A controller of a motor control module, a control method of a motor and related devices

Abstract

The application provides a controller of a motor control module, a control method of a motor and related equipment. A communication end of the controller is connected with an auxiliary driving controller or an automatic driving controller. The controller receives a target speed and a target acceleration sent by the auxiliary driving controller or the automatic driving controller. An output end of the controller is connected with an inverter circuit in the motor control module. Then, the controller controls the inverter circuit to adjust the current output to the first motor in response to a speed adjustment signal. By implementing the application, the control delay of the auxiliary driving or the automatic driving can be reduced, and the safety is good.

Description

Technical Field

[0001] This application relates to the field of new energy vehicles, and in particular to a controller for a motor control module, a motor control method, and related equipment. Background Technology

[0002] Current driving automation includes driver assistance and autonomous driving. Driver assistance provides support to drivers while they are driving, making it easier for them to drive on the road. Autonomous driving means that the vehicle can drive automatically on the road with little or no driver intervention.

[0003] Both assisted driving and autonomous driving utilize various sensors such as radar, lasers, sonar, and cameras to perceive the vehicle's surroundings and then control the vehicle's driving path based on the environment and the vehicle's state. Because there is a control delay between perceiving the vehicle's environment and controlling its specific path, collisions are easily caused. Therefore, reducing the control delay in assisted driving or autonomous driving is a key research issue. Summary of the Invention

[0004] This application provides a controller for a motor control module, a motor control method, and related equipment, which can reduce the control delay of assisted driving or autonomous driving and has good safety.

[0005] In a first aspect, embodiments of this application provide a controller for a motor control module. The communication terminal of the controller is connected to an auxiliary driving controller or an autonomous driving controller, and the controller receives speed adjustment signals sent by the auxiliary driving controller or the autonomous driving controller.

[0006] The controller's output is connected to the inverter circuit in the motor control module. In response to the speed adjustment signal, the controller controls the inverter circuit to adjust the current output to the first motor.

[0007] In this embodiment, the controller can directly communicate with the driver assistance controller or the autonomous driving controller, receive speed adjustment signals sent by the driver assistance controller or the autonomous driving controller, and control the output current of the inverter circuit based on the speed adjustment signals, thereby quickly controlling the output torque of the first motor. Implementing this embodiment can reduce the control delay of driver assistance or autonomous driving and improve safety.

[0008] In conjunction with the first aspect, in a first possible implementation, the aforementioned speed adjustment signal includes a target speed and a target acceleration; the aforementioned controller, in response to the speed adjustment signal, controls the inverter circuit to adjust the current output to the first motor, specifically implemented as follows:

[0009] The controller controls the inverter circuit to output the first target current to the first motor based on the target speed and target acceleration.

[0010] In conjunction with the first possible implementation of the first aspect, in the second possible implementation, the controller controls the current output by the inverter circuit to the first motor to be the first target current based on the target speed and target acceleration. Specifically, this is implemented as follows:

[0011] The controller calculates the target torque based on the target velocity and target acceleration;

[0012] Based on the relationship between torque and current, the controller controls the current output by the inverter circuit to the first motor to be the first target current according to the target torque.

[0013] In this embodiment, the controller can directly receive the target speed and target acceleration sent by the assisted driving controller or the autonomous driving controller, thereby directly calculating the target torque of the vehicle. Based on the calculated results, the controller can directly control the output current of the inverter circuit, quickly controlling the output torque of the first motor. Implementing this embodiment can reduce the control delay of assisted driving or autonomous driving, resulting in improved safety.

[0014] In a third possible implementation, in conjunction with the first aspect or any of the possible implementations described above, the communication terminal of the controller is also connected to a slave controller. In this implementation, the controller further responds to a speed adjustment signal by controlling the slave controller to adjust the current output to the second motor by the inverter circuit connected to the slave controller. Specifically, the controller can send a compensation signal to the slave controller, at which point the slave controller, based on the compensation signal, controls the current output to the second motor by the inverter circuit connected to the slave controller. For example, the output current of the inverter circuit connected to the slave controller can be a second target current.

[0015] The controller in this application embodiment can communicate with the slave controller. Implementing this application embodiment can be applied to vehicles including two motors.

[0016] In a fourth possible implementation, in conjunction with the first aspect or any of the possible implementations described above, the input terminal of the controller is used to receive a braking signal. Upon receiving a braking signal, the controller instructs the driver assistance controller or the automatic driving controller to stop sending a speed adjustment signal; or, upon receiving a braking signal, the controller stops responding to the driver assistance controller or the automatic driving controller in sending the speed adjustment signal.

[0017] In a fifth possible implementation, combining the first aspect or any of the possible implementations described above, the input terminal of the controller is used to receive an acceleration signal. Then, in response to a speed adjustment signal, the controller controls the inverter circuit to adjust the current output to the first motor, specifically as follows:

[0018] The controller responds to the speed adjustment signal and the received acceleration signal, controlling the current output by the inverter circuit to the first motor. For example, the current output by the inverter circuit to the first motor can be a third target current.

[0019] In a sixth possible implementation, in conjunction with the first aspect or any of the above possible implementations of the first aspect, the communication terminal of the controller is used to connect to the vehicle controller, so that the controller can receive the torque signal sent by the vehicle controller.

[0020] The controller responds to the speed adjustment signal and controls the inverter circuit to adjust the current output to the first motor. Specifically, the controller responds to the speed adjustment signal and the torque signal sent by the vehicle controller and controls the inverter circuit to adjust the current output to the first motor.

[0021] In a seventh possible implementation, in conjunction with the first aspect or any of the above possible implementations, the input terminal of the controller is used to connect to the battery management system, so that the controller can receive the power signal sent by the battery management system.

[0022] The controller responds to the speed adjustment signal and controls the inverter circuit to adjust the current output to the first motor. Specifically, the controller responds to the speed adjustment signal and the power signal sent by the battery management system and controls the inverter circuit to adjust the current output to the first motor.

[0023] In this embodiment, the controller in the motor control module is directly connected to the battery management system, enabling rapid response to inputs from the battery management system. Implementing this embodiment further improves control latency in assisted or autonomous driving, allows for rapid control of the first motor, and enhances safety.

[0024] In the eighth possible implementation, in conjunction with the first aspect or the first to the sixth possible implementations of the first aspect, the input terminal of the controller is used to connect to the vehicle electronic stability system, so that the controller can receive the torque signal sent by the vehicle electronic stability system.

[0025] The controller responds to the speed adjustment signal and controls the inverter circuit to adjust the current output to the first motor. Specifically, the controller responds to the speed adjustment signal and the torque signal sent by the vehicle electronic stability system and controls the inverter circuit to adjust the current output to the first motor.

[0026] In this embodiment, the controller in the motor control module is directly connected to the vehicle's electronic stability system, enabling rapid response to inputs from the electronic stability system. Implementing this embodiment further improves control latency for assisted or automated driving, allows for rapid control of the first motor, and enhances safety.

[0027] In a ninth possible implementation, in conjunction with the first aspect or the first to sixth possible implementations of the first aspect, the input terminal of the controller is used to connect to the thermal management system, so that the controller can receive power signals sent by the thermal management system.

[0028] The controller responds to the speed adjustment signal and controls the inverter circuit to adjust the current output to the first motor. Specifically, the controller responds to the speed adjustment signal and the power signal sent by the thermal management system and controls the current output to the first motor by the inverter circuit.

[0029] In this embodiment, the controller in the motor control module is directly connected to the thermal management system, enabling rapid response to inputs from the thermal management system. Implementing this embodiment further improves control latency in assisted or autonomous driving, allows for rapid control of the first motor, and enhances safety.

[0030] Secondly, embodiments of this application provide a method for controlling a motor, which is executed by a controller in a motor control module. The controller's communication terminal is connected to a driver assistance controller or an autonomous driving controller, and its output terminal is connected to an inverter circuit in the motor control module.

[0031] In a specific implementation, the controller receives a speed adjustment signal sent by the driver assistance controller or the autonomous driving controller; the speed adjustment signal includes a target speed and a target acceleration; the controller calculates the target torque based on the target speed and the target acceleration; and based on the relationship between torque and current, controls the inverter circuit to output the first motor the first target current according to the target torque.

[0032] In conjunction with the second aspect, in the first possible implementation, the controller controls the current output by the inverter circuit to the first motor to be the first target current based on the target torque, specifically as follows:

[0033] The controller responds when the target torque is less than or equal to the limit torque, and controls the output current of the inverter circuit to the first target current based on the target torque.

[0034] In conjunction with the second aspect or the first possible implementation of the second aspect, in the second possible implementation, the communication terminal of the aforementioned controller is connected to the slave controller.

[0035] In practice, the controller divides the calculated target torque into a first target sub-torque and a second target sub-torque; based on the relationship between torque and current, the controller controls the output current of the inverter circuit to be the third target current according to the first target sub-torque.

[0036] The controller also sends a compensation request to the slave controller, which instructs the slave controller to control the inverter circuit connected to the slave controller to output a second target current based on the second target sub-torque.

[0037] In conjunction with the second possible implementation of the second aspect, in the third possible implementation, the controller divides the target torque into a first target sub-torque and a second target sub-torque, specifically as follows:

[0038] In response to a target torque exceeding a limit torque, the controller divides the target torque into a first target sub-torque and a second target sub-torque. That is, in this embodiment, the controller can request torque compensation from the controller when the first motor cannot output the target torque independently.

[0039] In a fourth possible implementation, in conjunction with the second aspect or any of the above possible implementations of the second aspect, the input terminal of the controller is used to receive a braking signal.

[0040] In practice, when the controller receives a braking signal, it instructs the driver assistance controller or the autonomous driving controller to stop sending speed adjustment signals.

[0041] In a fifth possible implementation, in conjunction with the second aspect or any of the above possible implementations of the second aspect, the input terminal of the controller is used to receive an acceleration signal.

[0042] In practice, the controller calculates the driver's input torque based on the acceleration signal;

[0043] When the driver's input torque is greater than the target torque, the controller, based on the relationship between torque and current, controls the output current of the inverter circuit to the third target current according to the driver's input torque and the target torque. At this time, the first motor outputs the sum of the driver's input torque and the target torque.

[0044] In conjunction with the fifth possible implementation of the second aspect, in the sixth possible implementation, the controller controlling the output current of the inverter circuit to the third target current is specifically implemented as follows:

[0045] When the sum of the driver's input torque and the target torque is less than or equal to the limit torque, the controller controls the output current of the inverter circuit to the third target current.

[0046] In a seventh possible implementation, combining the first to sixth possible implementations of the second aspect, the controller's communication terminal is also connected to the vehicle controller. Before the target torque is less than or equal to the limiting torque, the controller receives the torque sent by the vehicle controller and uses the torque sent by the vehicle controller as the aforementioned limiting torque.

[0047] In the eighth possible implementation, in conjunction with the first to sixth possible implementations of the second aspect, the input terminal of the aforementioned controller is connected to the battery management system.

[0048] Before the target torque is less than or equal to the limit torque, the controller receives the limit power sent by the battery management system and calculates the limit torque based on the limit power of the battery management system.

[0049] In the ninth possible implementation, in conjunction with the first to sixth possible implementations of the second aspect, the input terminal of the aforementioned controller is connected to the vehicle electronic stability system.

[0050] Before the target torque is less than or equal to the limit torque, the controller receives the torque sent by the electronic stability system and uses the torque sent by the electronic stability system as the limit torque.

[0051] In the tenth possible implementation, in conjunction with the first to sixth possible implementations of the second aspect, the input terminal of the aforementioned controller is connected to the thermal management system.

[0052] Before the target torque is less than or equal to the limit torque, the controller receives the limit power sent by the thermal management system and calculates the limit torque based on the limit power of the thermal management system.

[0053] In the eleventh possible implementation, in combination with the second aspect or any of the above possible implementations of the second aspect, when the inverter circuit outputs the first target current to the first motor, the first motor outputs the first torque.

[0054] The aforementioned controller receives speed adjustment signals sent by the driver assistance controller or the autonomous driving controller, specifically by receiving speed adjustment signals sent by the driver assistance controller or the autonomous driving controller according to a preset period.

[0055] The above-mentioned control of the inverter circuit to output the first motor according to the target torque is the first target current. Specifically, within a preset period, the inverter circuit is controlled to output the fifth target current according to the first torque and the target torque.

[0056] In conjunction with the eleventh possible implementation of the second aspect, in the twelfth possible implementation, when the inverter circuit outputs the fifth target current to the first motor, the first motor outputs the second torque.

[0057] Wherein, the first torque is within a first preset range of the target torque, and the second torque is within a second preset range of the target torque; the range of the second preset range is smaller than the range of the first preset range. That is, in the embodiments of this application, within the cycle in which the assisted driving controller or the autonomous driving controller sends the target speed and the target acceleration, the output current of the inverter circuit can be adjusted multiple times, so that the second torque output by the first motor is closer to the target torque, the torque change is smoother, the reliability is better, and the safety is higher.

[0058] In a thirteenth possible implementation, combining the second aspect or any of the above possible implementations, the controller calculates the target torque based on the target velocity and target acceleration, specifically as follows:

[0059] When the vehicle is in assisted driving mode or autonomous driving mode, the controller calculates the target torque based on the target speed and target acceleration.

[0060] Thirdly, embodiments of this application provide an electric drive system, which includes a motor control module and a first motor, wherein the motor control module includes an inverter circuit and a controller in combination with the first aspect or any of the possible implementations of the first aspect.

[0061] Fourthly, embodiments of this application provide a vehicle including a power battery and an electric drive system as described in conjunction with the third aspect; wherein the power battery is connected to the input of an inverter circuit.

[0062] It should be understood that the implementations and beneficial effects of the above-mentioned aspects of this application can be referenced from each other. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of a vehicle scenario provided in the embodiments of this application;

[0064] Figure 2 This is a structural block diagram of the electric drive system provided in the embodiments of this application;

[0065] Figure 3 This is a structural block diagram of the vehicle provided in the embodiments of this application;

[0066] Figure 4 This is another structural block diagram of the vehicle provided in the embodiments of this application. Detailed Implementation

[0067] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0068] The implementation of the technical solution of this application will be further described in detail below with reference to the accompanying drawings.

[0069] See Figure 1 , Figure 1 This is a schematic diagram of a vehicle scenario provided in an embodiment of this application. Figure 1 As shown, the vehicle 10 includes an electric drive system 101 and a power battery 102 connected to the electric drive system 101, the power battery 102 providing power to the electric drive system 101.

[0070] The structure of the electric drive system 101 can be as follows: Figure 2 As shown, the electric drive system 101 includes a controller 1011, an inverter circuit 1012, and a first motor 1013.

[0071] If the communication terminal of the controller 1011 is connected to the driver assistance controller 203 or the autonomous driving controller 204, the controller 1011 can establish communication with the driver assistance controller 203 or the autonomous driving controller 204. That is, the controller 1011 can directly receive signals from the driver assistance controller 203 or the autonomous driving controller 204, and can also send signals to the driver assistance controller 203 or the autonomous driving controller 204.

[0072] The controller 1011, the driver assistance controller 203, or the autonomous driving controller 204 can be specifically implemented as a central processing unit (CPU), other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. That is, the product forms of the controller 1011, driver assistance controller 203, or autonomous driving controller 204 can be the same. The difference is that the controller 1011 is a controller that can directly control the output torque of the first motor 1013, while the driver assistance controller 203 or autonomous driving controller 204 is a controller that receives information from various sensors and processes that information.

[0073] The output terminal of the controller 1011 is connected to the control terminal of the inverter circuit 1012, the input terminal of the inverter circuit 1012 is connected to the power battery 102, and the output terminal of the inverter circuit 1012 is connected to the first motor 1013. Specifically, the controller 1011 receives signals from the driver assistance controller 203 or the autonomous driving controller 204, and controls the output current of the inverter circuit 1012 according to the signals sent by the driver assistance controller 203 or the autonomous driving controller 204, thereby controlling the output torque of the first motor 1013.

[0074] It should be noted that the port types in controller 1011 may include, but are not limited to, input terminals, output terminals, and communication terminals. Specifically, the input terminal, output terminal, or communication terminal in this application can be implemented as any one of multiple ports. Furthermore, a port can simultaneously possess input, output, and communication functions; therefore, at least one of the input terminal, output terminal, and communication terminal in this application can also be specifically implemented as the same port. That is, the connection between the communication terminal, output terminal, and input terminal and other components in this embodiment is only functionally defined and is not limited to specific ports in actual production applications.

[0075] For example, the inverter circuit 1012 can be a three-phase two-level inverter, a three-phase three-level inverter, or a three-phase multi-level inverter. That is, the embodiments of this application do not limit the specific implementation of the inverter circuit 1012, as long as it can convert the DC power output by the power battery 102 into AC power to drive the first motor 1013.

[0076] The following description, in conjunction with the accompanying drawings, exemplarily illustrates how the controller in this embodiment of the application inverts the output current of the circuit to control the output torque of the motor.

[0077] In one embodiment, see Figure 3 , Figure 3 This is a structural block diagram of a vehicle provided in an embodiment of this application. Figure 3 As shown, the vehicle may include a controller 3011, a first inverter circuit 3012, a first motor 3013, and a driver assistance controller 302 / autonomous driving controller 303. For example, Figure 3 Taking the first inverter circuit 3012 as an example, specifically implemented as a three-phase two-level inverter.

[0078] like Figure 3 As shown, the controller 3011 provided in this embodiment can directly receive one or more of the following signals simultaneously or separately: speed adjustment signal sent by the driver assistance controller 302 / autonomous driving controller 303, acceleration signal triggered by the accelerator pedal 304, braking signal triggered by the brake pedal 305, power signal sent by the BMS 306, torque signal sent by the ESP 307, and power signal sent by the TMS 308. Correspondingly, it controls the first inverter circuit 3012 to adjust the current output to the first motor 3013. The controller 3011 provided in this embodiment can directly receive signals sent or triggered by one or more of the following: driver assistance controller 302 / autonomous driving controller 303, accelerator pedal 304 signal, brake pedal 305, BMS 306, ESP 307, or TMS 308. This allows the controller 3011 to quickly control the output torque of the first motor by controlling the output current of the inverter circuit according to the signals, thereby reducing control delay and improving safety.

[0079] In this application, the input terminal of the driver assistance controller 302 or the input terminal of the autonomous driving controller 303 is connected to various sensors, such as cameras, lasers, and radars. The driver assistance controller 302 or the autonomous driving controller 303 can calculate the vehicle speed adjustment signal based on the signals sensed by the sensors.

[0080] It is understandable that if the vehicle includes a driver assistance controller 302, then the vehicle can achieve driver assistance; if the vehicle includes an autonomous driving controller 303, then the vehicle can achieve autonomous driving.

[0081] The communication terminal of the driver assistance controller 302 or the communication terminal of the autonomous driving controller 303 is connected to the communication terminal of the controller 3011. Then, the driver assistance controller 302 or the autonomous driving controller 303 can send the vehicle speed adjustment signal to the controller 3011.

[0082] For example, if the vehicle speed adjustment signal includes a target speed and a target acceleration, the driver assistance controller 302 or the autonomous driving controller 303 can calculate the target speed and target acceleration based on the signals sensed by the sensors, such as obstacles around the vehicle, the distance between the vehicle and the vehicle in front, the speed of the vehicle in front, etc. The specific calculation method can be referred to the prior art, which will not be elaborated here.

[0083] Furthermore, the assisted driving controller 302 or the automatic driving controller 303 sends the calculated target speed and target acceleration to the controller 3011. At this time, the controller 3011 calculates the target torque based on the target speed and target acceleration.

[0084] In its specific implementation, the controller 3011 calculates the total resistance of the vehicle's movement based on the vehicle's driving resistance model, using the target speed and target acceleration, and then calculates the target torque based on the torque relationship.

[0085] Optionally, controller 3011 calculates the target torque based on the target speed and target acceleration in response to the vehicle being in assisted driving mode or autonomous driving mode. For example, if the assisted driving button or the autonomous driving button is pressed, assisted driving controller 302 or autonomous driving controller 303 is activated and sends information indicating that the assisted driving button is pressed or the autonomous driving button is activated to controller 3011, triggering controller 3011 to calculate the target torque based on the target speed and target acceleration. Exemplarily, assisted driving controller 302 or autonomous driving controller 303 can package the target speed, target acceleration, and button status together and send them to controller 3011; the button status can be 0 or 1 to indicate whether the button is pressed.

[0086] Among them, the total resistance F of vehicle movement is the rolling resistance F f air resistance F w and slope resistance F j The sum of can be expressed by the formula:

[0087] F = F f +F w +F j Formula 1

[0088] The controller 3011 calculates the rolling resistance F based on the vehicle's weight G and the rolling resistance coefficient f. f The formula is expressed as follows:

[0089] F f =Gf Formula 2

[0090] The rolling resistance coefficient f is related to the road surface type and is a function of vehicle speed.

[0091] Controller 3011 determines the relative wind speed u of the vehicle. r Air drag coefficient C D Given the vehicle's frontal area A, calculate the air resistance F. w The formula is expressed as follows:

[0092]

[0093] Where k is a constant.

[0094] The controller 3011 calculates the slope resistance F based on the vehicle's weight G, slope angle α, rotational mass conversion factor δ, vehicle mass M, and vehicle acceleration dv / dt. j The formula is expressed as follows:

[0095]

[0096] Furthermore, the torque relationship can be expressed by the formula:

[0097] T = r × F Formula 5

[0098] Where T is torque and r is a constant.

[0099] The controller 3011 substitutes the target speed into formulas 2 and 3 to calculate the target rolling resistance and target air resistance, and substitutes the target acceleration into formula 4 to calculate the target slope resistance, thereby determining the total resistance experienced by the vehicle under the target driving condition. Then, the controller 3011 converts the total resistance experienced by the vehicle under the target driving condition into the target torque of the vehicle according to formula 5.

[0100] The controller 3011 calculates the first target current corresponding to the target torque based on the relationship between torque and current, according to the target torque of the vehicle. The relationship between torque and current is expressed as follows:

[0101]

[0102] U is the operating voltage of the first motor 3013, i.e., the voltage of the power battery; n is the rotational speed of the first motor 3013.

[0103] The controller 3011 controls the switching of each switch in the first inverter circuit 3012 to turn on or off, so that the output current of the first inverter circuit 3012 is the first target current, and at this time the first motor 3013 outputs the first torque.

[0104] It should be explained that although the target torque corresponds to the first target current, the controller 3011 specifically controls the output current of the first inverter circuit 3012. That is, the torque is output by the first motor 3013, and the first target current is output by the first inverter circuit 3012. Due to the limited control precision of the controller 3011, the current of the first motor 3013 may be greater than or less than the first target current. Therefore, the first torque output by the first motor 3013 may be greater than or less than the target torque.

[0105] For example, the first torque is within a first preset range of the target torque. For instance, if the target torque is 50N, the first torque output by the first motor 3013 can be any value within the range of 49N to 51N.

[0106] In this embodiment, the controller can directly receive the target speed and target acceleration sent by the assisted driving controller or the autonomous driving controller, thereby directly calculating the target torque of the vehicle. Based on the calculated results, the controller can directly control the output current of the inverter circuit, quickly controlling the output torque of the first motor. Implementing this embodiment can reduce the control delay of assisted driving or autonomous driving, resulting in improved safety.

[0107] In one embodiment, the assisted driving controller 302 or the autonomous driving controller 303 sends the target speed and target acceleration to the controller 3011 according to a preset period. However, the time taken for the controller 3011 to calculate the target torque and the first target current is shorter than the preset period. Therefore, within the preset period, the controller 3011 can further control the output current of the first inverter circuit 3012 based on the first torque output by the first motor 3013 and the target torque, so that the first motor 3013 outputs a second torque.

[0108] At this time, the second torque output by the first motor 3013 is within the second preset range of the target torque, wherein the range of the second preset range is smaller than the range of the first preset range. That is, in this embodiment of the application, during the cycle in which the assisted driving controller 302 or the autonomous driving controller 303 sends the target speed and target acceleration, the output current of the first inverter circuit 3012 can be calculated and controlled multiple times, so that the second torque output by the first motor 3013 is closer to the target torque, the torque change is smoother, the reliability is better, and the safety is higher.

[0109] For example, the assisted driving controller 302 or the autonomous driving controller 303 can send the target speed and target acceleration to the controller 3011 via a CAN bus, with a preset period of, for example, 10ms. The calculation time for the controller 3011 is, for example, 2ms. Therefore, within 2ms after receiving the target speed and target acceleration, the controller 3011 can calculate the target torque and the first target current. Since the target speed and target acceleration for the next cycle have not yet been sent to the controller 3011, the controller 3011 can collect the actual current of the first motor 3013 and, based on Formula 6, calculate the first torque output by the first motor 3013.

[0110] The controller 3011 can control the output current of the first inverter circuit 3012 to be the second target current based on the comparison between the first torque output by the first motor 3013 and the target torque, so that the first motor 3013 outputs a second torque. At this time, the second torque is closer to the target torque than the first torque.

[0111] For example, within a preset period of 10ms, the controller 3011 can control the output current of the first inverter circuit 3012 five times, so that the torque output by the first motor 3013 is closer to the target torque.

[0112] In one embodiment, the electric drive system may include at least two motors, such as a first motor 3013 and a second motor 3016. The second motor 3016 is connected to the output of a second inverter circuit 3015, the control terminal of the second inverter circuit 3015 is connected to the output of a slave controller 3014, and the communication terminal of the slave controller 3014 is connected to the communication terminal of a controller 3011.

[0113] In its implementation, the controller 3011 divides the calculated target torque into a first target sub-torque and a second target sub-torque. For example, the controller 3011 can allocate the target torque based on the motor parameters of the first motor 3013 and the second motor 3016. These motor parameters include maximum output power and maximum output torque. For instance, the torque allocation can be based on the ratio between the maximum output power of the first motor 3013 and the maximum output power of the second motor 3016. For example, if the maximum output power of the first motor 3013 is 300W and the maximum output torque of the second motor 3016 is 150W, and the target torque is 600N, then the controller 3011 can determine that the first target sub-torque is 400N and the second target sub-torque is 200N.

[0114] After determining the first target sub-torque and the second target self-torque, the controller 3011 can calculate the fourth target current corresponding to the first target sub-torque and the second target current corresponding to the second target sub-torque based on the relationship between torque and current, i.e., according to Formula 6.

[0115] The controller 3011 controls the output current of the first inverter circuit 3012 to the fourth target current according to the first target sub-torque, and the first motor 3013 outputs the third torque.

[0116] Furthermore, the controller 3011 can control the slave controller 3014 to adjust the current output by the inverter circuit connected to the slave controller 3014 to the second motor 3016. Specifically, the controller 3011 sends a compensation request to the slave controller 3014, wherein the compensation request carries a second target sub-torque. Upon receiving the torque compensation request, the slave controller 3014 controls the output current of the second inverter circuit 3015 according to the second target sub-torque, causing the second motor 3016 corresponding to the slave controller 3014 to output a fourth torque.

[0117] The controller in this embodiment can communicate with the slave controller, and the controller can distribute torque between the first motor and the second motor. Implementing this embodiment can be applied to vehicles including two motors.

[0118] Optionally, when the target torque exceeds the limiting torque, the controller 3011 divides the target torque into a first target sub-torque and a second target sub-torque. The limiting torque can be a preset value or a value received by the controller 3011. The value of the limiting torque is related to factors such as the temperature of the vehicle's power battery, the charge level of the vehicle's power battery, and the vehicle's slip ratio. That is, in this embodiment, if the first motor 3013 cannot output the target torque independently, the controller 3011 can request torque compensation from the controller 3014.

[0119] In one embodiment, the vehicle also includes a brake pedal 305, which is connected to the input of the controller 3011. When the controller 3011 detects a braking signal, it instructs the driver assistance controller 302 or the autonomous driving controller 303 to stop sending speed adjustment signals. This can be understood as the vehicle exiting driver assistance or autonomous driving mode. Alternatively, when the controller 3011 detects a braking signal, it stops responding to speed adjustment signals sent by the driver assistance controller 302 or the autonomous driving controller 303, which can be understood as the speed adjustment signals sent by the driver assistance controller 302 or the autonomous driving controller 303 being invalid.

[0120] It is understandable that the aforementioned braking signal is the signal received after the brake pedal 305 has been depressed to a certain extent. For example, the brake pedal 305 is detected by a resistor voltage divider, and the controller 3011 determines the degree to which the brake pedal 305 has been depressed by acquiring the magnitude of the corresponding resistor voltage divider. When the brake pedal 305 is depressed to a certain extent, i.e., when the corresponding resistor voltage divider is greater than or less than a preset voltage threshold, the controller 3011 instructs the driver assistance controller 302 or the automatic driving controller 303 to stop sending the target speed and target acceleration.

[0121] In one embodiment, the vehicle also includes an accelerator pedal 304, which is connected to the input terminal of the controller 3011. In this case, the controller 3011 can receive an acceleration signal, which is determined by the position information of the accelerator pedal 304. The controller 3011 calculates the driver's input torque based on the acceleration signal, and if the driver's input torque is greater than a target torque, the controller 3011 adds the driver's input torque to the target torque.

[0122] In its specific implementation, the controller 3011 calculates the corresponding fourth target current based on the relationship between torque and current, specifically according to Formula 6, from the driver's input torque and the target torque. Then, the controller 3011 controls the output current of the first inverter circuit 3012 to be the third target current based on the driver's input torque and the target torque, and the first motor 3013 outputs the sum of the driver's input torque and the target torque.

[0123] Optionally, in response to the sum of the driver's input torque and the target torque being less than or equal to a limiting torque, the controller 3011 controls the output current of the first inverter circuit 3012 to a fourth target current. This limiting torque can be a preset value or a value received by the controller 3011. The value of the limiting torque is related to factors such as the temperature of the vehicle's power battery, the charge level of the vehicle's power battery, and the vehicle's slip ratio. That is, in this embodiment, the controller 3011 controls the output current of the first inverter circuit 3012 when the first motor 3013 is sufficient to provide the target torque and the driver's input torque, so that the first motor 3013 outputs the sum of the driver's input torque and the target torque.

[0124] In one embodiment, the vehicle further includes a Battery Management System (BMS) 306, which is connected to the input of a controller 3011. The controller 3011 receives a power signal from the BMS 306, which carries a power limit related to the battery's temperature and remaining charge. The controller 3011 can calculate the limiting torque according to Formula 6. In this case, the controller is directly connected to the BMS 306, allowing for rapid response to its input. Implementing this embodiment further improves the control latency of assisted or automated driving, enables rapid control of the first motor, and enhances safety.

[0125] In one embodiment, the vehicle further includes an Electronic Stability Program (ESP) 307, which is connected to the input of a controller 3011. The controller receives a torque signal from the ESP 307, which carries a limiting torque related to the vehicle's slip ratio, calculated by the ESP 307 based on the vehicle's actual acceleration, yaw angle signal, and wheel speed signal. In this case, the controller 3011 can use the torque from the ESP 307 as the limiting torque.

[0126] In this embodiment, the controller 3011 is directly connected to the ESP 307, enabling rapid response to inputs from the ESP 307. Implementing this embodiment further improves control latency in assisted or automated driving, allows for rapid control of the first motor, and enhances safety.

[0127] Optionally, the controller 3011 determines the limiting torque in this application based on the power signal sent by the BMS 306 and the torque signal sent by the ESP 307. For example, if the controller 3011 calculates limiting torque 1 based on the power signal sent by the BMS 306 and obtains limiting torque 2 based on the torque signal sent by the ESP 307, then the controller 3011 can use the smaller value between limiting torque 1 and limiting torque 2 as the limiting torque in this application.

[0128] In one embodiment, the vehicle further includes a Thermal Management System (TMS) 308, which is connected to the input of a controller 3011. The controller 3011 receives a power signal from the TMS 308, which carries a power limit specified by the TMS 308. It is understood that the TMS 308 is connected to multiple temperature sensors, which can be configured as needed, for example, located on the three-phase stator windings of the first motor 3013 or on the circuit board of the controller 3011. That is, the power limit of the TMS 308 can be related to the temperature of any component in the vehicle. The controller 3011 can calculate the limiting torque according to Formula 6. In this case, the controller 3011 is directly connected to the TMS 308, allowing for rapid response to the input of the TMS 308. Implementing this embodiment can further improve the control latency of assisted driving or autonomous driving, quickly control the first motor, and enhance safety.

[0129] Optionally, the controller 3011 determines the limiting torque in this application based on the power signal sent by the BMS 306, the torque signal sent by the ESP 307, and the power signal sent by the TMS 308. For example, if the controller 3011 calculates limiting torque 1 based on the power signal sent by the BMS 306, obtains limiting torque 2 based on the torque signal sent by the ESP 307, and calculates limiting torque 3 based on the power signal sent by the TMS 308, then the controller 3011 can use the minimum value among limiting torque 1, limiting torque 2, and limiting torque 3 as the limiting torque in this application.

[0130] In practice, after the controller 3011 obtains the limiting torque, it compares the magnitude of the limiting torque with that of the target torque.

[0131] For example, when the controller 3011 determines that the target torque is less than or equal to the limit torque, it controls the current output by the first inverter circuit 3012 to the first motor 3013 as the first target current based on the target torque. Alternatively, when the controller 3011 determines that the target torque is less than or equal to the limit torque, it can also divide the target torque into a first target sub-torque and a second target sub-torque, control the current output by the first inverter circuit 3012 to the first motor 3013 as the fourth target current based on the first target sub-torque, and send a compensation request to the slave controller 3014, wherein the compensation request carries the second target sub-torque. Upon receiving the torque compensation request, the slave controller 3014 controls the current output by the second inverter circuit 3015 as the second target current based on the second target sub-torque. That is, when the target torque is less than or equal to the limit torque, the controller 3011 can control the output current of the first inverter circuit 3012 to be the first target current, in which case the target torque is provided by the first motor 3013. Alternatively, the controller 3011 can also perform torque distribution on the target torque, in which case the target torque is jointly provided by the first motor 3013 and the second motor 3016.

[0132] When the controller 3011 determines that the target torque is greater than the limit torque, it divides the target torque into a first target sub-torque and a second target sub-torque. Based on the first target sub-torque, it controls the first inverter circuit 3012 to output a fourth target current to the first motor 3013, and sends a compensation request to the slave controller 3014, wherein the compensation request carries the second target sub-torque. Upon receiving the torque compensation request, the slave controller 3014 controls the second inverter circuit 3015 to output a second target current based on the second target sub-torque. In other words, when the target torque is greater than the limit torque, the controller 3011 performs torque distribution on the target torque, at which point the target torque is jointly provided by the first motor 3013 and the second motor 3016.

[0133] In one embodiment, see Figure 4 , Figure 4 This is another structural block diagram of the vehicle provided in an embodiment of this application. For example... Figure 4 As shown, the vehicle may include a controller 4011, a first inverter circuit 4012, a first motor 4013, a vehicle controller 409, and an auxiliary driving controller 402 / autonomous driving controller 403.

[0134] It can be seen that, Figure 4 The structural block diagram of the vehicle shown in the diagram is relatively... Figure 3 The difference between the structural block diagram of the vehicle shown in the diagram is that... Figure 4 The vehicle controller 4011 has been added.

[0135] The driver assistance controller 402 can be referred to in conjunction with the above text. Figure 3 The description of the driver assistance controller 302 in the described embodiments is provided above. The autonomous driving controller 403 can be referred to in conjunction with the preceding text. Figure 3 The description of the autonomous driving controller 303 in the described embodiments will not be repeated here.

[0136] The specific implementation method of the controller 4011 calculating the target torque based on the target velocity and target acceleration can be found in the preceding text. Figure 3 Description of controller 3011 in the described embodiments.

[0137] Different from Figure 3 The controller 3011 described in the present application, and the controller 4011 in this embodiment, are not directly connected to the accelerator pedal 404, brake pedal 405, BMS 406, ESP 407 or TMS 408.

[0138] At this time, the brake pedal 405 is connected to the input terminal of the vehicle controller 409. When the vehicle controller 409 detects a brake signal, it sends the brake signal to the controller 4011, allowing the controller 4011 to instruct the driver assistance controller 402 or the autonomous driving controller 403 to stop sending speed adjustment signals. This means the vehicle exits driver assistance or autonomous driving mode. Alternatively, when the controller 4011 detects a brake signal, it stops responding to speed adjustment signals sent by the driver assistance controller 402 or the autonomous driving controller 403, which can be understood as the speed adjustment signals sent by the driver assistance controller 402 or the autonomous driving controller 403 being invalid.

[0139] The accelerator pedal 404 is connected to the input terminal of the vehicle controller 409. The vehicle controller 409 can determine the acceleration signal based on the position information of the accelerator pedal 404, calculate the driver's input torque, and send the driver's input torque to the controller 4011, so that the controller 4011 can add the driver's input torque to the calculated target torque.

[0140] In one embodiment, the BMS 406 is connected to the input terminal of the vehicle controller 409. The vehicle controller 409 receives a power signal sent by the BMS 406, wherein the power signal sent by the BMS 406 carries the power limit of the BMS 406, which is related to the temperature and remaining charge of the power battery. The controller 4011 can calculate the limiting torque according to Formula 6 and send the limiting torque to the controller 4011.

[0141] In one embodiment, the ESP 407 is connected to the input of the vehicle controller 409. The vehicle controller 409 receives a torque signal from the ESP 407, which carries a limiting torque of the ESP 407. This limiting torque is related to the vehicle's slip ratio, which is calculated by the ESP 407 based on the vehicle's actual acceleration, yaw angle signal, and wheel speed signal. The vehicle controller 409 can then send the limiting torque carried in the torque signal to the controller 4011.

[0142] Optionally, the vehicle controller 409 determines the signal to be sent to the controller 4011 based on the power signal sent by the BMS 406 and the torque signal sent by the ESP 407. For example, if the vehicle controller 409 calculates the limiting torque 1 based on the power signal sent by the BMS 406 and obtains the limiting torque 2 based on the torque signal sent by the ESP 407, then the vehicle controller 409 can send the smaller value between the limiting torque 1 and the limiting torque 2 to the controller 4011.

[0143] In one embodiment, the TMS 408 is connected to the input terminal of the vehicle controller 409. The vehicle controller 409 receives a power signal sent by the TMS 408, wherein the power signal sent by the TMS 408 carries the limiting power of the TMS 408. It is understood that the TMS 408 is connected to multiple temperature sensors, which can be configured as needed, for example, located on the three-phase stator winding of the first motor 4013, or on the circuit board of the controller 4011. That is, the limiting power of the TMS 408 can be related to the temperature of any component in the vehicle. The vehicle controller 409 can calculate the limiting torque according to Formula 6 and send the limiting torque to the controller 4011.

[0144] Optionally, the vehicle controller 409 determines the limiting torque in this application based on the power signal sent by the BMS 406, the torque signal sent by the ESP 407, and the power signal sent by the TMS 408. For example, if the vehicle controller 409 calculates limiting torque 1 based on the power signal sent by the BMS 406, obtains limiting torque 2 based on the torque signal sent by the ESP 407, and calculates limiting torque 3 based on the power signal sent by the TMS 408, then the vehicle controller 409 can send the minimum value among limiting torque 1, limiting torque 2, and limiting torque 3 to the controller 4011.

[0145] In summary, this application embodiment adds a vehicle controller 409, which can calculate the limiting torque. It is understood that when the vehicle exits assisted driving mode or autonomous driving mode, the vehicle controller 409 can take over the calculation and distribution of torque.

[0146] In other embodiments, the controller 4011 may directly receive, simultaneously or separately, one or more of the following signals simultaneously or separately: a speed adjustment signal sent by the driver assistance controller 402 / autonomous driving controller 403; an acceleration signal triggered by the accelerator pedal 404; a braking signal triggered by the brake pedal 405; a torque signal sent by the vehicle controller 409; a power signal sent by the BMS 406; a torque signal sent by the ESP 407; and a power signal sent by the TMS 408. The controller 4011 accordingly controls the first inverter circuit 4012 to adjust the current output to the first motor 4013. In one embodiment, the controller 4011 may also control the controller 4014 to adjust the current output from the second inverter circuit 4015 to the second motor 4016.

[0147] The controller 4011 provided in this application embodiment can directly receive one or more signals sent or triggered by the assisted driving controller 402 / autonomous driving controller 403, accelerator pedal 404 signal, brake pedal 405, BMS 406, ESP 407, TMS 408 or vehicle controller 409, so that the controller 4011 can quickly control the output torque of the first motor by controlling the output current of the inverter circuit according to the signal, thereby reducing control delay and improving safety.

[0148] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0149] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A controller for a motor control module, characterized in that, The controller's communication terminal is used to connect to an assisted driving controller or an autonomous driving controller, and the controller's output terminal is used to output control signals to control the inverter circuit in the motor control module. The controller is used for: The driver assistance controller or the autonomous driving controller receives a speed adjustment signal at a preset period, the speed adjustment signal including a target speed and a target acceleration. In response to the speed adjustment signal, the inverter circuit calculates the target torque based on the target speed and the target acceleration, and controls the inverter circuit to adjust the current output to the first motor to the first target current based on the target torque, so that the first motor outputs the first torque, wherein the first torque is within the first preset range of the target torque; Within the preset period, based on the comparison result of the first torque and the target torque, the inverter circuit is controlled to adjust the current output to the first motor to the fifth target current, so that the first motor outputs a second torque, the second torque being within a second preset range of the target torque, and the range of the second preset range being smaller than the range of the first preset range.

2. The controller according to claim 1, characterized in that, The communication terminal of the controller is also used to control the slave controller, and the controller is further used for: In response to the speed adjustment signal, the controller adjusts the current output to the second motor by the inverter circuit connected to the controller.

3. The controller according to any one of claims 1-2, characterized in that, The controller's input terminal is used to receive braking signals, and the controller is also used for: In response to the braking signal, instruct the driver assistance controller or the autonomous driving controller to stop sending the speed adjustment signal; or in response to the braking signal, stop sending the speed adjustment signal in response to the driver assistance controller or the autonomous driving controller.

4. The controller according to any one of claims 1-2, characterized in that, The input terminal of the controller is used to receive acceleration signals, and the controller is used for: In response to the speed adjustment signal and the acceleration signal, the inverter circuit is controlled to adjust the current output to the first motor.

5. The controller according to any one of claims 1-2, characterized in that, The communication terminal of the controller is used to connect to the vehicle controller, and the controller is used for: Receive the torque signal sent by the vehicle controller; In response to the speed adjustment signal and the torque signal sent by the vehicle controller, the inverter circuit is controlled to adjust the current output to the first motor.

6. The controller according to any one of claims 1-2, characterized in that, The input terminal of the controller is used to connect to the battery management system, and the controller is used for: Receive the power signal sent by the battery management system; In response to the speed adjustment signal and the power signal sent by the battery management system, the inverter circuit is controlled to adjust the current output to the first motor.

7. The controller according to any one of claims 1-2, characterized in that, The input terminal of the controller is used to connect to the vehicle electronic stability system, and the controller is used for: Receive the torque signal sent by the vehicle electronic stability system; In response to the speed adjustment signal and the torque signal sent by the vehicle electronic stability system, the inverter circuit is controlled to adjust the current output to the first motor.

8. The controller according to any one of claims 1-2, characterized in that, The controller's input terminal is connected to the thermal management system, and the controller is used for: Receive the power signal sent by the thermal management system; In response to the speed adjustment signal and the power signal sent by the thermal management system, the inverter circuit is controlled to adjust the current output to the first motor.

9. A method for controlling an electric motor, characterized in that, The control method is applicable to the controller in the motor control module. The communication terminal of the controller is used to connect to the driver assistance controller or the automatic driving controller. The output terminal of the controller is used to output control signals to control the inverter circuit in the motor control module. The control method includes: The controller receives speed adjustment signals sent by the assisted driving controller or the autonomous driving controller at a preset period; the speed adjustment signals include target speed and target acceleration. The controller calculates the target torque based on the target velocity and the target acceleration; Based on the relationship between torque and current, the controller controls the inverter circuit to output the current to the first motor as the first target current according to the target torque, so that the first motor outputs the first torque, wherein the first torque is within the first preset range of the target torque; Within the preset period, the controller controls the inverter circuit to adjust the current output to the first motor to the fifth target current based on the comparison result of the first torque and the target torque, so that the first motor outputs a second torque, the second torque being within a second preset range of the target torque, the range of the second preset range being smaller than the range of the first preset range.

10. The control method according to claim 9, characterized in that, The step of controlling the current output by the inverter circuit to the first motor to be the first target current according to the target torque includes: In response to the target torque being less than or equal to the limit torque, the inverter circuit controls the current output to the first motor to be the first target current based on the target torque.

11. The control method according to any one of claims 9-10, characterized in that, The communication terminal of the controller is also used to connect to the slave controller; The control method further includes: The controller divides the target torque into a first target sub-torque and a second target sub-torque; Based on the relationship between torque and current, the controller controls the inverter circuit to output the current to the first motor as the fourth target current according to the first target sub-torque. The controller sends a compensation request to the slave controller, the compensation request being used to instruct the slave controller to control the inverter circuit connected to the slave controller to output a second target current to the second motor according to the second target sub-torque.

12. An electric drive system, characterized in that, The electric drive system includes a motor control module and a first motor; wherein the motor control module includes an inverter circuit and a controller as described in any one of claims 1-8.

13. A vehicle, characterized in that, The vehicle includes a power battery and an electric drive system as described in claim 12; wherein the power battery is connected to the input terminal of the inverter circuit.

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