure, a motor control system may include: a motor including a plurality of motor windings; and an electronic control unit electrically connected to the motor, each of the electronic control units including an inverter configured to receive a direct current (DC) voltage and output an alternating current (AC) voltage to the motor winding to control the motor. At least one of the electronic control units may include: a DC bus connected to a power source; a first switch, each of the first switches being connected to a corresponding one of the motor windings; a second switch, each of the second switches being connected to the DC bus and a corresponding one of the motor windings, wherein each of the second switches is a pair with a corresponding one of the first switches; a first switch driver, the first switch driver being configured to generate a drive signal to drive the first and second switches; and a first resistor, each of the first resistors being connected between the DC bus and a corresponding one of the second switches. The first resistor may be configured to pull up the voltage provided by the DC bus to the second switch.

[0011] In addition, according to certain embodiments of the present disclosure, the motor control system may further include a switch module configured to selectively connect or disconnect the motor short-circuit component to the DC bus. The switch module may include a fourth switch connected between the DC bus and the first resistor.

[0012] The DC bus may be configured to supply a voltage to the second switch via a first resistor (or via a fourth switch and the first resistor), each first resistor being connected between the DC bus and a corresponding one of the second switches, so that the second switch can short-circuit the motor winding when the first switch driver does not generate a drive signal (e.g., the first switch driver is suspended, disabled, fails, or is in a high impedance state). The DC bus may be configured to turn on the second switch by supplying a voltage pulled up by the first resistor to the second switch, so as to short-circuit the motor winding when the first switch driver does not generate a drive signal.

[0013] The first switch driver may be configured to generate one or more drive signals that control the second switch to not short the motor winding.

[0014] At least one of the electronic control units may further include a second resistor. The second resistor may have a greater resistance than the first resistor. Each second resistor is connected to a corresponding one of the second switches so that one or more drive signals of the first switch driver input to the second switch may cause the second switch to not short the motor winding.

[0015] At least one electronic control unit may also include: third switches, each of which is connected between a corresponding one of the motor windings and a point between the paired first and second switches; and a second switch driver, which is configured to control the third switches to selectively connect or disconnect at least one electronic control unit to the motor winding.

[0016] According to certain embodiments of the present disclosure, a motor control system may include: a motor including a plurality of motor windings; a plurality of electronic control units electrically connected to the motor, each electronic control unit including an inverter configured to receive a direct current (DC) voltage and output an alternating current (AC) voltage to the motor winding to control the motor, wherein at least one electronic control unit includes: a DC bus connected to a power source, the DC bus having a first and a second node; a first switch driver configured to generate a drive signal to drive the first and second switches; a first switch, one of the first switches having a first terminal connected to the first node of the DC bus; a second terminal configured to receive one of the drive signals of the first switch driver; and a third terminal connected to one of the second switches and one of the motor windings; a second switch, one of the second switches having a first terminal connected to one of the first switches and one of the motor windings; a second terminal configured to receive another drive signal of the first switch driver; and a third terminal connected to the second node of the DC bus; and a first resistor, one of the first resistors connected between the first node of the DC bus and the second terminal of one of the second switches. The first resistor may be configured to pull up a voltage supplied by the DC bus to the second switch.

[0017] The second switch may be configured to be turned on by a voltage of the DC bus supplied via the first resistor so that the second switch shorts the motor winding with a second node of the DC bus in a state where the first switch driver does not generate a driving signal.

[0018] At least one of the electronic control units may further include a second resistor. One of the second resistors having a greater resistance than the first resistor may be connected between the second and third terminals of one of the second switches. The first switch driver may be configured to output one or more drive signals to the second switch, the drive signal controlling the second switch to not short the motor winding.

[0019] At least one electronic control unit may also include: a third switch, one of the third switches connected between one of the motor windings and a point between a third terminal of one of the first switches and a first terminal of one of the second switches; and a second switch driver, the second switch driver being configured to control the third switch to selectively connect or disconnect at least one electronic control unit to the motor winding.

[0020] The DC bus may be configured to supply a voltage to the second switch of at least one of the electric control units via the first resistor when all of the electric control units are disabled so that the second switch of the at least one electric control unit may short-circuit the motor winding.

[0021] This Summary is provided to introduce some concepts in a simplified form that are further described in the Detailed Description below. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

[0022] Beneficial Effects

[0023] A motor control system according to various embodiments of the present disclosure may provide a motor control and method for selectively short-circuiting a motor winding so that the motor can generate braking torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Various embodiments according to the present disclosure will be described with reference to the accompanying drawings, in which:

[0025] Figure 1 is a schematic diagram of a vehicle including a steer-by-wire system according to one embodiment of the present disclosure;

[0026] Figure 2 is a schematic diagram of a motor control system according to one embodiment of the present disclosure; and

[0027] Figure 3 is a conceptual circuit diagram of a motor control system according to one embodiment of the present disclosure, the system including components for selectively shorting motor windings.

[0028] Corresponding reference numerals and symbols in the different figures generally refer to corresponding parts unless otherwise indicated.The figures are drawn to clearly illustrate the relevant aspects of the embodiments and are not necessarily drawn to scale. DETAILED DESCRIPTION

[0029] In the following detailed description, reference is made to the accompanying drawings, which form a part of this disclosure and in which are shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, and it is understood that other embodiments may be utilized and that structural, logical, and electrical changes may be made without departing from the spirit and scope of the invention. Therefore, the following detailed description should not be taken in a limiting sense, and the scope of the invention is limited only by the appended claims and their equivalents. It should be apparent from the context of use that similar reference numerals in the figures refer to similar components.

[0030] Now please refer to Figure 1 , shows a steer-by-wire system 10 used in a vehicle 1. The steer-by-wire system 10 allows a driver or operator of the vehicle 1 to control the direction of the vehicle 1 or the direction of the ground wheels 30 of the vehicle 1 by manipulating a steering wheel 20. The steering wheel 20 is operatively coupled to a steering shaft (or steering column) 22. The steering wheel 20 may be connected to the steering shaft 22 directly or indirectly. For example, the steering wheel 20 may be connected to the steering shaft 22 by means of gears, shafts, belts, and / or any connection means. The steering shaft 22 may be mounted within a housing 24 such that the steering shaft 22 is rotatable within the housing 24.

[0031] The wheel 30 may be connected to a steering knuckle, which in turn is connected to a tie rod. The tie rod is connected to a steering assembly 32. The steering assembly 32 may include a steering actuator motor 34 (e.g., an electric motor) and a steering rod 36. The steering rod 36 may be operatively coupled to the steering actuator motor 34 such that the steering actuator motor 34 is adapted to move the steering rod 36. Movement of the steering rod 36 controls the direction of the wheel 30 via the steering knuckle and the tie rod.

[0032] One or more sensors 40 may be configured to detect the position, angular displacement or travel 25 of the steering shaft 22 or steering wheel 20, and detect torque of the angular displacement. The sensor 40 provides an electrical signal indicative of the angular displacement and torque 25 to the controller 50. The controller 50 sends / receives signals to / from the steering actuator motor 34 to actuate the steering actuator motor 34 in response to the angular displacement 25 of the steering wheel 20.

[0033] In use, the steering wheel 20 is angularly displaced 25, so that the steering shaft 22 may also be angularly displaced. The sensor 40 detects the angular displacement and torque 25 of the steering shaft 22, and the sensor 40 sends a signal to the controller 50 indicating the relative amount of the angular displacement of the steering shaft 22. The controller 50 sends a signal to the steering actuator motor 34 indicating the relative amount of the angular displacement 30. In response, the steering actuator motor 34 moves the steering rod 36 laterally, so that the ground wheel 30 rotates. Therefore, the controller 50 controls the distance that the steering rod 36 moves based on the amount of the angular displacement 25 of the steering shaft 22. The movement of the steering rod 36 manipulates the tie rod and the steering knuckle to reposition the ground wheel 30 of the vehicle 1. Therefore, when the steering wheel 20 is turned, the ground wheel 30 rotates.

[0034] In a steer-by-wire system, the steering wheel 20 may be mechanically isolated from the ground wheel 30. For example, the steer-by-wire system does not have a mechanical link connecting the steering wheel 25 from the wheel 30. Therefore, the steer-by-wire system needs to provide the driver or operator with the same "road feel" that the driver would receive if there was a direct mechanical link. In addition, it is desirable to have a device that provides a mechanical backup "road feel" in the event of various electronic failures in the steer-by-wire system. In addition, it is also desirable to have a device that provides a center feel and accurate torque changes when the hand wheel is rotated.

[0035] Thus, the vehicle 1 may include a feedback actuator (FBA) or steering feel actuator (SFA) 28. The feedback actuator or steering feel actuator 28 may include an electric motor (e.g., Figure 2 The feedback actuator 28 is connected to the steering shaft 22 by a motor 210. For example, a gear or belt assembly can connect the output of the feedback actuator 28 to the steering shaft 22. Alternatively, the feedback actuator 28 can be directly coupled to the steering shaft 22. The feedback actuator 28 can be actuated to provide resistance to the rotation of the steering wheel 20. The controller 50 is operatively coupled to the sensor 40 and the feedback actuator 28. The controller 50 receives a signal indicating the applied torque and angular rotation of the steering wheel 20 from the sensor 40. In response to the signal from the sensor 40, the controller 50 generates and transmits a signal corresponding to the torque and angular rotation of the steering wheel 20 sensed by the sensor 40, and the feedback actuator 28 generates a resistance torque to the rotation of the steering wheel 20 in response to the signal of the controller 50, so as to provide a road feel to the driver. However, when the feedback of the feedback actuator 28 is eliminated due to a system failure such as a failure of the inverter and its control, the driver will have an uncomfortable feeling of separation from the ground wheel, less control, and will tend to oversteer the vehicle, especially in demanding situations such as sharp turns or sudden turns.

[0036] Therefore, according to some embodiments of the present disclosure, the motor control system is configured to short-circuit the motor winding of the motor included in, for example but not limited to, the feedback actuator or the steering feel actuator when battery power is available in the vehicle, so that when all or some of the electronic control units of the feedback actuator or the steering feel actuator are disabled or fail, the motor provides braking torque to the steering wheel. This can prevent the driver from oversteering.

[0037] Figure 2 is a schematic diagram of a motor control system according to one embodiment of the present disclosure.

[0038] The power supplies 200-1 to 200-N (N is a positive integer greater than 1) are configured to supply power to a corresponding one of the electronic control units (ECUs) 1 to N. The power supplies 200-1 to 200-N supply power to a corresponding one of the ECUs 1 to N. For example, the power supplies 200-1 to 200-N may be batteries 205-1 to 205-N. The power supplies 200-1 to 200-N may be electrically connected to the ECUs 1 to N via power lines PW-1 to PW-N and ground lines GND-1 to GND-N, respectively.

[0039] The motor 210 may be, for example but not limited to, a multi-phase motor including a plurality of motor windings 215-1 to 215-M (M is a positive integer greater than 1). The motor 210 may have a plurality of motor phase terminals MP-1 to MP-M connected to corresponding ones of the motor windings 215-1 to 215-M. For example, the motor 210 may be a multi-phase AC permanent magnet motor. Figure 3 In the exemplary embodiment shown, the motor 210 can be a three-phase permanent magnet motor having a U-phase winding 215-1, a V-phase winding 215-2, and a W-phase winding 215-3, but it should be understood that the embodiments of the present disclosure should not be limited thereto. It can be understood by those skilled in the art that the present disclosure can be implemented with a two-phase motor or a motor with more than three phases.

[0040] ECU 1 to N respectively includes multi-phase (M-phase) inverter INV 1 to N. Inverter INV 1 to N is connected to motor phase terminals MP-1 to MP-M connected to corresponding ones of motor windings 215-1 to 215-M. Inverter INV 1 to N receives power from power supplies 200-1 to 200-N and converts a direct current (DC) voltage provided from the power supplies 200-1 to 200-N into an alternating current (AC) voltage. The output generated by inverter INV 1 to N is applied to motor windings 215-1 to 215-M via motor phase terminals MP-1 to MP-M to drive a multi-phase (M-phase) motor 210.

[0041] ECUs 1-N may have, for example but not limited to, one or more of circuits, microprocessors, or computers that monitor and physically change operating conditions of motor control system 15. ECUs 1-N may also be configured to accept inputs and outputs from a wide variety of input and output devices for receiving or sending values.

[0042] One or more of the ECUs 1 to N may include a motor shorting component 370 connected to its inverter. The motor shorting component 370 may be configured to selectively short the motor phase terminals MP-1 to MP-M, or control or cause the inverter INV N to short the motor phase terminals MP-1 to MP-M when all ECUs 1 to N are inactive, disabled, faulty, or in a high impedance state. For example, when all ECUs 1 to N do not receive a drive signal from any switch driver driving a switch included in the inverter, the motor shorting component 370 is configured to short the motor phase terminals MP-1 to MP-M so that the motor 210 can generate a braking torque. However, when at least one of the ECUs 1 to N receives a drive signal from the switch driver (e.g., any one of the ECUs 1 to N is enabled), the shorting of the motor phase terminals MP-1 to MP-M is eliminated or the motor phase terminals MP-1 to MP-M are not shorted. For example, the motor shorting component 370 of ECU N can be connected to ECUs 1 to N, respectively, to receive control signals CTL-1 to CTL-(N) from ECUs 1 to N. When the motor shorting component 370 of ECU N receives at least one of the control signals CTL-1 to CTL-(N) from ECUs 1 to N, the motor shorting component 370 of ECU N does not short-circuit the motor windings 215-1, 215-2, 215-3, and releases the shorting of the motor windings 215-1, 215-2, 215-3. When ECUs 1 to N are properly initialized or activated or in an active state, ECUs 1 to N can generate control signals CTL-1 to CTL-(N).

[0043] Figure 3 is a conceptual circuit diagram of a motor control system according to one embodiment of the present disclosure, the motor control system including components for selectively shorting motor phase terminals. It should be noted that Figure 3 The three-phase motor 210 in is not limited to this implementation; on the contrary, Figure 3 This is just one example of how the three-phase motor 210 may be implemented in one implementation. One of ordinary skill in the art will appreciate that the present disclosure may be implemented with motors having more than three phases.

[0044] The DC bus 350-1 may be configured to supply power to the main ECU 1. The DC bus 350-1 may be connected to Figure 2 The power source may be, for example, but not limited to, one or more DC batteries, fuel cells, generators, power converters, etc. For example, a first node (e.g., a positive node or a high voltage node) of the DC bus 350-1 is connected to the battery 205-1 via a power line PW-1, and a second node (e.g., a negative node or a low voltage node) of the DC bus 350-1 is connected to the battery 205-1 via a ground line GND-1.

[0045] The main ECU 1 may include an inverter INV 1. The inverter INV 1 may be configured to provide controlled power with variable amplitude and frequency to the motor 210. The inverter INV 1 may include: a first inverter submodule 310-1a, which includes a first switch SW1a-1 and a second switch SW2a-1; a second inverter submodule 310-1b, which includes a first switch SW1b-1 and a second switch SW2b-1; and a third inverter submodule 310-1c, which includes a first switch SW1c-1 and a second switch SW2c-1. The first switches SW1a-1, SW1b-1, SW1c-1 and the second switches SW2a-1, SW2b-1, SW2c-1 are organized into pairs, each pair being connected to a corresponding phase. In this embodiment, in phase U, the first inverter submodule 310-1a is coupled to the motor winding 215-1, in phase V, the second inverter submodule 310-1b is coupled to the motor winding 215-2, and in phase W, the third inverter submodule 310-1c is coupled to the motor winding 215-3. Figure 2 As shown in , the motor windings 215-1, 215-2, and 215-3 are connected together at the neutral point. The current entering the motor winding 215-1 flows out of the motor windings 215-2 and 215-3, the current entering the motor winding 215-2 flows out of the motor windings 215-1 and 215-3, and the current entering the motor winding 215-3 flows out of the motor windings 215-1 and 215-2. Moreover, the current coming out of the motor winding 215-1 flows into the motor windings 215-2 and 215-3, the current coming out of the motor winding 215-2 flows into the motor windings 215-1 and 215-3, and the current coming out of the motor winding 215-3 flows into the motor windings 215-1 and 215-2.

[0046] The switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 may be any suitable switching device, such as a metal oxide semiconductor field effect transistor (MOSFET), an insulated gate bipolar transistor (IGBT), or any other suitable power semiconductor or transistor device. Figure 3 In the exemplary embodiment shown, switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 are shown as n-channel enhancement mode MOSFETs, but are not limited thereto. Switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 may also include an integrated freewheeling diode. Alternatively, a freewheeling diode may be provided separately and placed in parallel with switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1.

[0047] The inverter INV1 has three first switches SW1a-1, SW1b-1, SW1c-1 (upper switches) and three second switches SW2a-1, SW2b-1, SW2c-1 (lower switches) to appropriately switch voltage and provide three-phase power to the motor windings 215-1, 215-2, 215-3 of the motor 210. The first terminals (e.g., drains) of the first switches SW1a-1, SW1b-1, SW1c-1 are connected to a first node (e.g., a high-voltage node) of the DC bus 350-1, the second terminals (e.g., gates) of the first switches SW1a-1, SW1b-1, SW1c-1 are connected to a first switch driver (e.g., an inverter gate driver) 330-1, and the third terminals (e.g., sources) of the first switches SW1a-1, SW1b-1, SW1c-1 are connected to a corresponding one of the second switches SW2a-1, SW2b-1, SW2c-1 and a corresponding one of the motor windings 215-1, 215-2, 215-3. The first terminal (e.g., drain) of the second switch SW2a-1, SW2b-1, SW2c-1 is connected to a corresponding one of the first switches SW1a-1, SW1b-1, SW1c-1 and a corresponding one of the motor windings 215-1, 215-2, 215-3, the second terminal (e.g., gate) of the second switch SW2a-1, SW2b-1, SW2c-1 is connected to a first switch driver (e.g., inverter gate driver) 330-1, and the third terminal (e.g., source) of the second switch SW2a-1, SW2b-1, SW2c-1 is connected to a second node (e.g., low voltage node) of the DC bus 350-1. In addition, a second resistor (or pull-down resistor) R2 may be connected to the switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1. For example, the pull-down resistor R2 may be connected between the second terminal (eg, gate) and the third terminal (eg, source) of the switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1.

[0048] The first switch driver (e.g., inverter gate driver) 330-1 is configured to control the first inverter INV1 and present a direction, torque, or speed control output from the motor 210. The first switch driver 330-1 can use a number of tools to accomplish this task and can include any suitable processor configured to execute control logic that can control the inverter INV1 and the motor 210. The first switch driver 330-1 can be configured to generate and output drive signals to the switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 to control the on and off of the switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 according to a pulse width modulation (PWM) duty cycle command received from the controller 380. The driving signal of the first switch driver 330-1 can turn on or off the switches SW1a-1, SW1b-1, SW1c-1, SW2a-1, SW2b-1, SW2c-1 to adjust the basic component of the phase voltage of the motor 210 to the required amplitude, phase and frequency. The first switch driver 330-1 may also include any other suitable devices or modules (e.g., auxiliary devices such as clocks, power supplies, etc.). In addition, any other suitable devices may be placed to communicate with other components (e.g., one or more sensors, other controllers, etc.).

[0049] The first inverter INV1 may be directly connected to the motor 210. Alternatively, the first inverter INV1 may be indirectly connected to the motor 210. For example, Figure 3As shown in , the third switches SW3a-1, SW3b-1, SW3c-1 are respectively connected between the outputs of the inverter submodules 310-1a, 310-1b, 310-1c (e.g., points between the first switches SW1a-1, SW1b-1, SW1c-1 and the second switches SW2a-1, SW2b-1, SW2c-1) and the motor windings 215-1, 215-2, 215-3. The second switch driver (e.g., phase disconnect gate driver) 340-1 can be configured to generate control signals for the third switches SW3a-1, SW3b-1, SW3c-1 to turn on or off the third switches SW3a-1, SW3b-1, SW3c-1. The first terminals (e.g., drains) of the third switches SW3a-1, SW3b-1, SW3c-1 are connected to the motor windings 215-1, 215-2, 215-3, respectively, the second terminals (e.g., gates) of the third switches SW3a-1, SW3b-1, SW3c-1 are connected to the second switch driver (e.g., phase disconnection gate driver) 340-1 to receive the gate drive signal, and the third terminals (e.g., sources) of the third switches SW3a-1, SW3b-1, SW3c-1 are connected to the inverter submodules 310-1a, 310-1b, 310-1c, respectively. The second resistor (e.g., pull-down resistor) R2 can be connected between the second terminal (e.g., gate) and the third terminal (e.g., source) of the third switches SW3a-1, SW3b-1, SW3c-1. When the third switches SW3a-1, SW3b-1, SW3c-1 are disconnected (i.e., open), the first inverter INV 1 of the main ECU 1 is disconnected from the motor 210 and / or other ECUs 2 to N. However, when the third switches SW3a-1, SW3b-1, SW3c-1 are turned on (i.e., closed), the first inverter INV 1 of the main ECU 1 is connected to the motor 210. For example, normally, the third switches SW3a-1, SW3b-1, SW3c-1 are turned on, but only under a predetermined condition (e.g., a preset fault condition of the main ECU 1), the second switch driver 340-1 can turn off the third switches SW3a-1, SW3b-1, SW3c-1 to disconnect the first inverter INV 1 of the main ECU 1 from the motor 210 and / or other ECUs 2 to N, thereby protecting the motor 210 and / or other ECUs 2 to N.

[0050] The motor control system 300 may have one or more additional ECUs that are duplicates of the above-mentioned main ECU 1. For example, ECU 2 to N-1 may have the same components, configuration, operation, and connection as the main ECU 1. ECU 2 to N-1 is redundant to the main ECU 1 to serve as a backup for the main ECU 1. When the main ECU 1 is active, the first switch and the second switch included in the ECU 2 to N-1 may be turned off, and the third switch included in the ECU 2 to N-1 may be turned on.

[0051] The motor control system 300 may further include a backup ECU N. Figure 2 When all ECUs 1 to N-1 are disabled, the standby ECU N can drive the motor 210.

[0052] The backup ECU N may include some or all of the components included in the main ECU 1. Furthermore, additional or alternative components may be included in the backup ECU N (eg, a motor shorting component 370).

[0053] The DC bus 350-N may be configured to supply power to the backup ECU N. The DC bus 350-N may be connected to Figure 2 The power source may be, for example, but not limited to, one or more DC batteries, fuel cells, generators, power converters, etc. For example, a first node (e.g., a positive node or a high voltage node) of the DC bus 350-N is connected to the battery 205-N via a power line PW-N, and a second node (e.g., a negative node or a low voltage node) of the DC bus 350-N is connected to the battery 205-N via a ground line GND-N.

[0054] The backup ECU N may include an inverter INV N. The inverter INV N may be configured to provide controlled power with variable amplitude and frequency to the motor 210. The inverter INV N may include: a first inverter submodule 310-Na, which includes a first switch SW1a-N and a second switch SW2a-N; a second inverter submodule 310-Nb, which includes a first switch SW1b-N and a second switch SW2b-N; and a third inverter submodule 310-Nc, which includes a first switch SW1c-N and a second switch SW2c-N. The first switches SW1a-N, SW1b-N, SW1c-N and the second switches SW2a-N, SW2b-N, SW2c-N are organized into pairs, each pair being connected to a corresponding phase. In this embodiment, in phase U, the first inverter submodule 310-Na is coupled to the motor winding 215-1, in phase V, the second inverter submodule 310-Nb is coupled to the motor winding 215-2, and in phase W, the third inverter submodule 310-Nc is coupled to the motor winding 215-3. Figure 2As shown in , the motor windings 215-1, 215-2, and 215-3 are connected together at the neutral point. The current entering the motor winding 215-1 flows out of the motor windings 215-2 and 215-3, the current entering the motor winding 215-2 flows out of the motor windings 215-1 and 215-3, and the current entering the motor winding 215-3 flows out of the motor windings 215-1 and 215-2. Moreover, the current coming out of the motor winding 215-1 flows into the motor windings 215-2 and 215-3, the current coming out of the motor winding 215-2 flows into the motor windings 215-1 and 215-3, and the current coming out of the motor winding 215-3 flows into the motor windings 215-1 and 215-2.

[0055] The switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N may be any suitable switching devices, such as MOSFETs, IGBTs or any other suitable power semiconductor or transistor devices. Figure 3 In the exemplary embodiment shown, switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N are shown as n-channel enhancement mode MOSFETs, but are not limited thereto. Switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N may also include an integrated freewheeling diode. Alternatively, a freewheeling diode may be provided separately and placed in parallel with switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N.

[0056] The inverter INV N has three first switches SW1a-N, SW1b-N, SW1c-N (upper side switches) and three second switches SW2a-N, SW2b-N, SW2c-N (lower side switches) to appropriately switch voltage and provide three-phase power to the motor windings 215-1, 215-2, 215-3 of the motor 210. The first terminals (e.g., drains) of the first switches SW1a-N, SW1b-N, SW1c-N are connected to a first node (e.g., a high-voltage node) of the DC bus 350-N, the second terminals (e.g., gates) of the first switches SW1a-N, SW1b-N, SW1c-N are connected to a first switch driver (e.g., an inverter gate driver) 330-N, and the third terminals (e.g., sources) of the first switches SW1a-N, SW1b-N, SW1c-N are connected to a corresponding one of the second switches SW2a-N, SW2b-N, SW2c-N and a corresponding one of the motor windings 215-1, 215-2, 215-3. The first terminal (e.g., drain) of the second switches SW2a-N, SW2b-N, SW2c-N is connected to a corresponding one of the first switches SW1a-N, SW1b-N, SW1c-N and a corresponding one of the motor windings 215-1, 215-2, 215-3, the second terminal (e.g., gate) of the second switches SW2a-N, SW2b-N, SW2c-N is connected to a first switch driver (e.g., inverter gate driver) 330-N, and the third terminal (e.g., source) of the second switches SW2a-N, SW2b-N, SW2c-N is connected to a second node (e.g., low voltage node) of the DC bus 350-N.

[0057] In addition, in the standby ECU N, the second terminal (e.g., gate) of the second switch SW2a-N, SW2b-N, SW2c-N (lower switch) can also be connected to the first node (e.g., high voltage node) of the DC bus 350-N by means of the first resistor R1 and the fourth switch SW4. This will be described in further detail below. In addition, the second resistor (or pull-down resistor) R2 can be connected to the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N. For example, the pull-down resistor R2 can be connected between the second terminal (e.g., gate) and the third terminal (e.g., source) of the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N.

[0058] The first switch driver (e.g., inverter gate driver) 330-N is configured to control the Nth inverter INV N and present a torque or speed control output from the motor 210. The first switch driver 330-N can use a number of tools to accomplish this task and can include any suitable processor configured to execute control logic that can control the inverter INV N and the motor 210. The first switch driver 330-N can be configured to generate a drive signal and output the drive signal to the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N to control the on and off of the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N according to a pulse width modulation (PWM) duty cycle command. The drive signal of the first switch driver 330-N can turn on and off the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N to adjust the phase voltage of the motor 210 to the desired amplitude, phase and frequency. The first switch driver 330-N may also include any other suitable device or module (such as auxiliary devices like clocks, power supplies, etc.). In addition, any other suitable device can be placed to communicate with other components (such as one or more sensors, other controllers or drivers, etc.).

[0059] The Nth inverter INV N may be directly connected to the motor 210. Alternatively, the Nth inverter INV N may be indirectly connected to the motor 210. For example, Figure 3As shown in FIG, the third switches SW3a-N, SW3b-N, SW3c-N are respectively connected between the outputs of the inverter submodules 310-Na, 310-Nb, 310-Nc (e.g., points between the first switches SW1a-N, SW1b-N, SW1c-N and the second switches SW2a-N, SW2b-N, SW2c-N) and the motor windings 215-1, 215-2, 215-3. The second switch driver (e.g., phase disconnection gate driver) 340-N may be configured to generate control signals for the third switches SW3a-N, SW3b-N, SW3c-N to turn on or off the third switches SW3a-N, SW3b-N, SW3c-N. The first terminals (e.g., drains) of the third switches SW3a-N, SW3b-N, SW3c-N are connected to the motor windings 215-1, 215-2, 215-3, respectively, the second terminals (e.g., gates) of the third switches SW3a-N, SW3b-N, SW3c-N are connected to the second switch driver (e.g., phase disconnection gate driver) 340-N to receive the gate drive signal, and the third terminals (e.g., sources) of the third switches SW3a-N, SW3b-N, SW3c-N are connected to the inverter submodules 310-Na, 310-Nb, 310-Nc, respectively. The second resistor (e.g., pull-down resistor) R2 can be connected between the second terminal (e.g., gate) and the third terminal (e.g., source) of the third switches SW3a-N, SW3b-N, SW3c-N. When the third switches SW3a-N, SW3b-N, SW3c-N are disconnected (i.e., open), the Nth inverter INV N of the standby ECU N is disconnected from the motor 210 and / or other ECUs 1 to N-1. However, when the third switches SW3a-N, SW3b-N, SW3c-N are turned on (i.e., closed), the first inverter INV N of the standby ECU N is connected to the motor 210. For example, normally, the third switches SW3a-N, SW3b-N, SW3c-N are turned on, but only under a predetermined condition (e.g., a preset fault condition of the standby ECU N), the second switch driver 340-N can turn off the third switches SW3a-N, SW3b-N, SW3c-N to disconnect the Nth inverter INV N of the standby ECU N from the motor 210 and / or other ECUs 1 to N-1, thereby protecting the motor 210 and / or other ECUs 1 to N-1.

[0060] The backup ECU N includes a motor shorting component 370. The motor shorting component 370 may include a first resistor (or a pull-up resistor) R1 and a DC bus 350-N.

[0061] The first resistor R1 may be connected between one node of the DC bus 350-N and each of the second switches SW2a-N, SW2b-N, SW2c-N via the fourth switch SW4. For example, the first resistor R1 may be connected between one node (e.g., a high voltage node) of the DC bus 350-N and a second terminal (e.g., a gate) of the second switch (e.g., a lower switch) SW2a-N, SW2b-N, SW2c-N, and a third terminal (e.g., a source) of the second switch SW2a-N, SW2b-N, SW2c-N may be connected to another node (e.g., a low voltage node) of the DC bus 350-N. The first resistor R1 may be configured to pull up a voltage supplied by the DC bus 350-N to the second switch SW2a-N, SW2b-N, SW2c-N.

[0062] The second terminals (e.g., gates) of the second switches SW2a-N, SW2b-N, SW2c-N are connected to one node (e.g., a high voltage node) of the DC bus 350-N via the first resistor R1, and the third terminals (e.g., sources) of the second switches SW2a-N, SW2b-N, SW2c-N are connected to another node (e.g., a low voltage node) of the DC bus 350-N. In addition, the first terminals (e.g., drains) of the second switches SW2a-N, SW2b-N, SW2c-N are connected to the motor windings 215-1, 215-2, 215-3, respectively, so that when the second switches SW2a-N, SW2b-N, SW2c-N are turned on, the motor windings 215-1, 215-2, 215-3 can be electrically connected to another node (e.g., a low voltage node) of the DC bus 350-N.

[0063] In addition, the first resistor R1 may also be connected between a node of the DC bus 350-N and each of the third switches SW3a-N, SW3b-N, SW3c-N. For example, the first resistor R1 may be connected between a node (e.g., a high voltage node) of the DC bus 350-N and a second terminal (e.g., a gate) of the third switches SW3a-N, SW3b-N, SW3c-N. The first resistor R1 may be configured to pull up the voltage supplied by the DC bus 350-N to the third switches SW3a-N, SW3b-N, SW3c-N.

[0064] The motor shorting component 370 may further include a switch module 390. The switch module 390 may be configured to connect or disconnect the motor shorting component 370 to or from the DC bus 350-N in response to one or more of the control signals CTL-1 to CTL-N received from the ECUs 1 to N, respectively. For example, when the switch module 390 does not receive any of the control signals CTL-1 to CTL-N of the ECUs 1 to N, the switch module 390 may be closed (i.e., turned on) to connect the motor shorting component 370 to the DC bus 350-N, so that the motor shorting component 370 of the ECU N may short the motor windings 215-1, 215-2, 215-3 together by means of the voltage of the DC bus 350-N. When the switch module 390 receives at least one of the control signals CTL-1 to CTL-N of the ECUs 1 to N, the switch module 390 may be opened (i.e., disconnected) to disconnect the motor shorting component 370 from the DC bus 350-N so that the motor shorting component 370 of the ECU N cannot short the motor windings 215-1, 215-2, 215-3. The control signals CTL-1 to CTL-N may be generated by the ECUs 1 to N when the ECUs 1 to N are properly initialized or activated or are in an active state. For example, each of the first switch drivers (e.g., inverter gate drivers) 330-1 to 330-N of the ECUs 1 to N or the controllers 380-1 to 308-N of the ECUs 1 to N may generate the control signals CTL-1 to CTL-N, but is not limited thereto.

[0065] exist Figure 3 In an exemplary embodiment of the present invention, the switch module 390 may be connected between one node (e.g., a high voltage node) of the DC bus 350-N and the first resistor R1 connected to the second switches (e.g., lower switches) SW2a-N, SW2b-N, SW2c-N. However, the switch module 390 may be connected to any portion of the motor short-circuit component 370 or the inverter INV N that is capable of selectively connecting or disconnecting the motor short-circuit component 370 from the DC bus 350-N.

[0066] The switch module 390 may include a fourth switch SW4. The fourth switch SW4 may be a normally open switch that is usually closed (ON) and is disconnected when a voltage greater than a threshold value (or less than a threshold value) is received. For example, the switch module 390 may use a solid-state relay (SSR) as the fourth switch SW4. An SSR is an electronic switching device that turns on or off when a small external voltage is applied to its control terminal. For example, an SSR includes: a sensor that responds to an appropriate input (control signal); a solid-state electronic switching device that switches power to a load circuit; and a coupling mechanism that enables the control signal to activate the switch without mechanical parts. The SSR may provide complete electrical isolation between its input and output contacts, and its output acts like a conventional electrical switch: it has a very high, almost infinite resistance when it is non-conductive (open), and a very low resistance when it is conductive (closed). However, any switch that is normally open and can be disconnected when a voltage greater than a threshold value (or less than a threshold value) is received (e.g., transistors such as depletion-mode MOSFETs and junction-gate field-effect transistors (JFETs)) may be used instead of an SSR.

[0067] The diode D1 is connected to terminals C1 to CN, which are configured to respectively receive control signals CTL-1 to CTL-N from the ECUs 1 to N. The diode D1 may perform an OR function on the control signals CTL-1 to CTL-N so that at least one of the control signals CTL-1 to CTL-N received via the terminals C1 to CN may be provided to the fourth switch SW4.

[0068] The resistor R3 is connected to terminals G1 to GN, which are respectively connected to grounds of the electric control units ECU 1 to N. The resistor R3 may be configured to provide isolation between the grounds of the electric control units ECU 1 to N.

[0069] The fourth switch SW4 can be turned on (i.e., closed) or off (i.e., opened) in response to one or more of the control signals CTL-1 to CTL-N. When any of the control signals CTL-1 to CTL-N from the ECUs 1 to N is not received, the fourth switch SW4 is closed, and the motor shorting component 200 can receive a voltage that can short-circuit the motor windings 215-1, 215-2, 215-3. However, when at least one of the control signals CTL-1 to CTL-N from the ECUs 1 to N in an active state is received, the fourth switch SW4 is turned off, and the motor shorting component 370 is disconnected from the DC bus 350-N so that the motor shorting component 370 cannot short-circuit the motor windings 215-1, 215-2, 215-3.

[0070] The standby ECU N and other ECUs (e.g., ECUs 1 to N-1) may be inactive, disabled, faulty, or in a high impedance state. When the first switch driver 330-N of the standby ECU N does not generate a drive signal because the standby ECU N is inactive, disabled, faulty, or in a high impedance state, the switches SW1a-N, SW1b-N, SW1c-N, SW2a-N, SW2b-N, SW2c-N do not receive a drive signal from the first switch driver 330-N. However, in Figure 3 In the embodiment of the present invention, the DC bus 350-N can supply voltage to the second switch SW2a-N, SW2b-N, SW2c-N and the third switch SW3a-N, SW3b-N, SW3c-N via the first resistor R1. The voltage pulled up by the first resistor R1 can turn on the second switch SW2a-N, SW2b-N, SW2c-N and the third switch SW3a-N, SW3b-N, SW3c-N. For example, the voltage generated by the DC bus 350-N, pulled up by the first resistor R1 and input to the second terminal (e.g., gate) of the second switch SW2a-N, SW2b-N, SW2c-N exceeds the threshold voltage that can turn on the second switch SW2a-N, SW2b-N, SW2c-N, and therefore, the second switch SW2a-N, SW2b-N, SW2c-N is closed. Similarly, the third switch SW3a-N, SW3b-N, SW3c-N is turned on. Furthermore, the motor windings 215-1, 215-2, 215-3 are shorted to a node (e.g., a low voltage node) of the DC bus 350-N by means of the second switches SW2a-N, SW2b-N, SW2c-N. All motor windings 215-1, 215-2, 215-3 of the motor 210 can be shorted together by closing the second switches (e.g., lower switches) SW2a-N, SW2b-N, SW2c-N to produce a three-phase short at the input of the inverter INV N of the backup ECU N to the motor 210. Therefore, the voltage pulled up by the first resistor R1 can force all the second switches (e.g., lower switches) SW2a-N, SW2b-N, SW2c-N to turn on (short circuit), while all the first switches (e.g., upper switches) SW1a-N, SW1b-N, SW1c-N are turned off (open circuit). This results in braking of the motor 210. The motor 210 may act as a brake and / or damper to oppose any motion applied to the motor 210 .

[0071] When the first switch driver 330-N of the standby ECU N is active, the first switch driver 330-N may generate one or more of the drive signals and control the second switch SW2a-N not to short the motor windings 215-1, 215-2, 215-3 or eliminate the shorting of the motor windings 215-1, 215-2, 215-3 by turning on and off the second switch SW2a-N, SW2b-N, SW2c-N. The second resistor (e.g., pull-down resistor) R2 may have a greater resistance than the first resistor (e.g., pull-up resistor) R1, so that when the switch drivers 330-N and 340-N are inactive or passive, the voltage divider R1-R2 provides sufficient turn-on voltage to the second terminals (e.g., gates) of the second switches SW2a-N, SW2b-N, SW2c-N and the third switches SW3a-N, SW3b-N, SW3c-N. For example, the resistance of the first resistor (eg, pull-up resistor) R1 may be 2,000 to 5,000Ω, and the resistance of the second resistor (eg, pull-down resistor) R2 may be 20,000 to 50,000Ω, but are not limited thereto.

[0072] In addition, when any one of ECUs 1 to N is properly initialized or activated or is in an active state, the ECU outputs a control signal CTL 1 to CTL N to the fourth switch SW4, and the fourth switch SW4 disconnects the motor short circuit 370 from the DC bus 350-N, thereby disconnecting the motor short circuit 370 from the power supply and unable to short-circuit the motor windings 215-1, 215-2, and 215-3.

[0073] For example, before the system 300 is started, the first switch driver (e.g., inverter gate driver) 330-N and the second switch driver (e.g., phase disconnect gate driver) 340-N are inactive, but the power supply 200-N supplies voltage via the DC bus 350-N. The voltage supplied by the DC bus 350-N and pulled up by the first resistor R1 can turn on the second switch (or lower switch) SW2a-N, SW2b-N, SW2c-N, so that the motor windings 215-1, 215-2, 215-3 can be shorted together. This provides a braking torque for the motor 210. When the system 300 is started, the controllers 380-1 to 380-N initialize and set a first command to the first switch driver (e.g., inverter gate driver) 330-1 to 330-N and the second switch driver (e.g., phase disconnect gate driver) 340-1 to 340-N. In response to the first command of the controller 380-1 to 380-N, the first switch driver (e.g., inverter gate driver) 330-1 to 330-N initializes the first switch SW1a-1 to SW1c-N and the second switch SW2a-1 to SW2c-N of the ECU 1 to N to be turned off, and the second switch driver (e.g., phase disconnection gate driver) 340-1 to 340-N initializes the third switch SW3a-1 to SW3c-N to be turned on. And, at least one of the ECUs 1 to N that is properly initialized or activated outputs the control signal CTL-1 to CTL-N, and the fourth switch SW4 disconnects the motor short circuit 370 from the DC bus 350-N in response to the control signal CTL-1 to CTL-N. This can safely disable or eliminate the short circuit of the motor windings 215-1, 215-2, 215-3. Then, the main ECU 1 starts controlling the motor 210 via the inverter INV1, the first switching driver (eg, inverter gate driver) 330-1, and the second switching driver (eg, phase disconnection gate driver) 340-1.

[0074] Although the three-pin inverter INV 1 to N in Figure 3 2 is depicted as a circuit for controlling the motor 210, but the present disclosure is not limited to this type of inverter. According to an embodiment of the present disclosure, the inverters INV1 to INVN may be any type of inverter that controls the voltage on the phases of the motor 210 using one or more switching elements.

[0075] Therefore, when the ECUs 1 to N are inactive, disabled, malfunction, or are in a high impedance state, the motor shorting component 370 is configured to short the motor windings 215-1 to 215-M so that the motor 210 can generate a braking torque. In the case where the motor 210 is included in the feedback actuator or the steering feel actuator 28, the feedback actuator or the steering feel actuator 28 can generate a braking torque on the steering wheel 20 and prevent the driver from being provided with an uncomfortable feeling of separation from the ground wheel or the driver from oversteering the vehicle when all or some of the electronic control units of the feedback actuator or the steering feel actuator 28 are disabled or malfunction.

[0076] In some embodiments of the present disclosure, a motor for a feedback actuator or a steering feel actuator is described, but the present disclosure is not limited thereto. However, those skilled in the art will recognize that the motor control system according to the present disclosure can be applied to or used with any motor requiring braking and / or damping torque.

[0077] Although the exemplary embodiments have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the application as defined by the appended claims.

[0078] In the present disclosure, relational terms such as first and second are only used to distinguish one entity or action from another entity or action, and do not necessarily require or imply any actual such relationship or order between these entities or actions. In addition, depending on the context, words such as "connect" or "couple" used to describe the relationship between different elements do not imply that direct physical connection must be made between these elements. For example, two elements can be connected to each other physically, electronically, logically or in any other way with the help of one or more additional elements. The term "connect" or "couple" can refer to direct or indirect connection, unless otherwise specified.

[0079] In addition, the scope of the present application is not intended to be limited to the specific embodiments of the processes, machines, manufactures, and compositions of matter, means, methods, and steps described in the specification. As those skilled in the art will readily appreciate from the disclosure, according to the present embodiment and alternative embodiments, processes, machines, manufactures, compositions of matter, means, methods, or steps that are currently available or to be developed in the future and perform substantially the same functions or achieve substantially the same results as the corresponding embodiments described herein may be utilized. Therefore, the appended claims are intended to include such processes, machines, manufactures, compositions of matter, means, methods, or steps within their scope.

Claims

1. A motor control system, the motor control system comprising: a motor, the motor comprising a plurality of motor windings; as well as a plurality of electric control units electrically connected to the motor, each of the electric control units comprising an inverter configured to receive a direct current (DC) voltage and output an alternating current (AC) voltage to the motor winding to control the motor, Wherein, at least one of the electronic control units comprises: A DC bus connected to a power source; first switches, each of the first switches being connected to a corresponding one of the motor windings; second switches, each of the second switches being connected to the DC bus and a corresponding one of the motor windings, wherein each of the second switches is paired with a corresponding one of the first switches; a first switch driver configured to generate a drive signal to drive the first switch and the second switch; first resistors, each of the first resistors being connected between the DC bus and a corresponding one of the second switches, and Wherein, at least one of the electronic control units further includes a motor short-circuiting component, which is connected to the inverter and includes the DC bus and the first resistor for short-circuiting the motor winding.

2. The motor control system according to claim 1, wherein: The DC bus is configured to supply voltage to the second switches via the first resistors, each of the first resistors being connected between the DC bus and a corresponding one of the second switches, so that the second switch shorts the motor winding when the first switch driver does not generate a drive signal.

3. The motor control system according to claim 2, wherein: The first switch driver is configured to generate one or more of the drive signals that control the second switch to not short the motor winding.

4. The motor control system according to claim 1, wherein: The first resistor is configured to pull up a voltage supplied by the DC bus to the second switch.

5. The motor control system according to claim 1, wherein: The DC bus is configured to turn on the second switch by supplying the second switch with a voltage pulled up by the first resistor so as to short-circuit the motor winding in a state where the first switch driver does not generate a driving signal.

6. The motor control system according to claim 1, wherein: At least one of the electronic control units also includes a second resistor, wherein each of the second resistors having a greater resistance than the first resistor is connected to a corresponding second switch so that one or more of the drive signals input to the second switch by the first switch driver causes the second switch to not short-circuit the motor winding.

7. The motor control system according to claim 1, wherein: The at least one of the electronic control units further comprises: third switches, each of the third switches being connected between a corresponding one of the motor windings and a point between the pair of first and second switches; and A second switch driver is configured to control the third switch to selectively connect or disconnect the at least one of the electronic control units from the motor winding.

8. The motor control system according to claim 1, wherein The DC bus has a first node and a second node, One of the second switches has: a first terminal connected to one of the first resistors, one of the motor windings, and one of the first switches connected to the first node of the DC bus; a second terminal configured to receive one of the drive signals of the first switch driver; as well as a third terminal connected to the second node of the DC bus, One of the first resistors is connected between the first node of the DC bus and the first terminal of the one of the second switches.

9. The motor control system according to claim 8, wherein: The second switch is configured to be turned on by the voltage of the DC bus supplied via the first resistor so that the second switch shorts the motor winding to the second node of the DC bus in a state where the first switch driver does not generate a driving signal.

10. The motor control system according to claim 8, wherein: The at least one of the electronic control units further includes second resistors, wherein one of the second resistors having a greater resistance than the first resistor is connected between the second terminal and the third terminal of the one of the second switches.

11. The motor control system according to claim 1, wherein The DC bus has a first node and a second node, One of the first switches has: a first terminal connected to the first node of the DC bus; a second terminal configured to receive a corresponding one of the drive signals of the first switch driver; as well as a third terminal connected to one of the second switches and one of the motor windings, One of the second switches has: a first terminal connected to the one of the first switches and the one of the motor windings; a second terminal configured to receive another one of the drive signals of the first switch driver; as well as A third terminal is connected to the second node of the DC bus, and one of the first resistors is connected between the first node of the DC bus and the second terminal of the one of the second switches.

12. The motor control system according to claim 11, wherein: The at least one of the electronic control units further includes second resistors, wherein one of the second resistors having a greater resistance than the first resistor is connected between the second terminal and the third terminal of the one of the second switches.

13. The motor control system according to claim 11, wherein: The at least one of the electronic control units further comprises: a third switch, one of the third switches connected between the one of the motor windings and a point between the one of the first switches and the one of the second switches; and A second switch driver is configured to control the third switch to selectively connect or disconnect the at least one of the electronic control units from the motor winding.

14. The motor control system according to claim 1, wherein The DC bus is configured to supply a voltage to the second switches via the first resistors, each of the first resistors being connected between the DC bus and a corresponding one of the second switches to turn on the second switch, so that the second switch shorts the motor winding in a state where the first switch driver does not generate a drive signal, and The first switch driver is configured to generate one or more of the drive signals that open the second switch to not short the motor winding.

15. The motor control system according to claim 1, wherein: The DC bus is configured to supply a voltage to the second switch of the at least one of the electronic control units via the first resistor when all of the electronic control units are disabled, so that the second switch of the at least one of the electronic control units shorts the motor winding.

16. A motor control system, the motor control system comprising: a motor, the motor comprising a plurality of motor windings; as well as a plurality of electric control units electrically connected to the motor, each of the electric control units comprising an inverter configured to receive a direct current (DC) voltage and output an alternating current (AC) voltage to the motor winding to control the motor, Wherein, at least one of the electronic control units comprises: a DC bus connected to a power source, the DC bus having a first node and a second node; a first switch driver configured to generate a drive signal to drive the first switch and the second switch; the first switch, one of the first switches having a first terminal connected to the first node of the DC bus, a second terminal configured to receive one of the drive signals of the first switch driver, and a third terminal connected to one of the second switches and one of the motor windings; the second switch, one of the second switches having a first terminal connected to the one of the first switches and the one of the motor windings, a second terminal configured to receive another of the drive signals of the first switch driver, and a third terminal connected to the second node of the DC bus, and a first resistor, one of the first resistors being connected between the first node of the DC bus and the second terminal of the one of the second switches, and Wherein, at least one of the electronic control units further includes a motor short-circuiting component, which is connected to the inverter and includes the DC bus and the first resistor for short-circuiting the motor winding.

17. The motor control system according to claim 16, wherein: The second switch is configured to be turned on by the voltage of the DC bus supplied via the first resistor so that the second switch shorts the motor winding to the second node of the DC bus in a state where the first switch driver does not generate a driving signal.

18. The motor control system according to claim 16, wherein: The first resistor is configured to pull up a voltage supplied by the DC bus to the second switch.

19. The motor control system of claim 16, wherein The at least one of the electronic control units further comprises a second resistor, wherein, one of the second resistors having a greater resistance than the first resistor is connected between the second terminal and the third terminal of the one of the second switches, and The first switch driver is configured to output to the second switch one or more of drive signals that control the second switch to not short-circuit the motor winding.

20. The motor control system according to claim 16, wherein: The at least one of the electronic control units further comprises: a third switch, one of the third switches connected between the one of the motor windings and a point between the third terminal of the one of the first switches and the first terminal of the one of the second switches; and A second switch driver is configured to control the third switch to selectively connect or disconnect the at least one of the electronic control units from the motor winding.

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