Electrically powered powertrain with centralized power distribution strategy and decentralized inverters

Abstract

This invention relates to an electrified drive system with a centralized power distribution strategy and distributed inverters. A method for distributing power to electric motors in an electric power system, wherein the electric motors are electrically connected to a shared power source, the method comprising receiving input signals via a supervisory controller. The input signals include a total torque request for the electric power system and a power limit of the power source. The method includes determining an open-loop torque command for each respective motor in response to the input signals. In response to the total torque request and the power limit, the controller also determines maximum and minimum power limits for the motors, wherein the maximum and minimum power limits include a calibrated power reserve for performing predetermined torque operation. The method includes transmitting the open-loop torque command and power limits to a corresponding motor control processor for each motor, thereby controlling torque operation.

Description

Background Technology

[0001] Rotating electric motors are used in the electric power systems of motor vehicles and other electric drive systems to generate or receive torque in different operating modes. In a radial flux motor with a rotor and a wound stator, the rotor is surrounded by the stator and separated from it by a radial air gap. The rotor and the integrally connected rotor shaft rotate in unison as the stator's field windings are sequentially excited by an AC output voltage from a power inverter, which is electrically connected to a DC power source, such as a high-voltage battery pack or fuel cell unit. Within the power inverter, pulse width modulation or another application-appropriate switching control technique is used to control the corresponding on / off conduction states of individual semiconductor switches to generate the AC output voltage. In some configurations, the power inverter is also capable of performing DC-to-AC conversion operations, such as in power generation operating mode. Summary of the Invention

[0002] This document discloses a system, associated control logic, and method for controlling the operation of multiple multiphase / alternating current (AC) rotating motors within an electric power system powered by a high-voltage direct current (DC) power supply. Each respective motor (hereinafter referred to as an electric motor for simplicity, regardless of whether it functions as a motor or a generator) has a corresponding traction power inverter module (TPIM) and an associated local motor control processor (MCP). The TPIM and MCP of a given electric motor jointly and locally control the torque operation of the electric motor.

[0003] In the disclosed configuration, the DC sides of the various TPIMs are electrically connected to a shared DC power supply via a DC voltage bus, allowing power from the power supply to be shared among the individual motors during discharge. Similarly, when operating in regenerative capacity (i.e., as a generator), power supplied from the individual motors is supplied to the common / shared power supply in charging mode. Therefore, power sharing, as envisioned herein, occurs during both charging and discharging operating modes.

[0004] Within the scope of this disclosure, a centralized regulatory controller is used to calculate the total required power level to or from the electric powertrain as a whole (i.e., the common set of electric motors and their associated TPIMs and MCPs). While the various examples set forth herein rely on electric propulsion, those skilled in the art will appreciate that hybrid powertrain embodiments can be used within the scope of this disclosure, wherein such embodiments utilize an internal combustion engine as a possible torque source. The regulatory controller then allocates the calculated total required power to the individual TPIMs and MCPs, thereby compensating for the available engine torque in a non-limiting exemplary hybrid powertrain configuration as needed.

[0005] As used herein, the term "allocation" refers to the distribution or retention of a portion of the total available power from a shared power source for a specific motor, which is itself non-limitingly exemplified herein as a battery pack with multiple battery cells, wherein control and electrical switching actions ensure that each electric motor receives no more than its allocated portion. A centralized open-loop approach, followed by locally executed torque-specific operation by TPIM and MCP, allows for a simplified distributed motor control strategy in a manner that protects the shared power source and associated power electronics hardware.

[0006] As is understood in the art, in distributed electric systems, the type of shared power source envisioned herein—a power source whose total electrical capacity is shared by the individual electric motors of the electric power system—serves as a nonlinear constraint. This control strategy aims to simplify the control of individual motor drive systems under such constraints by providing the corresponding required power levels and open-loop torque commands via the operation of the supervisory controller for execution by each respective TPIM and associated MCP.

[0007] The required power level within this strategy includes a minimum reserved power margin, which is calculated by the supervisory controller using open-loop control logic. The reserved power margin used herein is sufficient to ensure adequate remaining power for locally executing predetermined fast actuator tasks, such as active damping, shock compensation, or wheel flare mitigation in several non-limiting embodiments. Therefore, this solution implements an independent supervisory control strategy that intelligently distributes power among multiple distributed MCPs and TPIMs, with or without the accompanying engines as described above.

[0008] Specifically, this document discloses a method for distributing electricity to multiple electric motors in an electric power system, wherein the electric motors are electrically connected to a shared power source and are locally controlled by respective MCPs. According to an exemplary embodiment, the method includes receiving an input signal via a supervisory controller, wherein the input signal includes a total torque request of the electric power system and a set of power limits of the shared power source. The method includes determining an open-loop torque command for each respective electric motor via the supervisory controller in response to the input signal.

[0009] The method in this embodiment also includes determining maximum and minimum power limits for the operation of each corresponding electric motor via a regulatory controller in response to a total torque request and power limits. The power limits include a predetermined reserve power margin for performing the predetermined torque operation, which may take into account, for example, the available power from the optional engine as indicated above when a particular drive shaft is powered by a hybrid motor-drive configuration. The open-loop torque command and the maximum and minimum power limits are then transmitted to the corresponding MCP to control the torque operation.

[0010] Input signals received via the regulatory controller may include power limits, voltage limits, and current limits of the shared power source as a set of power limits for the shared power source.

[0011] Determining the open-loop torque command for each corresponding electric motor may include calculating the total torque vector of the electric power system in response to an input signal, wherein the total torque vector has lateral torque components and longitudinal torque components. In such an embodiment, the method includes applying motor torque constraints to the total torque vector to derive the open-loop torque command.

[0012] The electric motor can be configured as an AC motor, in which case the electric power system includes multiple power inverters. In one embodiment, each corresponding MCP is connected to a corresponding power inverter, wherein the method further includes controlling torque operation via the corresponding MCP in response to an open-loop torque command and maximum and minimum power limits.

[0013] In some applications, the electric powertrain is used as part of a motor vehicle having wheels each driven by a corresponding AC motor. In such embodiments, torque control operation via the corresponding MCP includes controlling the rapid actuator control action of the motor vehicle. In several non-limiting exemplary applications, controlling the rapid actuator control action of the motor vehicle may include controlling active damping control, shock mitigation control, and / or wheel emergency mitigation control.

[0014] As described above, the shared power source in the motor vehicle application indicated above can be implemented as a high-voltage propulsion battery pack, wherein, in an exemplary non-limiting configuration, the calibrated reserve power margin for performing predetermined torque operation is at least 5 kW.

[0015] This document also discloses an electric power system. The electric power system may include a shared power source, multiple drive shafts, and multiple electric motors, each of the multiple electric motors being electrically connected to the shared power source and arranged on a corresponding drive shaft. The electric power system also includes multiple motor control units (MCPs). Each MCP is configured to control the dynamic state of a corresponding electric motor. A supervisory controller for the electric power system communicates with the multiple MCPs and is configured to execute this method.

[0016] This document also discloses an embodiment of a regulatory controller for an electric power system having multiple electric motors electrically connected to a shared power source and locally controlled by corresponding MCPs, such that each of the multiple electric motors is controlled by a corresponding MCP. The regulatory controller includes a processor and a memory, on which instructions for distributing power from the shared power source to the multiple electric motors are recorded. The processor's execution of the instructions is configured to cause the regulatory controller to perform this method.

[0017] This application also includes the following technical solutions:

[0018] 1. A method for distributing electricity to multiple electric motors in an electric power system, wherein the electric motors are electrically connected to a shared power source and locally controlled by corresponding motor control processors (MCPs), such that each electric motor is controlled by a corresponding MCP, the method comprising:

[0019] Input signals are received via a regulatory controller, wherein the input signals include the total torque request of the electric power system and the set of power limits of the shared power source;

[0020] In response to the input signal, an open-loop torque command is determined for each corresponding electric motor via the regulatory controller;

[0021] In response to the total torque request and the set of power limits, a maximum power limit and a minimum power limit for each corresponding electric motor are determined via the regulatory controller, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; and

[0022] The open-loop torque command, as well as the maximum power limit and the minimum power limit, are transmitted to the corresponding MCP to control the predetermined torque operation.

[0023] According to the method of technical solution 1, the input signal received via the regulatory controller includes power limits, voltage limits and current limits of the shared power supply as the set of power limits.

[0024] According to the method described in technical solution 1, determining the open-loop torque command for each corresponding electric motor includes: calculating the total torque vector of the electric power system in response to the input signal, the total torque vector having a lateral torque component and a longitudinal torque component; and applying a calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

[0025] According to the method of technical solution 1, the electric motor is an alternating current (AC) motor, the power supply is a direct current (DC) power supply, the electric power system includes multiple power inverters, and each corresponding MCP is connected to a corresponding power inverter. The method further includes: controlling torque operation via the corresponding MCP in response to the open-loop torque command and the maximum power limit and the minimum power limit.

[0026] According to the method of technical solution 4, the electric power system is part of a motor vehicle having wheels driven by a corresponding AC motor, and the torque control operation via a corresponding MCP includes controlling the rapid actuator control action of the motor vehicle.

[0027] According to the method described in technical solution 5, controlling the rapid actuator control action of the motor vehicle includes controlling active damping control, shock mitigation control and / or wheel emergency situation mitigation control.

[0028] According to the method described in technical solution 5, the shared power source is a high-voltage propulsion battery pack, and the calibrated power reserve for performing predetermined torque operation is at least 5kW.

[0029] An electric power system, comprising:

[0030] Shared power supply;

[0031] Multiple drive shafts;

[0032] Multiple electric motors, each of which is electrically connected to the shared power source and is arranged on a corresponding drive shaft;

[0033] Multiple motor control processors (MCPs), each of which is configured to control the dynamic state of a corresponding electric motor; and

[0034] A supervisory controller that communicates with the plurality of MCPs, wherein the supervisory controller is configured to:

[0035] Receive input signals, including the total torque request of the electric power system and the set of power limits of the shared power source;

[0036] In response to the input signal, an open-loop torque command is determined for each corresponding electric motor;

[0037] In response to the total torque request and the set of power limits, a maximum power limit and a minimum power limit are determined for each corresponding electric motor, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; and

[0038] The open-loop torque command, along with the maximum power limit and the minimum power limit, is transmitted to the corresponding MCP to control the predetermined torque operation.

[0039] According to the electric power system described in technical solution 8, the set of power limits includes the power limit, voltage limit, and current limit of the shared power source.

[0040] According to the electric power system of technical solution 8, the regulatory controller is configured to determine the open-loop torque command for each corresponding electric motor by: calculating the total torque vector of the electric power system in response to the input signal, the total torque vector having a lateral torque component and a longitudinal torque component; and then applying a calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

[0041] According to the electric power system of technical solution 8, the electric motor is an alternating current (AC) motor, the power supply is a direct current (DC) power supply, the electric power system includes multiple power inverters, and each corresponding MCP is connected to a corresponding power inverter, wherein the MCP is configured to control torque operation in response to the open-loop torque command and the maximum power limit and the minimum power limit.

[0042] According to the electric power system of technical solution 11, the electric power system is part of a motor vehicle having wheels each driven by a corresponding AC motor, and wherein the MCP is configured to control the torque operation by controlling the rapid actuator control action of the motor vehicle.

[0043] According to the electric power system of technical solution 12, the plurality of drive shafts include a pair of half shafts, each half shaft being connected to a corresponding wheel, wherein a corresponding electric motor is configured to provide power to a corresponding one of the pair of half shafts.

[0044] According to the electric power system described in technical solution 12, the control actions of the rapid actuator include controlling active damping control, shock mitigation control, and / or wheel emergency situation mitigation control.

[0045] According to the electric power system of technical solution 12, the shared power source is a high-voltage propulsion battery pack with a voltage capability of 300V or higher, and the calibrated power reserve for performing the predetermined torque operation is at least 5kW.

[0046] A regulatory controller for an electric power system having a plurality of electric motors electrically connected to a shared power source and locally controlled by respective motor control processors (MCPs), such that each of the plurality of electric motors is controlled by a corresponding MCP, the regulatory controller comprising:

[0047] processor; and

[0048] A memory, on which instructions are recorded for distributing power from a shared power source to multiple electric motors, wherein the processor's execution of the instructions is configured to cause the supervisory controller to:

[0049] Receive input signals, including the total torque request of the electric power system and the power limit set of the shared power source, the power limit set including the power limit, voltage limit and current limit of the shared power source;

[0050] In response to the input signal, an open-loop torque command is determined for each corresponding electric motor;

[0051] In response to the total torque request and the set of power limits, a maximum power limit and a minimum power limit are determined for each corresponding electric motor, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; and

[0052] The open-loop torque command, as well as the maximum power limit and the minimum power limit, are transmitted to the corresponding MCP to control the predetermined torque operation.

[0053] According to the regulatory controller of technical solution 16, the execution of the instruction is configured to cause the regulatory controller to determine the open-loop torque command for each corresponding electric motor by: calculating the total torque vector of the electric power system in response to the input signal, the total torque vector having a lateral torque component and a longitudinal torque component; and applying a calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

[0054] According to the regulatory controller described in technical solution 16, the open-loop torque command and the corresponding maximum power limit and minimum power limit of the MCP are configured to cause the MCP to control the predetermined torque operation: active damping control, shock mitigation control, or wheel emergency mitigation control.

[0055] The above-pointed features and advantages of this disclosure will become apparent when considered in conjunction with the accompanying drawings and appended claims, based on the following detailed description of embodiments and the best mode for carrying out this disclosure. Attached Figure Description

[0056] Figure 1 This is a schematic illustration of an exemplary motor vehicle having an electric power system with multiple rotating motors and a centralized supervisory controller configured to perform a feedforward / open-loop power distribution method as described herein.

[0057] Figure 2 This is a schematic control logic diagram illustrating a simplified embodiment of the method for implementing the method in an electric power system with multiple electric motors, wherein each electric motor is arranged on a different drive shaft.

[0058] Figure 3 This is a schematic logic flowchart depicting a possible embodiment of the control logic that can be used to implement this open-loop power distribution control strategy.

[0059] Figure 4 This is a schematic time graph of an exemplary power distribution scenario according to the present method, in which time is depicted on several horizontal axes and battery power in kilowatts (kW) is depicted on several corresponding vertical axes.

[0060] Figure 5 and Figure 6 This is a schematic diagram illustrating the corresponding discharge and charge operations of this method. Detailed Implementation

[0061] This disclosure allows for numerous different embodiments. Representative examples of this disclosure are shown in the accompanying drawings and are described in detail herein as non-limiting examples of the disclosed principles. Accordingly, elements and limitations described in the abstract, background, summary, and detailed description sections but not expressly set forth in the claims should not be incorporated, alone or together, by implication, inference, or otherwise.

[0062] For the purposes of this specification, unless otherwise stated, the use of the singular includes the plural, and vice versa; the terms “and” and “or” should be both connected and separate; “any” and “all” should both mean “any and all”; and the words “including,” “contains,” “comprising,” “containing,” “having,” etc., should mean “unrestrictedly included.” Furthermore, approximate words such as “approximately,” “almost,” “substantially,” “generally,” “approximately,” etc., may be used herein in the sense of “being in…,” “approaching…,” or “approximately in…” or “within 0-5% of…”, or “within acceptable manufacturing tolerances,” or logical combinations thereof.

[0063] Referring to the accompanying drawings, similar reference numerals refer to similar parts. Figure 1 A representative motor vehicle 10 having an electric powertrain 11 configured as described herein is schematically depicted. The electric powertrain 11 includes a plurality of rotary motors, collectively referred to below as electric motors 114E for simplicity. For example, in the exemplary vehicle application illustrated, electric motors 114E include electric propulsion motors 14 and 114, the latter of which may alternatively be configured as separate electric propulsion motors 14-1 and 14-2.

[0064] The main torque function and fast actuator torque operation of the electric motor 114E are controlled via control signals from the supervisory controller (C) 50 (arrow CC). OIt is adjusted in real time from a centralized location. Although for the sake of simplicity... Figure 1 The electric powertrain 11 is omitted, but it can alternatively be configured as a hybrid electric powertrain in which an internal combustion engine (not shown) supplies engine torque. Therefore, as those skilled in the art will appreciate, the following description of the electric powertrain 11 does not preclude extension to hybrid electric alternatives.

[0065] The instructions for implementing the power allocation strategy according to this disclosure together embody method 100, which is referred to below. Figure 5 An example is provided. Such instructions can be recorded in the memory (M) of controller 50 and executed by one or more of its processors (P) to provide the benefits described herein. As part of this method 100, controller 50 responds at least in part to a set of input signals (arrow CC). I The controller 50 automatically determines the total power requirement to provide independent regulatory control of the electric motors 114E. This input signal may be, for example, a driver-requested and / or autonomously determined output torque request, or a rapid actuator torque response as described herein. The controller 50 then allocates the total power requirement to each electric motor 114E, or more precisely, to its corresponding local motor control processor.

[0066] For the sake of simplicity and clarity, the corresponding motor control processors are abbreviated as MCP-1 and MCP-2 for electric propulsion motors 14 and 114, respectively, where electric propulsion motors 14 and 114 are as follows: Figure 1 The motors shown are positioned as the corresponding rear drive motor and front drive motor. Alternative electric propulsion motors 14-1 and 14-2 can be used in other embodiments instead of electric propulsion motor 14, for example by positioning electric propulsion motors 14-1 and 14-2 on separate half-shafts 19-1 and 19-2 connected to the rear wheel 15R as shown. In either configuration, electric propulsion motor 14 (via output member 17) or motors 14-1 and 14-2 (via corresponding output members (not shown)) can generate output torque (arrow T). O The output torque is then transmitted to the rear wheel 15R to propel the motor vehicle 10. The electric propulsion motor 114 can similarly be coupled to the front wheel 15F via the front axle 119 and the output member 117.

[0067] As appreciated in the art, each electric motor 114E is connected to a corresponding traction power inverter module (TPIM), wherein TPIM 20-1 (TPIM-1) and its residing MCP-1 are connected to the electric propulsion motor 14, and TPIM 20-2 (TPIM-2) and its residing MCP-2 are connected to the electric propulsion motor 114. Although omitted for clarity and simplicity, an alternative embodiment using separate electric propulsion motors 14-1 and 14-2 on the respective half-shafts 19-1 and 19-2 to provide power to the rear wheel 15R would similarly be equipped with corresponding TPIMs 20-3 and 20-4 and corresponding MCPs (not shown). Thus, each MCP is configured to locally control the dynamic state of the corresponding electric propulsion motor 14, 114, 14-1, or 14-2. The MCP responds to a control signal (arrow CC). O This is achieved, where each electric propulsion motor 14, 114, 14-1, and 14-2 ultimately responds to a control signal (arrow CC). O The specific motor portion is controlled. In this way, the supervisory controller 50 provides the necessary power with sufficient power reserve—that is, a power margin reserved—to perform individual motor-level control actions, such as, but not limited to, rapid actuator actions, such as active damping, shock mitigation, and wheel emergency mitigation.

[0068] Figure 1 The regulatory controller 50, schematically shown in the diagram, can be implemented in response to an input signal (arrow CC). I Controller 50 includes one or more electronic control units or computing nodes. The controller 50 includes a specific amount of memory (M) and one or more processors (P), such as microprocessors or central processing units, as well as other associated hardware and software, such as digital clocks or timers, input / output circuits, buffer circuits, etc., depending on the application. The memory (M) may include a sufficient amount of read-only memory, such as magnetic or optical memory. For the sake of brevity, the term "controller" as used herein may include one or more electronic control modules, units, processors, and their associated hardware components, such as application-specific integrated circuits (ASICs), system-on-a-chip (SoCs), electronic circuits, and other hardware as required to provide programmable functionality. Figure 5 Method 100 and Figure 6 A similar method 100A uses representative control logic 50L in Figure 3 It is described in the middle and in detail below.

[0069] In addition, regarding Figure 1The representative electric power system 11 shown has an electric propulsion motor 14 representing the construction of the remaining electric motor 114E, and is depicted as having a stator 14S arranged coaxially with respect to the rotor 14R in a radial flux-type configuration. The stator 14S thus surrounds the rotor 14R. However, other embodiments of the electric propulsion motor 14 can be used within the scope of this disclosure, including axial flux-type machines, and therefore... Figure 1 The simplified representative embodiment of the electric propulsion motor 14 illustrates only one possible configuration. The electric propulsion motor 114 on the drive shaft 119 that provides power to the front wheel 15F is similarly configured with a corresponding stator 114S and rotor 114R, wherein rotor 114R is connected to output member 117. For the sake of simplicity, electric propulsion motors 14-1 and 14-2 are... Figure 1 The diagram is schematically shown, but it is also possible to have a similar concentric stator and rotor configuration.

[0070] exist Figure 1 In a representative embodiment, the electric motor 114E is configured as a multiphase / AC device. As is typical in automotive propulsion applications, the excitation of the corresponding field windings (not shown) of the stators 14S and 114S, and the comparable stators (not shown) of the electric propulsion motors 14-1 and 14-2, requires input power from an onboard DC power supply. For this purpose, the electric powertrain 11 can be equipped with a power supply 16. Although not limited to examples herein, high-voltage shared battery packs (B...) as shown are not explicitly illustrated. HV Examples of suitable battery chemistry include rechargeable lithium-ion or nickel-metal hydride configurations with multiple battery cells, or other suitable battery chemistry. However, other embodiments of the power source 16 may be used within the scope of this disclosure, including fuel cell unit stacks (not shown) or other power sources 16 suitable for various applications. For clarity, however, the power source 16 will be referred to as battery pack 16 hereinafter. Furthermore, the term “high voltage” as used herein refers to a voltage level exceeding the typical 12-15V auxiliary / “low” voltage level, where exemplary hybrid electric vehicle or all-battery electric vehicle propulsion applications of the type envisioned herein may require shared battery pack 16 to have, for example, a voltage capability of 300 V or higher.

[0071] The shared battery pack 16 is electrically connected to TPIMs 20-1 and 20-2, or TPIMs 20-1, 20-3, and 20-4, via a high-voltage DC voltage bus (VDC), wherein TPIMs 20-1 and 20-2 (or 20-1, 20-3, and 20-4) are in turn electrically connected to their respective stators 14S and 114S via a high-voltage AC voltage bus (VAC). Although omitted for the sake of simplicity, TPIMs 20-1, 20-2, 20-3, and 20-4 are internally configured and externally controlled via the on / off state control of multiple dies of semiconductor switches, wherein such switches are typically implemented as insulated-gate bipolar transistors (IGBTs) or metal-oxide-semiconductor field-effect transistors (MOSFETs). Therefore, the DC input voltage is converted into an AC output voltage suitable for powering the electric propulsion motors 14, 114, 14-1, and 14-2 (which function as propulsion motors) via the internal switching operations of TPIMs 20-1, 20-2, 20-3, and 20-4, respectively. During recharge events, TPIMs 20-1, 20-2, 20-3, and 20-4 can operate in the opposite sense, i.e., by converting the AC input voltage into a DC output voltage for recharging the constituent battery cells of the shared battery pack 16.

[0072] Other components may be included. Figure 1 Within the electric power system 11, such as, but not limited to, the DC-DC converter 18 illustrated and the auxiliary battery (B AUX 160. As noted above, the auxiliary voltage level is typically 12-15V, and therefore, as understood in the art, the DC-DC converter 18 can be operated via internal switching and signal filtering to receive a relatively high DC voltage from the DC voltage bus (VDC) and output a lower auxiliary voltage (V) to the auxiliary battery 160. AUX Therefore, the electric motor 114E is just one of many devices that require electrical energy from the shared battery pack 16 during the ongoing discharge operation and also supply electrical energy to the shared battery pack 16 during the ongoing charging operation.

[0073] Brief Reference Figure 2 , Figure 1 The regulatory controller 50 described in the text uses Figure 3 The control logic 50L illustrated in the example establishes independent regulatory control over each motor 114E, particularly via... Figure 2 The direct communication of each corresponding MCP is shown together at point 25. For simplicity, MCP 25 is nominally labeled as MCP-1, MCP-2, ..., MCP-N. Figure 1In the embodiments, when three electric motors (e.g., electric propulsion motors 114, 14-1, and 14-2) are used, N = 3, where in this particular instance, MCP-2 and MCP-3 are the MCPs corresponding to electric propulsion motors 14-1 and 14-2. Therefore, Figure 2 The suffixes -1, -2, and -3 in MCP 25 are used for the nominal 1st, 2nd, and 3rd axes, and therefore do not indicate... Figure 1 The specific configuration shown.

[0074] Generally, the regulatory controller 50 receives an input signal indicating an output torque and / or speed request (arrow CC). I In response, controller 50 determines the maximum and minimum power requirements for N different drive shafts, i.e., the maximum and minimum power requirements (P) for nominal drive shafts 1, 2, ..., N (i.e., Ax1, Ax2, ..., AxN). Max P Min When as Figure 1 In a representative three-axis embodiment, when N = 3, N drive axes can correspond to drive axes 119, 19-1, and 19-2. However, other embodiments may use different numbers or placements of drive axes, and therefore, for the purposes of illustrating this teaching, Figure 2 The diagram has been greatly simplified.

[0075] refer to Figure 3 The exemplary control logic 50L, as envisioned herein, includes a minimum reserve power margin for performing necessary torque operations, such as fast actuator control actions, shock mitigation, wheel contingency control, etc., for a specific shaft / motor. Control logic 50L is used to implement method 100 and allows the supervisory controller 50 to use independent feedforward control to allocate battery power. Figure 2 The MCP 25 and the associated electric motor 114E.

[0076] Figure 3 50L control logic and Figure 5 and 6 The activation methods 100 and 100A do not require information from [source missing]. Figure 2 The distributed feedback of the MCP25 reduces communication latency / delay issues when controlling multiple electric motors 114E from the central location of the supervisory controller 50. Similarly, when using a shared power source (in this example, a shared battery pack 16), the control logic 50L enables independent control of multiple electric motors 114E. Figure 1 11. Electric power system.

[0077] The drive system management actions performed by the supervisory controller 50 can include the rapid actuator control actions as described above. As appreciated in the art, when controlled by a specific actuator (in this case, a...) Figure 1 When the MCP 25, which is paired with each of the individual electric motors 114E, is executed locally, such an action is possible. Therefore, methods 100 and 100A allow Figure 2 Each MCP 25 independently performs local fast actuator control actions for a given electric motor 114E, which is partly determined by programming the controller 50 to determine the corresponding power reserve margin for a particular motor, in order to dispatch or distribute among the individual electric motors 114E and their associated TPIM 25.

[0078] In response to Figure 1 Control signals (arrow CC) I The controller 50 generates and / or receives a total torque request (arrow TQ), which is the total amount of motor output torque required from the collective electric motor 114E of the electric power system 11. The vehicle motion control block 52 of the supervising controller 50 processes the total torque request (arrow TQ) to generate a vehicle motion axis torque command vector or total torque vector, abbreviated as T herein. More specifically, the vehicle motion control block 52, used to derive the longitudinal and lateral components of the total torque request (arrow TQ), can be used in response to an input signal (arrow CC). I ) Calculation and commands Figure 1 The total torque vector T of the electric power system 11, as indicated above, has a lateral torque component and a longitudinal torque component.

[0079] The total torque vector T is then transmitted to the vector limiting logic block 54, which itself comprises two distinct logic blocks: a motor torque constraint block 56 and a motor and power constraint block 58. Within the vector limiting logic block 54, the motor torque constraint block 56 can be used to generate corresponding open-loop shaft torque commands for N motors 114E or associated shafts, where... Figure 3 The commands 1, 2, and N are nominally labeled for MCP-1, MCP-2, and MCP-N, respectively. Such open-loop shaft torque commands can be used to... Figure 1 One of the corresponding electric motors 114E provides an initial torque request for a particular motor, such as for performing a particular fast actuator control action of the exemplary type indicated above.

[0080] Simultaneously, the regulatory controller 50 uses the motor and power constraint block 58 to ultimately create two unilateral power vectors, namely those used in method 100 ( Figure 5 ) and 100A ( Figure 6The positive and negative power vectors of the motor and power constraint block 58 are also received. In addition to receiving the total torque request (arrow TQ), the motor and power constraint block 58 also receives total power limits, i.e., both maximum and minimum (Max / Min), from the closed-loop / feedforward voltage and voltage and current control system block 51. Block 51 can then determine such total power limits using a set of power limits 60, which have values ​​that can be calibrated or adjusted in real time, for example, in response to temperature. In the illustrated embodiment, power limits 60 may include a battery power limit (PL), a battery voltage limit (VL), and a battery current limit (IL). Therefore, via the operation of the voltage and current control system block 51, block 58 is informed... Figure 1 The current power capability of the shared battery pack 16 is then used. Block 58 is then used to constrain the total torque vector T to the remaining power in the battery pack 16.

[0081] The output from the motor and power constraint block 58 can include a constraint axis (torque) command vector and a constraint command power vector, i.e., the total torque and power vectors that can be used to allocate to the individual motors 114E once the power limit 60 has been properly taken into account. Therefore, the example methods 100 and 100A described below involve applying a calibrated set of motor torque constraints to the total torque vector T to derive the open-loop torque command. Power allocation block 59 (its function is referenced below) Figure 5 and 6 (described in detail) Receives this information from the motor and power constraint block 58 and the power limit 60, and finally assigns the maximum and minimum power limits to the corresponding MCP 25, such as MCP-1, MCP-2, ..., MCP-N, where the power limit is a command power vector for a specific motor.

[0082] exist Figure 2 Within MCP 25, the corresponding control logics 250L(1), 250L(2), ..., 250L(N) receive the corresponding open-loop shaft torque command and the corresponding command maximum and minimum power vectors. For example, control logic 250L(1) can use fast actuator control block 62(1) to receive and process the open-loop shaft torque command for MCP-1 to derive the corresponding power level, and use a single motor constraint block 64(1) to adjust the corresponding power level according to the command power vector (i.e., maximum / minimum power limit) for a specific motor. Then, block 64(1) outputs the final motor torque command to the electric motor it controls (e.g., electric motor 114).

[0083] As part of its programmed functionality, the power distribution block 59 upstream of the MCP 25 is configured to calculate and output... Figure 1The corresponding maximum and minimum power limits for each of the respective electric motors 114E shown are illustrated. That is, block 59 allocates a portion of the output from block 58 to the motor located at... Figure 1 Each individual electric motor 114E, mounted on or powered by one of the drive shafts 119, 19-1, and 19-2, is added to the original open-loop / feedforward command from block 56. This ensures that even when the command originates from block 56, the original open-loop / feedforward command is applied. Figure 1 During the recirculation of power from the shared battery pack 16, the original total torque request (arrow TQ) can still be achieved, while any remaining battery power is allocated to the individual electric motors 114E and their associated shaft controls without violating the total battery power constraint. The supervisory controller 50 thus ensures that each electric motor 114E does not draw too much or too little power from the shared battery pack 16 when it receives an open-loop torque command from block 56.

[0084] Brief Reference Figure 4 Representative discharge examples are described for four representative torque division scenarios: (I) 33 / 66 propeller shaft torque division, (II) 50 / 50 propeller shaft torque division, (III) 0 / 100 propeller shaft torque division, and (IV) 33 / 66 propeller shaft torque division under overcurrent conditions. The trace 65 in the latter scenario (IV) indicates situations where other control logic of the controller 50 may affect power limiting, with the handling of overcurrent conditions being just one example.

[0085] In this example, Figure 1 The two electric motors 114E are used to provide power to the rear wheels 15R, i.e. Figure 1 The electric propulsion motors 14-1 and 14-2. In torque division scenarios I-IV, this ratio is used to represent the total drive torque towards... Figure 1 The torque distribution to the front wheels 15F and rear wheels 15R, for example, a 33 / 66 torque split, corresponds to 33% and 66% of the total torque being distributed to the front wheels 15F and rear wheels 15R, respectively. Again, as briefly noted above, in the optional hybrid embodiment, some torque may be generated by an internal combustion engine (not shown), and therefore the torque distribution is not necessarily solely based on the electric motor torque.

[0086] In the corresponding traces 61 and 161, the total positive power limit and total negative power limit, in kW, are expressed as +300kW and -300kW, respectively, where 300kW is arbitrary and used only for illustrative purposes. Traces 62 and 162 represent the power allocated to the drive. Figure 1 The power limit of the electric propulsion motor 114 of the front drive shaft 119. Similarly, traces 63 and 163 indicate the power allocated to the drive. Figure 1The power limit of the motor 14-1 of the rear half-shaft 19-1, wherein traces 64 and 164 similarly represent the power limit allocated to the electric propulsion motor 14-2. In the 0 / 100 scenario, i.e., scenario (III), trace 66 represents the positive minimum power reserve maintained according to this disclosure, which is 10kW in this non-limiting example. Figure 1 Other embodiments used with the motor vehicle 10 may use different power reserves, such as 5 kW or more, and therefore 10 kW is non-limiting and exemplary.

[0087] refer to Figure 5 and Figure 6 Methods 100 and 100A can be used to transfer electricity from Figure 1 The shared battery pack 16 shown is distributed to the electric motor 114E of the electric power system 11, wherein the electric motor 114E is electrically connected to the shared battery pack 16 and is locally controlled by a corresponding MCP 25 (see...). Figure 2 and Figure 3 ).

[0088] Figure 5 Method 100 describes an exemplary embodiment for controlling representative discharge conditions, wherein Figure 1 The shared battery pack 16 is actively discharging to provide power to the individual electric motors 114E, and the process is described in more detail, primarily occurring in... Figure 3 The specific operation within power distribution block 59. Starting at block B102, the supervisory controller 50 receives input signals ( Figure 1 arrow CC I The input signal includes the total torque request (arrow TQ) of the electric power system 11 and the power limit 60 of the shared battery pack 16.

[0089] As part of block B102, controller 50 can be used in applications from Figure 3 After applying the linear and nonlinear constraints in block 58, the motor torque command vector is calculated. Assuming a representative motor and corresponding shafts A, B, and C, the possible motor torque command vectors are represented as [A, B, C]. The 150 Nm constraint power limit, which is exemplary but not restrictive, can be expressed as [-50, 100, 100] Nm, corresponding to -50 Nm for motor / shaft A and 100 Nm for motor / shaft B and motor / shaft C respectively. Method 100 then proceeds to block B104.

[0090] At block B104 Figure 1 The regulatory controller 50 ultimately determines the open-loop torque command for each corresponding electric motor 114, i.e. Figure 3 The output of block 56. This is in response to the input signal (arrow CC). IThis occurs as follows. As part of this method, controller 50 can calculate the commanded discharge power vector based on the commanded motor torque and the current motor speed. Consistent with the 150 Nm example above, where [A, B, C] = [-50, 100, 100] Nm, the output of block B104 can be expressed as [A, B, C] = [-10, 20, 20] kW, which is referred to below as the commanded battery power (vector). Method 100 then proceeds to block B106.

[0091] At block B106, the supervisory controller 50 then calculates the maximum discharge power [MaxPwr], which is also a vector, based on the commanded battery power vector from block B104. In the example above, for illustrative purposes, a representative 10kW power reserve is maintained, [A, B, C] = [0, 20, 20]kW. That is, the commanded discharge power vector [-10, 20, 20]kW has sufficient reserves for motors / shafts B and C, each at 20kW, while 10kW is added to the -10kW value for motor A to achieve 0kW for motor / shaft A in the [0, 20, 20]kW maximum discharge power vector.

[0092] Therefore, method 100 and similar methods 100A described below include, in response to the total torque request (arrow TQ) and power limit 60, determining a maximum power limit (method 100) and a minimum power limit (method 100A) for each respective electric motor 114E via a regulatory controller 50, wherein the maximum power limit and the minimum power limit have a power reserve required to perform predetermined torque operation, for example, 10kW in this example. Method 100 then proceeds to block B108.

[0093] Block B108 needs to compare the commanded maximum discharge power with the total battery maximum power limit. In the example above, the commanded discharge power is the sum of the vector components [0, 20, 20] kW, i.e., 40 kW. When the commanded maximum discharge power exceeds the total maximum battery power, method 100 proceeds to block B109, or alternatively, when the commanded maximum discharge power does not exceed the total maximum battery power, method 100 proceeds to block B110.

[0094] When the commanded maximum discharge power exceeds the total maximum battery power, the process proceeds from block B108 to block B109. In the example above, the commanded maximum power is 40kW. For illustration, assuming the total maximum battery power is 30kW, block B109 will set the commanded maximum discharge power, i.e., [A, B, C] = [0, 20, 20]kW, as the maximum power limit for discharge. Method 100 then proceeds to block B118.

[0095] When the commanded maximum discharge power is less than the total maximum battery power (e.g., in the example of a total maximum battery power of 50kW, 40kW < 50kW), at block B110, from block B108, the supervisory controller 50 calculates a minimum reserved discharge power vector to inject into the commanded discharge power vector. For example, the supervisory controller 50 may apply a 5kW power reserve [A, B, C] = [5, 5, 5]kW for each electric motor 114E. Therefore, the commanded maximum power mentioned above, i.e., [A, B, C] = [0, 20, 20], is adjusted to [A, B, C] = [5, 20, 20]kW, the sum of which is referred to below as the "command plus reserved maximum power". Method 100 then proceeds to block B112.

[0096] At block B112, the supervisory controller 50 determines whether the commanded maximum power plus the reserved maximum power exceeds the total battery maximum power. Here, the commanded maximum power is the sum of [5, 20, 20] kW, or 45 kW. Assuming the same exemplary battery maximum power of 50 kW was used above, the supervisory controller 50 proceeds to block B114. However, alternatively, when the commanded maximum power exceeds the battery maximum power, the supervisory controller 50 proceeds to block B113. Using a different example that satisfies this latter comparison, the sum of [15, 20, 20] kW = 55 kW will exceed 50 kW, thus causing the supervisory controller 50 to proceed to block B113.

[0097] At block B113, the supervisory controller 50 calculates a normalized vector based on the commanded maximum power vector. For example, in a representative embodiment, for the vector [0, 20, 20], the output of block B113 [0] can be normalized (i.e., to 1) to a normalized vector [A, B, C] = [0, 0.5, 0.5]. Method 100 then proceeds to block B115.

[0098] When the commanded power plus the maximum reserved power is less than the total battery power limit, block B114, which proceeds from block B112, includes calculating a normalized vector based on the commanded power vector. Thus, block B114 is similar to block B113. Using the example of a nominal [0, 20, 20] kW, such a normalized vector would be [0, 0.5, 0.5]. Method 100 then proceeds to block B116.

[0099] At block B115, the supervisory controller 50 adds the sum of the commanded maximum power (e.g., [0, 20, 20] kW in the example above) to the normalized value. The normalized value, also used in block B116, as explained below, is determined by multiplying the normalized vector (e.g., [0, 0.5, 0.5]) by the difference (total maximum power - commanded maximum power). In the example above, this translates to [0, 0.5, 0.5] * (50 - 40) = [0, 25, 25] kW. Therefore, the output of block B116 is [A, B, C] = [0, 25, 25] kW. Method 100 then proceeds to block B118.

[0100] At block B116, the supervisory controller 50 then adds the sum of the commanded and reserved maximum power (e.g., [0, 20, 20] kW + [5, 0, 0] kW in the example above) to a normalized value. The normalized value is determined by multiplying a normalized vector (e.g., [0, 0.5, 0.5]) by (total maximum power - (command + reserved maximum power)). In the example above, this translates to [0, 0.5, 0.5] * (50 - (40 + 5)) = [5, 22.5, 22.5] kW. In this illustrative example, the output of block B116 is [A, B, C] = [5, 22.5, 22.5] kW. Therefore, blocks B114 and B116 together determine how to distribute the example 5 kW power reserve, in this instance, distributing half of the power reserve to motor B, half to motor C, and none to motor A.

[0101] Depending on the result of the comparison between blocks B108 and B112, block B118 is reached from blocks B109, B115, or B116. At block B118, the supervisory controller 50 determines the limits output from blocks B109, B115, or B116 respectively (and...). Figure 5 The example use case remains consistent, i.e., [A, B, C] = [0, 20, 20] kW, [0, 25, 25] kW, or [5, 22.5, 22.5] kW) to assign the final shaft maximum power limit. Therefore, methods 100 and 100A include transmitting open-loop torque commands, along with the maximum and minimum power limits, to the corresponding MCP 25 to control torque operation.

[0102] Brief Reference Figure 6 For minimum power / charging scenarios, Method 100A is similar. Figure 5Method 100. Therefore, blocks B102A-B118A are similar to blocks B102-B118 as described above, with various symbolic differences as noted in the following overview. For example, block B102A operates in the same manner as block B102 and therefore includes calculating the motor torque command vector after applying linear and nonlinear constraints. Method 100A then proceeds to block B104A.

[0103] Block B104A includes a command charging power vector calculated based on the commanded motor torque command and the current motor speed, which is similar to... Figure 5 The command discharge power vector is calculated in the opposite manner to that calculated in the previously described block B102. Method 100A then proceeds to block B106A.

[0104] At block B106A, the supervisory controller 50 calculates the minimum charging power [MinPwr] vector based on the command battery charging power vector from block B104A. Method 100A then proceeds to block B108A.

[0105] Block B108A needs to compare the commanded minimum charging power with the total battery minimum charging power limit to determine whether the commanded minimum charging power is less than the total battery minimum charging power limit. When the commanded minimum charging power exceeds the total minimum battery power, method 100A proceeds to block B109A, and alternatively, when the commanded minimum charging power is less than the total minimum battery power, method 100A proceeds to block B110A.

[0106] When the commanded minimum charging power is less than the total minimum battery power, the signal travels from block B108A to block B109A. At block B109A, the supervisory controller 50 selects the commanded minimum charging power and proceeds to block B118A.

[0107] When the commanded maximum charging power exceeds the total minimum battery power, at block B110A (reached from block B108A), controller 50 includes the minimum reserved charging power vector in the commanded charging power vector. Method 100A then proceeds to block B112A.

[0108] At block B112A, the supervisory controller 50 determines whether the command plus the minimum reserved power is less than the total battery minimum power. When the command maximum charging power is less than the minimum battery power, the controller 50 proceeds to block B113A, and conversely, when the command plus the minimum reserved charging power exceeds the total battery minimum power, the controller 50 proceeds to block B114A.

[0109] At blocks B113A and B114A, the supervisory controller 50 calculates a normalized vector from the commanded minimum charging power vector. Method 100A then proceeds from block B113A to block B115A, and from block B114A to block B116A.

[0110] At block B115A, similar to block B115 above, the supervisory controller 50 adds the sum of the commanded minimum power to a normalized value. The normalized value, also used in block B116A as explained below, is determined by multiplying the normalized vector by the difference between the total minimum battery power and the commanded minimum charging power. Method 100A then proceeds to block B118A.

[0111] At block B116A, the supervisory controller 50 adds the sum of the commanded minimum battery power and the reserved minimum power to a normalized value. The normalized value, also used in block B115A as explained above, is determined by multiplying a normalized vector (e.g., [0, 0.5, 0.5]) by (total minimum power - (commanded minimum power + reserved minimum power)). Method 100A then proceeds to block B118A.

[0112] Depending on the comparison result between blocks B108A and B112A, block B118A is reached from blocks B109A, B115A, or B116A. At block B118A, the supervisory controller 50 assigns a final shaft maximum power limit based on the limits output from blocks B109A, B115A, or B116A. Methods 100 and 100A, or different strategies, may then include controlling torque operation via the corresponding MCP 25 in response to an open-loop torque command and the maximum and minimum power limits of the corresponding electric motor 114E.

[0113] Combination Figure 3 The control logic 50L uses Figure 5 and Figure 6 The methods above, 100 and 100A, Figure 1 and Figure 2 The regulatory controller 50 is capable of distributing power from a shared power source (e.g., battery pack 16) across multiple distributed motor controllers (such as those described herein). Figure 2 The power is allocated between the MCPs (represented by MCP 25). As those skilled in the art will appreciate, the distributed method described herein simplifies the control of individual motor drive systems and ensures sufficient power reserve for performing individual motor-level control actions.

[0114] Representative quick-actuator control actions, such as active damping, shock control, or wheel malfunction mitigation, are described herein as non-limiting examples, where various other control actions may be performed by individual motors 14E in different embodiments. Therefore, this method allows each respective MCP 25 to independently perform quick-actuator control actions by determining power reserve via the supervisory controller 50, which is then intelligently allocated among the MCP 25 based on the torque request vector to each respective motor 14E. These and other benefits will be readily apparent to those skilled in the art in light of the foregoing disclosure.

[0115] The detailed description and accompanying drawings are supporting and descriptive of this teaching, but the scope of this teaching is defined only by the claims. While some preferred modes and other embodiments for carrying out this teaching have been described in detail, various alternative designs and embodiments exist for practicing the teaching as defined in the appended claims. Furthermore, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below.

Claims

1. A method for distributing electricity to a plurality of electric motors in an electric power system, wherein the electric motors are electrically connected to a shared power source and locally controlled by a corresponding motor control processor (MCP), such that each electric motor is controlled by a corresponding motor control processor (MCP), the method comprising: Input signals are received via a regulatory controller, wherein the input signals include the total torque request of the electric power system and the set of power limits of the shared power source; In response to the input signal, an open-loop torque command is determined for each corresponding electric motor via the regulatory controller; In response to the total torque request and the set of power limits, the maximum power limit and minimum power limit for each corresponding electric motor are determined via the regulatory controller, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; as well as The open-loop torque command, along with the maximum power limit and the minimum power limit, is transmitted to the respective motor control processor (MCP), thereby distributing the power of the shared power source to each of the electric motors based on the maximum power limit and the minimum power limit to each of the respective motor control processors (MCPs) to control the predetermined torque operation.

2. The method according to claim 1, wherein, The input signals received via the regulatory controller include power limits, voltage limits, and current limits of the shared power source as the set of power limits.

3. The method according to claim 1, wherein, Determining the open-loop torque command for each corresponding electric motor includes: calculating the total torque vector of the electric power system in response to the input signal, the total torque vector having lateral torque components and longitudinal torque components; and applying a calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

4. The method according to claim 1, wherein, The electric motor is an alternating current (AC) motor, the shared power source is a direct current (DC) power source, the electric power system includes multiple power inverters, and each corresponding motor control processor (MCP) is connected to a corresponding power inverter. The method further includes controlling the predetermined torque operation via the corresponding motor control processor (MCP) in response to the open-loop torque command and the maximum power limit and the minimum power limit.

5. The method according to claim 4, wherein, The electric power system is part of a motor vehicle having wheels each driven by a corresponding alternating current (AC) motor, and wherein controlling the predetermined torque operation via a corresponding motor control processor (MCP) includes controlling the rapid actuator control action of the motor vehicle.

6. The method according to claim 5, wherein, Controlling the rapid actuator control actions of the motor vehicle includes controlling active damping control, shock mitigation control, and / or wheel emergency mitigation control.

7. The method according to claim 5, wherein, The shared power source is a high-voltage propulsion battery pack, and the calibrated power reserve for performing predetermined torque operation is at least 5 kW.

8. An electric power system, comprising: Shared power supply; Multiple drive shafts; A plurality of electric motors, each of which is electrically connected to the shared power source and arranged on a corresponding drive shaft, wherein the shared power source is configured to deliver power to each of the electric motors; A plurality of motor control processors (MCPs), each of the plurality of motor control processors (MCPs) being configured to control the dynamic state of a corresponding electric motor; and A supervisory controller that communicates with the plurality of motor control processors (MCPs), wherein the supervisory controller is configured to: Receive input signals, including the total torque request of the electric power system and the set of power limits of the shared power source; In response to the input signal, an open-loop torque command is determined for each corresponding electric motor; In response to the total torque request and the set of power limits, a maximum power limit and a minimum power limit are determined for each corresponding electric motor, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; and The open-loop torque command, along with the maximum power limit and the minimum power limit, is transmitted to the respective motor control processor (MCP), thereby distributing the power of the shared power source to each of the electric motors based on the maximum power limit and the minimum power limit to each of the respective motor control processors (MCPs) to control predetermined torque operation.

9. The electric power system according to claim 8, wherein, The set of power limits includes the power limit, voltage limit, and current limit of the shared power source.

10. The electric power system according to claim 8, wherein, The regulatory controller is configured to determine the open-loop torque command for each corresponding electric motor by: calculating the total torque vector of the electric power system in response to the input signal, the total torque vector having lateral torque components and longitudinal torque components; and then applying a calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

11. The electric power system according to claim 8, wherein, The electric motor is an alternating current (AC) motor, the shared power supply is a direct current (DC) power supply, the electric power system includes multiple power inverters, and a corresponding motor control processor (MCP) is connected to a corresponding power inverter, wherein the motor control processor (MCP) is configured to control the predetermined torque operation in response to the open-loop torque command and the maximum power limit and the minimum power limit.

12. The electric power system according to claim 11, wherein, The electric powertrain is part of a motor vehicle having wheels each driven by a corresponding alternating current (AC) motor, and wherein a motor control processor (MCP) is configured to control the predetermined torque operation by controlling the rapid actuator control action of the motor vehicle.

13. The electric power system according to claim 12, wherein, The plurality of drive shafts include a pair of half-shafts, each half-shaft being connected to a corresponding wheel, wherein a corresponding electric motor is configured to provide power to the corresponding one of the pair of half-shafts.

14. The electric power system according to claim 12, wherein, The rapid actuator control actions include controlling active damping control, shock mitigation control, and / or wheel emergency mitigation control.

15. The electric power system according to claim 12, wherein, The shared power source is a high-voltage propulsion battery pack with a voltage capability of 300V or higher, and a calibrated power reserve margin of at least 5kW for performing the predetermined torque operation.

16. A regulatory controller for an electric power system having a plurality of electric motors electrically connected to a shared power source and locally controlled by respective motor control processors (MCPs), such that each of the plurality of electric motors is controlled by a corresponding motor control processor (MCP), the regulatory controller comprising: processor; and A memory, on which instructions are recorded for distributing power from a shared power source to multiple electric motors, wherein the processor's execution of the instructions is configured to cause the supervisory controller to: Receive input signals, including the total torque request of the electric power system and the power limit set of the shared power source, the power limit set including the power limit, voltage limit and current limit of the shared power source; In response to the input signal, an open-loop torque command is determined for each corresponding electric motor; In response to the total torque request and the set of power limits, a maximum power limit and a minimum power limit are determined for each corresponding electric motor, the maximum power limit and the minimum power limit having a calibrated power reserve margin for performing predetermined torque operation; as well as The open-loop torque command, along with the maximum power limit and the minimum power limit, is transmitted to the respective motor control processor (MCP), thereby distributing the power of the shared power source to each of the respective electric motors based on the maximum power limit and the minimum power limit to each of the respective motor control processors (MCPs) to control predetermined torque operation.

17. The monitoring controller according to claim 16, wherein, The execution of the instruction is configured such that the regulatory controller determines the open-loop torque command for each corresponding electric motor by: in response to the input signal, calculating the total torque vector of the electric power system, the total torque vector having a lateral torque component and a longitudinal torque component; And apply the calibrated set of motor torque constraints to the total torque vector to derive the open-loop torque command.

18. The monitoring controller according to claim 16, wherein, The open-loop torque command and the corresponding maximum and minimum power limits of the motor control processor (MCP) are configured to cause the motor control processor (MCP) to control the predetermined torque operation: active damping control, shock mitigation control, or wheel emergency mitigation control.

Images