Systems and methods for resolving ramp start-up issues

Abstract

This disclosure relates to systems and methods for resolving ramp start conditions. Various disclosed embodiments include illustrative systems for performing ramp stall / start assist functions. An illustrative drive unit controller receives a zero-speed command and motor information, generates a torque command based on the received zero-speed command and motor information, and instructs the motor drive unit inverter in response to the generated torque command.

Description

[0001] Inventor:

[0002] Brian Harries

[0003] Boru Wang

[0004] Kang Wang

[0005] Chia-Chou Yeh Technical Field

[0006] This disclosure relates to a hill start / stall assist system. Background Technology

[0007] like Figure 1 As shown, when starting a vehicle from a fixed position on a steep slope, in a manual transmission car, the driver must coordinate the application and release of the clutch, brake, and accelerator pedals. Improper application may cause the vehicle to roll backward when going uphill, or roll forward when going downhill.

[0008] Most hill-keeping systems used in today's vehicles fall into different categories. These categories use some form of automatic braking or engine torque control to maintain the hill-keeping state before being ordered to accelerate from the hill-keeping position. Summary of the Invention

[0009] Various disclosed embodiments include illustrative controllers, drive units, and vehicles.

[0010] In an illustrative embodiment, the drive unit controller includes a first component configured to receive a zero-speed command and motor information, and a second component configured to generate a torque command based on the received zero-speed command and motor information. The drive unit controller also includes a third component configured to instruct the drive unit inverter of the motor in response to the generated torque command.

[0011] In another illustrative embodiment, the illustrative drive unit includes a motor, a motor position sensor configured to generate information about the motor, an inverter configured to control the operation of the motor, and a controller. The controller includes a first component configured to receive a zero-speed command and the motor information; a second component configured to generate a torque command based on the received zero-speed command and the motor information; and a third component configured to instruct the drive unit inverter of the motor in response to the generated torque command.

[0012] In another illustrative embodiment, the illustrative vehicle includes a state unit configured to generate vehicle state information, a braking system configured to generate braking information, an acceleration system, and a drive unit. The acceleration system is configured to generate a zero-speed command in response to the vehicle state information and the braking information, and to generate a first torque command in response to accelerator pedal information. The drive unit includes: a motor; a motor position sensor configured to generate information about the motor; an inverter configured to control the operation of the motor; and a controller. The controller includes a first component configured to receive the zero-speed command and the motor information; a second component configured to generate a second torque command based on the received zero-speed command and the motor information; and a third component configured to instruct the drive unit inverter of the motor in response to the generated second torque command.

[0013] The foregoing description of the invention is illustrative only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, other aspects, embodiments, and features will become apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0014] Illustrative embodiments are shown in the accompanying drawings. The embodiments and drawings disclosed herein are intended to be illustrative and not restrictive.

[0015] Figure 1 These are illustrations of vehicles in different slope starting scenarios based on existing technology.

[0016] Figure 2 This is a block diagram of an illustrative electric vehicle with an illustrative hill start assist system.

[0017] Figure 3 yes Figure 2 A flowchart illustrating the illustrative method performed by the ramp start assist system.

[0018] Figure 4 This is a flowchart illustrating a method for analyzing / diagnosing conventional ramp start assist systems.

[0019] Similar reference numerals in the various figures typically indicate similar elements. Detailed Implementation

[0020] In the following detailed description, reference is made to the accompanying drawings, which form a part thereof. In the drawings, similar symbols generally identify similar parts unless the context otherwise requires. The exemplary embodiments described in the detailed description, drawings, and claims are not intended to be limiting. Other embodiments and changes may be utilized without departing from the spirit or scope of the subject matter presented herein.

[0021] Various disclosed embodiments include illustrative controllers, drive units, and vehicles.

[0022] Now for reference Figure 2 And as outlined in the overview, in various embodiments, the illustrative vehicle 20 includes components for using motor speed control to provide assistance during hill start / stall assist situations.

[0023] In various embodiments, vehicle 20 includes one or more drive units 40 that can communicate with braking system 32, vehicle status system 34, and acceleration system 36 included in vehicle dynamics module 22. In various embodiments, drive unit 40 may be a dual-inverter drive unit as shown, or may include other configurations, such as a single controller drive unit. In various embodiments, drive unit 40 includes controller 30, a pair of inverters 42, a pair of motor position sensors (e.g., encoders, resolvers) 44, and a pair of AC motors 46.

[0024] The first inverter in inverter 42 provides a three-phase current motor drive signal, including voltage vector values ​​and voltage amplitudes, to the first motor in AC motor 46. The second inverter in inverter 42 provides a three-phase current motor drive signal to the second motor in AC motor 46. A motor position sensor 44 is attached to each AC motor 46. The motor position sensor 44 generates motor position information for each corresponding AC motor 46.

[0025] In the Hill Start / Stalling Assist (HSA) speed control mode, the acceleration system 36 sends a zero-speed command to the controller 30, which generates a torque command in response to the zero-speed command and motor position information received from the motor position sensor 44. The controller 30 instructs the inverter 42 to output phase voltage signals to the motor 46 in response to the torque command.

[0026] like Figure 2 As shown, the optional additional drive unit 40 can be used in all-wheel powered vehicles. The following operational description applies to vehicles that include multiple drive units.

[0027] In various embodiments, controller 30 receives signals from braking system 32, vehicle status system 34, and acceleration system 36. Controller 30, vehicle status system 34, or acceleration system 36 determines whether vehicle 20 is in a hill start condition based on the received signals. Controller 30, vehicle status system 34, or acceleration system 36 determines that vehicle 20 is in a hill start condition in response to received signals indicating vehicle power-on status, brake pedal depressurization of braking system 32 less than a threshold amount, and vehicle speed below a threshold amount. After determining the HSA condition, controller 30, vehicle status system 34, or acceleration system 36 initiates the HSA speed control mode. Controller 30, vehicle status system 34, or acceleration system 36 can also use data from other sources, such as slope or gradient information and motor position information, to determine the HSA condition.

[0028] In speed control mode (HSA), controller 30 generates a torque command based on the zero-speed command received from the acceleration system and the motor position information. Controller 30 receives motor position information from motor position sensor 44.

[0029] Additionally, when the operator of vehicle 20 depresses the accelerometer pedal of acceleration system 36 (or when the autonomous vehicle's control system causes the accelerometer pedal of acceleration system 36 to be depressed), acceleration system 36 generates a torque command. In response to the controller 30 receiving the torque command from acceleration system 36, the controller 30 compares the torque command received from acceleration system 36 with the torque command generated by the controller 30. If it is determined that the torque command from acceleration system 36 is greater than the torque command generated by the controller 30, the controller 30 instructs inverter 42 to operate according to the torque command received from acceleration system 36. As a result, when vehicle 20 is stopped on a slope and the user reduces braking pressure, vehicle 20 will maintain its position (i.e., not roll forward or backward) until the accelerometer pedal is depressed (i.e., the acceleration system torque command) greater than a threshold amount. After the threshold amount of acceleration pedal application, vehicle 20 accelerates from the stopped position by disabling speed HSA.

[0030] In various embodiments, after receiving vehicle speed information, braking status information, and vehicle pitch and / or gradient information, vehicle 20 enters torque control mode (HSA). If the pitch or gradient information exceeds a threshold amount, and the brake pedal is not depressed more than the threshold amount relative to the pitch / gradient information, acceleration system 36 generates a torque command. In some embodiments, the torque command is sent to controller 30, which controls inverter 42. Inverter 42 generates control signals for AC motor 46. In some other embodiments, the torque signal is sent back to braking system 32 for automatic braking to prevent the vehicle from rolling in hill start / stall scenarios.

[0031] When vehicle 20 operates in torque control mode (HSA), controller 30 receives position information of AC motor 46 from motor position sensor 44 and generates a torque command in response to the motor position information and the zero-speed command received from acceleration system 36. Controller 30 verifies the accuracy of the torque command from acceleration system 36 by comparing it with the torque command generated by controller 30.

[0032] If there is no significant difference between the torque commands, the process of using the torque command from the acceleration system 36 continues. However, if the comparison between the torque commands indicates a significant difference, an anomaly is recorded by the controller 30, the acceleration system 36, or the vehicle state system 34. In various embodiments, if the comparison between the torque commands is significantly different, the controller 30, the acceleration system 36, or the vehicle state system 34 may decide to use the torque command from the controller 30.

[0033] For further reference Figure 3 In various embodiments, illustrative process 50 is performed by the drive unit controller. At block 52, upon receiving a vehicle power-on signal, it is determined whether hill start / stall assist is present. Next, at block 54, based on brake pedal information received from the brake pedal system, the drive unit controller determines whether the brake pedal information indicates that the brake pedal has been depressed beyond a threshold amount. The threshold amount is the amount of brake pedal depressor that prevents the vehicle 20 from rolling forward or backward. This brake pedal threshold amount may be a predetermined static value or may be dynamically calculated based on other information received by the drive unit controller 30, the acceleration system 36, or the vehicle state system 34, such as slope or vehicle pitch information.

[0034] If the drive unit controller 30, acceleration system 36, or vehicle status system 34 determines that the brake pedal has been depressed more than a threshold amount, process 50 continues to analyze the brake pedal status. If the drive unit controller 30, acceleration system 36, or vehicle status system 34 determines that the brake pedal has been depressed less than a threshold amount and the current vehicle speed or motor speed information indicates a speed value below the threshold amount, then at block 58, acceleration system 36 sends a zero-speed command to controller 30. At block 60, drive unit controller 30 generates a torque command to maintain vehicle 20 at zero speed. Controller 30 instructs drive unit inverter 42 to send a drive signal to drive unit motor 46 in response to the generated torque command and motor position information.

[0035] For further reference Figure 4In various embodiments, illustrative process 80 is performed by vehicle 20. At block 82, vehicle state 34 checks for the presence of an HSA condition upon receiving a vehicle power-on signal. Next, at block 84, vehicle state system 34 receives level (i.e., pitch or gradient information) and braking information (e.g., brake pedal depress value). At decision block 88, vehicle state system 34 determines whether the level information indicates that the vehicle pitch / gradient is greater than a preset value, and whether the braking information indicates that the brake pedal is not depressed beyond a threshold amount. This decision step is an example of a conventional HSA system. It should be understood that any suitable HSA system can be used for a specific application as needed.

[0036] In response to the condition in decision block 88, in various embodiments, acceleration system 36 generates a target torque command at block 94 and sends it, along with a zero-speed command, to controller 30. At block 96, controller 30 controls motor 46 by instructing inverter 42 based on the target torque command. At block 98, controller 30 determines the torque command using motor position information received from the associated drive unit motor position sensor in response to the received zero-speed command. The torque command determined by the controller is compared with the target torque command. If, at decision block 100, the comparison indicates that the torque command determined by the controller and the target torque command are significantly different, a possible error is indicated. The error can be reported, or vehicle state system 34, acceleration system 36, or controller 30 can decide to switch to an alternative HSA process, for example... Figure 3 As shown in the diagram. If there is no significant difference between the torque command determined by the controller and the target torque command, then at box 104, no error is reported, and process 80 continues to use the generated target torque command.

[0037] Based on the foregoing discussion and the associated accompanying drawings, it should be understood that various embodiments have been disclosed and illustrated. For this purpose, and without implying any limitation (not inference), the following paragraphs provide a non-limiting overview of the various embodiments disclosed herein by way of example only, and not limitation:

[0038] A. A controller comprising: a first component configured to receive a zero-speed command and motor information; a second component configured to generate a torque command based on the received zero-speed command and the motor information; and a third component configured to instruct a drive unit inverter of the motor in response to the generated torque command.

[0039] The controller of the BA, wherein the motor information includes motor position information.

[0040] The controller of the CB, wherein the controller is also configured to receive torque commands generated by the acceleration system.

[0041] The controller of the DC, wherein if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

[0042] The controller of the ED, wherein if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

[0043] The FC controller receives zero-speed commands based on pitch information of the associated vehicle.

[0044] The controller of the GF, wherein the torque command generated by the acceleration system responds to the pitch information being greater than the pitch threshold amount.

[0045] H. A drive unit comprising: a motor; a motor position sensor configured to generate information about the motor; an inverter configured to control operation of the motor; and a controller comprising: a first component configured to receive a zero-speed command and the motor information; a second component configured to generate a torque command based on the received zero-speed command and the motor information; and a third component configured to instruct the drive unit inverter of the motor in response to the generated torque command.

[0046] The drive unit of the IH, wherein the motor information includes motor position information.

[0047] The drive unit of JI, wherein the controller is also configured to receive torque commands generated by the acceleration system.

[0048] The drive unit of KJ, wherein if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

[0049] L. Drive unit K, wherein if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

[0050] The drive unit of MH, wherein the torque command generated by the acceleration system is based on the pitch information of the associated vehicle.

[0051] The drive unit of the NM, wherein the torque command generated by the acceleration system responds to the pitch information being greater than the pitch threshold amount.

[0052] O. A vehicle comprising: a state unit configured to generate vehicle state information; a braking system configured to generate braking information; an acceleration system configured to generate a zero-speed command in response to the vehicle state information and the braking information, and to generate a first torque command in response to accelerator pedal information; and a drive unit comprising: a motor; a motor position sensor configured to generate information about the motor; an inverter configured to control operation of the motor; and a controller comprising: a first component configured to receive the zero-speed command and the motor information; a second component configured to generate a second torque command based on the received zero-speed command and the motor information; and a third component configured to instruct the drive unit inverter of the motor in response to the generated second torque command.

[0053] The vehicle of PO, wherein: the vehicle status information includes vehicle activation information; the braking information includes the status information of the vehicle's brake pedal; and the motor information includes motor position information.

[0054] In a QP vehicle, if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

[0055] In a vehicle with RO (Rotation and Reduction) configuration, if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

[0056] The vehicle of SO, wherein: the vehicle status information includes pitch information of the associated vehicle; and the first torque command is also based on the pitch information.

[0057] The vehicle of TO, wherein the state unit, the braking system and the acceleration system are included in the vehicle dynamics module.

[0058] Those skilled in the art will recognize that at least a portion of the apparatus and / or processes described herein can be integrated into a data processing system. Those skilled in the art will recognize that a data processing system typically includes one or more of the following: a system unit housing, a video display device, memory such as volatile or non-volatile memory, a processor such as a microprocessor or digital signal processor, computing entities such as an operating system, drivers, graphical user interfaces, and applications, one or more interactive devices (e.g., touchpad, touchscreen, antenna, etc.) and / or a control system, including feedback loops and control motors (e.g., feedback for sensing position and / or speed; control motors for moving and / or adjusting components and / or quantities). The data processing system can be implemented using suitable commercially available components, such as those commonly found in data computing / communication and / or network computing / communication systems.

[0059] As used in the foregoing / subsequent disclosures, the term "module" can refer to a collection of one or more components arranged in a particular manner, or a collection of one or more general-purpose components that can be configured to operate in a particular manner at one or more specific points in time and / or also configured to operate in one or more other manners at one or more additional times. For example, the same hardware or the same portion of hardware can be configured / reconfigured in consecutive / parallel (one or more) times as a first type of module (e.g., at a first time), as a second type of module (e.g., at a second time, in some cases, the second time may coincide with, overlap with, or succeed the first time), and / or as a third type of module (e.g., at a third time, in some cases, the third time may coincide with, overlap with, or succeed the first and / or second times). Reconfigurable and / or controllable components (e.g., general-purpose processors, digital signal processors, field-programmable gate arrays, etc.) can be configured as a first module with a first purpose, then as a second module with a second purpose, then as a third module with a third purpose, and so on. Transformations of reconfigurable and / or controllable components can occur in as little as a few nanoseconds, or over time periods of minutes, hours, or days.

[0060] In some such examples, when a component is configured to perform a secondary purpose, it may no longer be able to perform that primary purpose until it is reconfigured. A component can switch between configurations as different modules in as few nanoseconds. A component can be reconfigured during operation; for example, reconfiguring a component from a first module to a second module can occur precisely when the second module is needed. A component can be reconfigured in stages; for example, a portion of a first module that is no longer needed can be reconfigured to a second module even before the first module has completed its operation. Such reconfiguration can occur automatically or be prompted by an external source, whether that source is another component, instruction, signal, condition, external stimulus, or the like.

[0061] For example, by configuring its logic gates according to its instructions, the central processing unit of a personal computer can act at different times as a module for displaying graphics on a screen, a module for writing data to a storage medium, a module for receiving user input, and a module for multiplying two large prime numbers. Such reconfiguration may be invisible to the naked eye, and in some embodiments, may include the activation, deactivation, and / or rerouting of portions of the components (e.g., switches, logic gates, inputs, and / or outputs). Therefore, in the examples visible in the foregoing / subsequent disclosures, if the example includes multiple modules or enumerates multiple modules, the example includes the possibility that the same hardware can be implemented with more than one of the enumerated modules simultaneously or at discrete times or moments. The implementation of multiple modules, whether using more components, fewer components, or the same number of components as the number of modules, is merely an implementation choice and generally does not affect the operation of the modules themselves. Therefore, it should be understood that any description of multiple discrete modules in this disclosure includes these modules implemented as any number of underlying components, including but not limited to a single component that reconfigures itself over time to perform the functions of multiple modules, and / or multiple components that are similarly reconfigured, and / or dedicated reconfigurable components.

[0062] In some cases, one or more components may be referred to herein as “configured to,” “configured by,” “configurable to,” “operable / operable to,” “suitable / adaptable to,” “capable of,” “compliant / compliant,” etc. Those skilled in the art will recognize that, unless the context otherwise requires, such terms (e.g., “configured to”) generally cover active state components and / or inactive state components and / or standby state components.

[0063] While specific aspects of the subject matter of the invention described herein have been shown and described, it will be apparent to those skilled in the art that changes and modifications can be made based on the teachings herein without departing from the subject matter and its broader aspects. Therefore, the appended claims are intended to cover within their scope all such changes and modifications that fall within the true spirit and scope of the subject matter described herein. Those skilled in the art will understand that, generally, the terms used herein, particularly in the appended claims (e.g., the body of the appended claims), are generally intended to be “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “at least having,” the term “includes” should be interpreted as “including but not limited to,” etc.). Those skilled in the art will further understand that if the intention is to include a specific number of introductory claim enumerations, such an intention will be explicitly stated in the claims; if such a statement is not present, such an intention is not present. For example, as an aid to understanding, the appended claims may contain the use of the introductory phrases “at least one” and “one or more” to introduce claim enumerations. However, the use of such phrases should not be construed as implying that the introduction of a claim enumeration by the indefinite article “a” (“a” or “an”) limits any particular claim containing such an introductory claim enumeration to a claim containing only one such enumeration, even when the same claim includes the introductory phrase “one or more” or “at least one” and an indefinite article such as “a” (e.g., “a” should generally be interpreted as meaning “at least one” or “one or more”); the same applies to the use of definite articles used to introduce claim enumerations. Furthermore, even when a specific number of introductory claim enumerations is explicitly stated, those skilled in the art will recognize that such a statement should generally be interpreted as indicating at least the number stated (e.g., in the absence of other modifiers, the bare statement “two enumerations” generally means at least two enumerations, or two or more enumerations). Furthermore, in cases where conventional usages such as "at least one of A, B, and C" are applied, this construction is generally intended for use by those skilled in the art to understand the meaning of the conventional usage (e.g., "a system having at least one of A, B, and C" will include, but is not limited to, systems having only A, only B, only C, A and B, A and C, B and C, and / or A, B, and C, etc.). Those skilled in the art will further understand that, unless the context otherwise indicates, alternative terms and / or phrases that typically give two or more alternative terms, whether in the specification, claims, or drawings, should be understood to cover the possibility of including one, any one, or both of the terms. For example, the phrase "A or B" should generally be understood to include the possibility of "A" or "B" or "A and B".

[0064] The foregoing detailed embodiments have illustrated various embodiments of the apparatus and / or processes using block diagrams, flowcharts, and / or examples. Those skilled in the art will understand that, with regard to the inclusion of one or more functions and / or operations in these block diagrams, flowcharts, and / or examples, each function and / or operation can be implemented individually and / or collectively by a wide range of hardware, software (e.g., high-level computer programs acting as hardware specifications), firmware, or virtually any combination thereof, but limited to the patentable subject matter under 35U.SC101. In embodiments, certain portions of the subject matter described herein can be implemented via application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), or other integration formats. However, those skilled in the art will recognize that some aspects of the embodiments disclosed herein can be equivalently implemented in an integrated circuit, as one or more computer programs running on one or more computers (e.g., one or more programs running on one or more computer systems), as one or more programs running on one or more processors (e.g., one or more programs running on one or more microprocessors), as firmware, or virtually any combination thereof, but limited to the patentable subject matter under 35 USC101, and will recognize that, in consideration of this disclosure, designing circuits and / or writing software code (e.g., high-level computer programs that act as hardware specifications) and / or firmware will be entirely within the skill of those skilled in the art. Furthermore, those skilled in the art will understand that the mechanisms of the subject matter described herein can be distributed as program products in various forms, and the exemplary embodiments of the subject matter described herein apply regardless of the specific type of signal-bearing medium used for the actual execution of the distribution. Examples of signal-bearing media include, but are not limited to: recordable media, such as floppy disks, hard disks, optical discs (CDs), digital video discs (DVDs), digital magnetic tapes, computer memory, etc.; and transmission media, such as digital and / or analog communication media (e.g., optical fiber, waveguides, wired communication links, wireless communication links (e.g., transmitters, receivers, transmission logic, receiving logic, etc.)).

[0065] Regarding the appended claims, those skilled in the art will understand that the operations described herein can generally be performed in any order. Furthermore, although various flows of operations are presented in one or more sequences, it should be understood that the various operations can be performed in orders other than those illustrated, or can be performed simultaneously. Examples of such alternative orders may include overlapping, interleaving, interrupted, reordered, ascending, preparatory, supplementary, simultaneous, reverse, or other variations of the order, unless the context otherwise requires. Moreover, unless the context otherwise specifies, terms such as “in response to,” “related to,” or other past tense adjectives are generally not intended to exclude such variations.

[0066] Although the disclosed subject matter has been described with reference to exemplary embodiments, those skilled in the art will understand that various modifications may be made thereto without departing from the scope of the claimed subject matter set forth in the claims.

Claims

1. A controller, comprising: A first component, configured to receive zero-speed commands and motor information; The second component is configured to generate a torque command based on the received zero-speed command and the motor information; as well as The third component is configured to instruct the motor drive unit inverter in response to the generated torque command. The controller is configured to send the zero-speed command to the first component in response to determining that the brake pedal is depressed less than a first threshold amount and that current motor speed information indicates that the motor speed value is lower than a second threshold amount, wherein the first threshold amount is sufficient to prevent the vehicle from rolling forward or backward.

2. The controller according to claim 1, wherein the motor information includes motor position information.

3. The controller of claim 2, wherein the controller is further configured to receive a torque command generated by the acceleration system.

4. The controller of claim 3, wherein if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

5. The controller of claim 4, wherein if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

6. The controller of claim 3, wherein the received zero-speed command is based on pitch information of the associated vehicle.

7. The controller of claim 6, wherein the torque command generated by the acceleration system is in response to the pitch information being greater than a pitch threshold amount.

8. A driving unit, comprising: Electric motor; A motor position sensor, the motor position sensor being configured to generate information about the motor; An inverter configured to control the operation of the motor; as well as Controller, the controller includes: A first component, configured to receive zero-speed commands and motor information; A second component, configured to generate a torque command based on the received zero-speed command and the motor information; and The third component is configured to instruct the motor drive unit inverter in response to the generated torque command. The controller is configured to send the zero-speed command to the first component in response to determining that the brake pedal is depressed less than a first threshold amount and that current motor speed information indicates that the motor speed value is lower than a second threshold amount, wherein the first threshold amount is sufficient to prevent the vehicle from rolling forward or backward.

9. The drive unit according to claim 8, wherein the motor information includes motor position information.

10. The drive unit of claim 9, wherein the controller is further configured to receive a torque command generated by the acceleration system.

11. The drive unit of claim 10, wherein if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

12. The drive unit of claim 11, wherein if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

13. The drive unit of claim 10, wherein the torque command generated by the acceleration system is based on pitch information of the associated vehicle.

14. The drive unit of claim 13, wherein the torque command generated by the acceleration system responds to the pitch information being greater than a pitch threshold amount.

15. A vehicle comprising: A state unit configured to generate vehicle state information; A braking system configured to generate braking information; An acceleration system configured to generate a zero-speed command in response to the vehicle state information and the braking information, and to generate a first torque command in response to accelerator pedal information; as well as The drive unit includes: Electric motor; A motor position sensor, the motor position sensor being configured to generate information about the motor; An inverter configured to control the operation of the motor; and Controller, the controller includes: A first component, configured to receive the zero-speed command and the motor information; A second component, configured to generate a second torque command based on the received zero-speed command and motor information; and The third component is configured to instruct the motor drive unit inverter in response to the generated second torque command. The controller is configured to send the zero-speed command to the first component in response to determining that the brake pedal is depressed less than a first threshold amount and that current motor speed information indicates that the motor speed value is lower than a second threshold amount, wherein the first threshold amount is sufficient to prevent the vehicle from rolling forward or backward.

16. The vehicle according to claim 15, wherein: The vehicle status information includes vehicle activation information; The braking information includes the status information of the vehicle's brake pedal; and The motor information includes motor position information.

17. The vehicle of claim 16, wherein if the torque command generated by the second component is less than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the acceleration system.

18. The vehicle of claim 15, wherein if the torque command generated by the second component is greater than the torque command generated by the acceleration system, the third component instructs the drive unit inverter based on the torque command generated by the second component.

19. The vehicle according to claim 15, wherein: The vehicle status information includes the pitch information of the associated vehicle; and The first torque command is also based on the pitch information.

20. The vehicle of claim 18, wherein the state unit, the braking system, and the acceleration system are included in a vehicle dynamics module.

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