Methods and apparatus for troubleshooting electric motors, computer-readable storage media, and vehicles.

Abstract

This invention discloses a method and apparatus for handling motor faults, a computer-readable storage medium, and a vehicle. The method relates to the field of intelligent vehicles and includes: in response to receiving a fault command from a motor in the vehicle, acquiring the motor's back electromotive force, bus voltage, and current speed; determining a first control strategy for the motor based on the back electromotive force and bus voltage, wherein the first control strategy represents controlling the corresponding protection circuit of the motor through software or hardware; determining a second control strategy for the protection circuit based on the current speed and a preset speed, wherein the second control strategy represents controlling the protection circuit through short-circuit operation or open-circuit operation; and performing fault handling on the protection circuit based on the first and second control strategies to obtain a fault handling result. This invention solves the technical problem of low vehicle driving safety.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a method and apparatus for handling motor faults, a computer-readable storage medium, and a vehicle. Background Technology

[0002] In response to national policy calls, new energy vehicles, powered by electricity or other renewable energy sources, are experiencing rapid growth. The safety of new energy vehicles is a key global concern, and the electric motor system is the core powertrain, its safety determining the overall vehicle safety. However, current technology only addresses vehicle malfunctions through emergency braking or other shut-off operations. These operations can lead to battery overcharging, causing battery explosions or vehicle rollovers, resulting in low driving safety.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a method and apparatus for handling motor faults, a computer-readable storage medium, and a vehicle, in order to at least solve the technical problem of low vehicle driving safety.

[0005] According to one aspect of the present invention, a method for handling motor faults is provided, comprising: in response to receiving a fault command for a motor in a vehicle, acquiring the back electromotive force, bus voltage, and current speed of the motor; determining a first control strategy for the motor based on the back electromotive force and bus voltage, wherein the first control strategy is used to represent controlling a protection circuit corresponding to the motor through software or hardware; determining a second control strategy for the protection circuit based on the current speed and a preset speed, wherein the second control strategy is used to represent controlling the protection circuit through short-circuit operation or open-circuit operation; and performing fault handling on the protection circuit based on the first control strategy and the second control strategy to obtain a fault handling result.

[0006] Optionally, determining a first control strategy for the motor based on the back electromotive force and the bus voltage includes: in response to the back electromotive force being less than the bus voltage, determining the first control strategy as controlling the protection circuit via software; and in response to the back electromotive force being greater than or equal to the bus voltage, determining the first control strategy as controlling the protection circuit via hardware.

[0007] Optionally, a second control strategy for the protection circuit is determined based on the current speed and a preset speed, including: in response to the current speed being less than the preset speed, determining the second control strategy as controlling the protection circuit through open-circuit operation; and in response to the current speed being greater than or equal to the preset speed, determining the second control strategy as controlling the protection circuit through short-circuit operation.

[0008] Optionally, the method further includes: scaling the bus voltage proportionally based on the first voltage divider resistor to obtain a first scaled voltage, wherein the first scaled voltage is a voltage within the withstand voltage range of the first comparator; comparing the first scaled voltage and a reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used to indicate whether the first scaled voltage is less than the reference voltage; determining that the back electromotive force is less than the bus voltage in response to the comparison result that the first scaled voltage is less than the reference voltage; and determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result that the first scaled voltage is greater than or equal to the reference voltage.

[0009] Optionally, the method further includes: scaling the first phase voltage and the second phase voltage of the motor proportionally based on the second voltage divider resistor to obtain a first scaled phase voltage and a second scaled phase voltage, wherein the first scaled phase voltage and the second scaled phase voltage are voltages within the withstand voltage range of the second comparator; comparing the first scaled phase voltage and the second scaled phase voltage based on the second comparator to obtain the target number of pulses of the motor per unit time; determining that the current speed is less than the preset speed in response to the target number being less than the preset number; and determining that the current speed is greater than or equal to the preset speed in response to the target number being greater than or equal to the preset number.

[0010] Optionally, obtaining the motor's bus voltage includes: obtaining the current charge level of the power battery in the vehicle; and determining the bus voltage based on the current charge level.

[0011] Optionally, fault handling of the protection circuit based on the first control strategy and the second control strategy to obtain a fault handling result includes: responding to the first control strategy by controlling the protection circuit through hardware, supplying power to the hardware based on the backup power supply, so that the protection circuit is fault handled through the hardware and the second control strategy to obtain a fault handling result.

[0012] According to another aspect of the present invention, a motor fault handling device is also provided, comprising: an acquisition module, configured to acquire the back electromotive force, bus voltage, and current speed of the motor in response to receiving a fault command from the motor in a vehicle; a first determination module, configured to determine a first control strategy for the motor based on the back electromotive force and bus voltage, wherein the first control strategy represents controlling the corresponding protection circuit of the motor through software or hardware; a second determination module, configured to determine a second control strategy for the protection circuit based on the current speed and a preset speed, wherein the second control strategy represents controlling the protection circuit through short-circuit operation or open-circuit operation; and a fault handling module, configured to perform fault handling on the protection circuit based on the first control strategy and the second control strategy to obtain a fault handling result.

[0013] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the processor of the device to execute the motor fault handling method of the above embodiment.

[0014] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; and, when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the motor fault handling method of the above embodiments.

[0015] In this embodiment of the invention, in response to receiving a fault command from the motor in the vehicle, the back electromotive force, bus voltage, and current speed of the motor are acquired; a first control strategy for the motor is determined based on the back electromotive force and bus voltage; a second control strategy for the protection circuit is determined based on the current speed and a preset speed; and fault handling of the protection circuit is performed based on the first and second control strategies to obtain a fault handling result. It is important to note that by determining the corresponding first and second control strategies based on the motor's back electromotive force, bus voltage, and current speed, and by utilizing these strategies to handle faults, a safe state can be promptly maintained in the event of a collision or other malfunction, thereby improving vehicle driving safety. This achieves the technical effect of preventing motor faults from causing the power battery to explode, thus solving the technical problem of low vehicle driving safety. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart illustrating a method for handling motor faults according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of an optional short-circuit operation according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of an optional open-circuit operation according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of an optional control execution strategy according to an embodiment of the present invention;

[0021] Figure 5 This is a schematic diagram of an optional protection circuit system according to an embodiment of the present invention;

[0022] Figure 6This is a schematic diagram of an optional short-circuit operating braking torque according to an embodiment of the present invention;

[0023] Figure 7 This is a schematic diagram illustrating the relationship between rotational speed and torque in an optional open-circuit operation according to an embodiment of the present invention;

[0024] Figure 8 This is a schematic diagram illustrating the relationship between an optional control strategy and rotational speed according to an embodiment of the present invention;

[0025] Figure 9 This is a schematic diagram of an optional first voltage divider resistor scaling circuit according to an embodiment of the present invention;

[0026] Figure 10 This is a schematic diagram of an optional second voltage divider resistor scaling circuit according to an embodiment of the present invention;

[0027] Figure 11 This is a schematic diagram illustrating an optional relationship between a first scaled phase voltage and a second scaled phase voltage according to an embodiment of the present invention;

[0028] Figure 12 This is a schematic diagram of an optional electrical cycle according to an embodiment of the present invention;

[0029] Figure 13 This is a flowchart of an optional motor fault handling method according to an embodiment of the present invention;

[0030] Figure 14 This is a schematic diagram of a motor fault handling device according to an embodiment of the present invention. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Example 1

[0034] According to an embodiment of the present invention, an embodiment of a method for handling motor faults is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0035] Figure 1 This is a flowchart of a motor fault handling method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0036] Step S102: In response to receiving a fault command for the motor in the vehicle, the back electromotive force, bus voltage and current speed of the motor are obtained.

[0037] The aforementioned vehicles can be those powered by a battery, including but not limited to hybrid vehicles and pure electric vehicles. The battery is a battery used to store electrical energy and provide high-power output, composed of multiple individual battery cells, and monitored and controlled by a battery management system.

[0038] The aforementioned motor can be a device that converts electrical energy into mechanical energy. It generates electromagnetic force through the interaction of electric current in a magnetic field, thereby driving the rotor to rotate and achieving energy conversion.

[0039] The aforementioned fault commands can be sent by the motor control system to instruct the motor to simulate or troubleshoot faults.

[0040] The aforementioned back electromotive force (EMF) can be an electromotive force generated in an electric motor or generator due to electromagnetic induction. An induced EMF is generated when a conductor moves relative to a magnetic field or when the magnetic field changes relative to the conductor. If the conductor is a closed loop, the induced EMF will form a current. The magnitude of the back EMF depends on factors such as the magnetic field strength, conductor length, conductor velocity, and the direction of relative motion between the magnetic field and the conductor.

[0041] The aforementioned bus voltage can be the voltage of the DC power supply received by the motor. The motor's bus voltage is supplied by the power source, and a suitable power supply voltage can be selected according to the motor's requirements.

[0042] The current speed mentioned above can be the speed at which the motor is currently operating.

[0043] In one optional embodiment, a corresponding sensor is installed in the vehicle motor. When a fault is detected in the motor, a motor fault command is sent to the vehicle control system. Alternatively, based on real-time data from the motor on the bus, a motor fault command is immediately sent to the vehicle control system when the motor data is abnormal. Upon receiving the motor fault command, the current battery charge is obtained from the bus, and the current motor speed is obtained from the speed sensor. The motor bus voltage is determined based on the current charge, and the back electromotive force generated at the motor terminals is measured using a voltmeter.

[0044] Step S104: Determine the first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used to represent the control of the protection circuit corresponding to the motor through software or hardware.

[0045] The aforementioned first control strategy can be a series of control measures that promptly judge and protect the circuit's operating conditions through software or hardware. The software can be a software control system used to protect the motor and prevent damage to the controller system. The hardware can be the physical devices that make up the motor.

[0046] In one optional embodiment, the back electromotive force is compared with the bus voltage. When the back electromotive force is less than the bus voltage, the first control strategy is determined to be to take protective control measures for the motor using software. When the back electromotive force is greater than or equal to the bus voltage, the first control strategy is determined to be to use hardware functions to realize judgment and execution, so that the motor enters a safe mode.

[0047] It should be noted that if the software can be controlled normally, then the software can be used to judge and execute the entry into the relevant safety mode; if the software is out of control, uncontrolled, or erratic, then the back EMF will continue to rise with the increase of the rotation speed and eventually exceed the threshold, then the hardware function can be used to judge and execute the entry into the relevant safety mode.

[0048] Step S106: Determine a second control strategy for the protection circuit based on the current speed and the preset speed, wherein the second control strategy is used to indicate that the protection circuit is controlled by short-circuit operation or open-circuit operation.

[0049] The second control strategy mentioned above can be a series of control measures that use short-circuit or open-circuit operation to judge and protect the circuit in the motor.

[0050] The aforementioned short-circuit operation can be a short-circuit protection technology that can quickly disconnect the circuit when a short circuit occurs, protecting the circuit and equipment. Alternatively, it can be to activate the active short circuit mode (ASC), which short-circuits the motor stator winding by turning on all three switching transistors in the upper or lower bridge arm of the inverter, forming a closed loop in the motor stator winding. The generated back EMF is dissipated through the motor stator winding, which is a safety protection mechanism for the motor, preventing damage to the controller system and enabling the vehicle to enter a relatively safe state in the event of a collision or other malfunctions.

[0051] The aforementioned open-circuit operation can be a type of open-circuit protection technology, which disconnects all three switching transistors in the upper or lower bridge arm of the circuit inverter. The back electromotive force generated by the motor is lower than the bus voltage and cannot be rectified and fed back to the high-voltage battery through the freewheeling diode, thus failing to form a closed loop. At this time, the motor operates under no-load conditions.

[0052] In one optional embodiment, the current speed of the motor is compared with a preset speed. If the current speed is less than the preset speed, the second control strategy is determined to be to control the circuit fault using a short-circuit operation. Figure 2 This is a schematic diagram of an optional short-circuit operation according to an embodiment of the present invention, such as... Figure 2 As shown, all three switches in either the upper or lower bridge arm of the inverter are fully turned on to short-circuit the motor stator windings, creating a closed loop and thus dissipating a significant amount of back electromotive force generated in the motor stator windings. If the current speed is greater than or equal to the preset speed, the second control strategy is determined to be using open-circuit operation to control circuit faults. Figure 3 This is a schematic diagram of an optional open-circuit operation according to an embodiment of the present invention, such as... Figure 3 As shown, all six switches in the upper and lower bridge arms of the inverter are open, preventing the formation of a closed circuit. At this time, the motor operates under no-load conditions, thus preventing the motor's back electromotive force from causing damage to the devices connected to the DC bus. Therefore, if the motor's current speed is high, a short-circuit operation should be used to handle the motor fault; if the motor's current speed is low, an open-circuit operation should be used. However, when the motor speed is high, it is best not to directly perform an open-circuit operation. Instead, a short-circuit operation should be used to dissipate the energy generated by the high-speed motor before performing the open-circuit operation to avoid excessive negative torque generated by the motor.

[0053] It should be noted that when the motor is running at high speed and a serious malfunction occurs in the vehicle or motor, the traditional method would be to shut down the machine. However, when the permanent magnet rotates at high speed, it generates a high back electromotive force (EMF) on the three-phase windings of the motor. If all the switches of the three-phase bridge inverter in the motor controller are directly shut down, the excessively high back EMF will cause DC bus overvoltage and generate a large regenerative braking torque. The DC bus overvoltage may damage the inverter switches, and the large regenerative braking torque may cause battery overcharging or even explosion, or increase the risk of rollover. In the event of a fault, using an active short circuit can effectively prevent damage to the controller system, thus allowing the vehicle to enter a relatively safe state in the event of a collision or other malfunctions. However, if no judgment is made and the system is directly switched to ASC (Automatic Short Circuit), an inrush current will be generated. This inrush current will impact and damage the power devices, thereby damaging the inverter, and will also generate a very large braking torque, causing the vehicle to be in danger. Therefore, using the motor speed to determine the secondary control strategy can effectively avoid the impact and damage of the inrush current on the power devices, thus improving the safety of vehicle driving.

[0054] Step S108: Perform fault handling on the protection circuit based on the first control strategy and the second control strategy to obtain the fault handling result.

[0055] The above-mentioned fault handling results can be the results of handling circuit faults, including but not limited to: fault resolved or fault not resolved.

[0056] In one optional embodiment, after determining that the control strategy for the circuit fault is a first control strategy and a second control strategy, the circuit fault is processed according to the corresponding first and second control strategies. Figure 4 This is a schematic diagram of an optional control execution strategy according to an embodiment of the present invention, such as... Figure 4 As shown, the horizontal axis represents motor speed, the vertical axis represents bus voltage, and the diagonal represents back electromotive force. The execution regions include Open 1, Open 2, Short 1, and Short 2, where Open represents open-circuit operation, Short represents short-circuit operation, 1 represents software operation, and 2 represents hardware operation. When the first control strategy is determined to be software control and the second control strategy is open-circuit operation, the control system executes software open-circuit control, corresponding to region Open 1 in the figure. When the first control strategy is determined to be software control and the second control strategy is short-circuit operation, it corresponds to region Short 1 in the figure. When the first control strategy is determined to be hardware control and the second control strategy is open-circuit control, it corresponds to region Open 2 in the figure. When the first control strategy is determined to be hardware control and the second control strategy is short-circuit control, it corresponds to region Short 2 in the figure. Based on the real-time data changes during fault handling, it is determined whether the fault handling result indicates that the fault has been resolved. The speed threshold is used to distinguish between open-circuit operation and short-circuit operation.

[0057] Through the above steps, in response to a fault command received from the vehicle's motor, the system can acquire the motor's back EMF, bus voltage, and current speed; determine a first control strategy for the motor based on the back EMF and bus voltage; determine a second control strategy for the protection circuit based on the current speed and a preset speed; and perform fault handling on the protection circuit based on the first and second control strategies to obtain the fault handling result. It is important to note that by determining the corresponding first and second control strategies based on the motor's back EMF, bus voltage, and current speed, and then using these strategies to handle the fault, a safe state can be promptly maintained in the event of a collision or other malfunction, thereby improving vehicle driving safety. This achieves the technical effect of preventing motor failures from causing the power battery to explode, thus solving the technical problem of low vehicle driving safety.

[0058] It should be noted that fault handling is based on both the first and second control strategies, with different control strategies employed to address different faults. Figure 5 This is a schematic diagram of an optional protection circuit system according to an embodiment of the present invention, such as... Figure 5 As shown, the control circuit is connected to the high-voltage power extraction function, the drive unit, and the high-voltage information acquisition function. The drive unit includes a hardware active short-circuit function and a hardware speed judgment function. The control unit includes a control signal generation function. The motor is connected to the speed information acquisition function, and the control unit is connected to the speed information acquisition function, the high-voltage information acquisition function, and the drive unit. The control unit controls the drive unit to resolve faults based on the enable feedback from the drive unit and adjusts according to the pulse width. The high-voltage power extraction function supplies power to the drive unit, so the system can still execute the hardware active short-circuit function normally even in the event of a low-voltage power supply fault (undervoltage, disconnection, etc.). The high-voltage information acquisition function acquires the bus voltage, compares it with a fixed threshold, determines whether the back EMF is too high, determines the first control strategy, and enters a software or hardware safety mode. The speed information acquisition function is used for software to read speed information. The control unit processes and analyzes faults, generates control signals and enable signals. The drive unit acquires high-voltage bus voltage information and speed information, compares the thresholds, determines the second control strategy, and enters the corresponding safety mode.

[0059] Optionally, determining a first control strategy for the motor based on the back electromotive force and the bus voltage includes: in response to the back electromotive force being less than the bus voltage, determining the first control strategy as controlling the protection circuit via software; and in response to the back electromotive force being greater than or equal to the bus voltage, determining the first control strategy as controlling the protection circuit via hardware.

[0060] In one optional embodiment, when the back EMF is less than the bus voltage, it indicates that the control software can control the electric drive system normally. It is relatively easy to perform short-circuit or open-circuit operations via software, and the current first control strategy is determined to be software-controlled protection circuit. When the back EMF is greater than the bus voltage, it indicates that control has failed, software execution has failed, and hardware short-circuit or open-circuit operations are required for safety. Therefore, the current first control strategy is hardware-controlled protection circuit. Specifically, if the software can control normally, then software is used to determine and execute the entry into the relevant safety mode; if the software is out of control, uncontrolled, or erratic, the back EMF will continuously rise with increasing speed and eventually exceed the threshold, in which case hardware functions will be used to determine and execute the entry into the relevant safety mode.

[0061] Optionally, a second control strategy for the protection circuit is determined based on the current speed and a preset speed, including: in response to the current speed being less than the preset speed, determining the second control strategy as controlling the protection circuit through open-circuit operation; and in response to the current speed being greater than or equal to the preset speed, determining the second control strategy as controlling the protection circuit through short-circuit operation.

[0062] The aforementioned preset speed can be a motor speed threshold set in advance according to specific circumstances, used to determine the operation of the protection circuit.

[0063] In one optional embodiment, after determining the first control strategy, a second control strategy is determined based on the current speed of the motor. When the current speed of the motor is less than a preset speed, the second control strategy is determined to control the protection circuit through open-circuit operation. When the current speed of the motor is greater than or equal to the preset speed, the second control strategy is determined to control the protection circuit through short-circuit operation.

[0064] It should be noted that when the motor operates at high speeds, if it enters open-circuit protection mode, the back electromotive force (EMF) generated by the motor is higher than the bus voltage. This back EMF is rectified and fed back to the high-voltage battery through the freewheeling diode, forming a closed loop. At this time, a large braking torque is generated at the motor terminals. Simultaneously, this uncontrolled passive rectification causes the motor's back EMF to cause significant impact damage to components connected to the DC bus, such as bus capacitors and high-voltage filters. When the motor operates at low speeds, if it enters open-circuit protection mode, the back EMF generated by the motor is lower than the bus voltage. It cannot be rectified and fed back to the high-voltage battery through the freewheeling diode, and therefore cannot form a closed loop. At this time, the motor operates under no-load conditions. In this case, the motor's back EMF will not cause impact damage to components connected to the DC bus.

[0065] Meanwhile, short-circuit operation should not be run for a long time. When the motor speed has dropped below the preset speed, the short-circuit operation should be turned off in time to avoid generating a large braking torque at low motor speeds, which could cause safety hazards. Figure 6This is a schematic diagram of an optional short-circuit operating braking torque according to an embodiment of the present invention, such as... Figure 6 As shown, the horizontal axis represents motor speed, and the vertical axis represents braking torque. At lower motor speeds, short-circuit operation generates a larger braking torque. However, at high motor speeds, it does not generate a large braking torque. Therefore, short-circuit operation can be used when the motor speed is high. Open-circuit operation must be performed at lower motor speeds. Figure 7 This is a schematic diagram illustrating an optional open-circuit operation speed versus torque relationship according to an embodiment of the present invention, as shown below. Figure 7 As shown, the horizontal axis represents the motor speed, and the vertical axis represents the motor's negative torque. The higher the motor speed, the greater the motor's negative torque. Figure 8 This is a schematic diagram illustrating the relationship between an optional control strategy and rotational speed according to an embodiment of the present invention, such as... Figure 8 As shown, the horizontal axis represents motor speed, and the vertical axis represents motor torque. The dashed line represents the relationship between open-circuit operation speed and torque, which is converted to the relationship between short-circuit operation and torque. The motor uses a short-circuit protection circuit at high speeds and an open-circuit protection circuit at low speeds. Therefore, when the motor is running at high speeds, it is best not to directly enter open-circuit operation, but rather to use short-circuit operation to release the energy generated by the high speed of the motor, ensuring vehicle safety. The protection circuit combines the first and second control strategies to improve vehicle driving safety.

[0066] Optionally, the method further includes: scaling the bus voltage proportionally based on the first voltage divider resistor to obtain a first scaled voltage, wherein the first scaled voltage is a voltage within the withstand voltage range of the first comparator; comparing the first scaled voltage and a reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used to indicate whether the first scaled voltage is less than the reference voltage; determining that the back electromotive force is less than the bus voltage in response to the comparison result that the first scaled voltage is less than the reference voltage; and determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result that the first scaled voltage is greater than or equal to the reference voltage.

[0067] The aforementioned first voltage-dividing resistor can be a voltage-dividing resistor connected to the first comparator, serving to divide the voltage when the total voltage remains constant. Alternatively, it can be a device capable of proportionally scaling the bus voltage to within the voltage withstand range of the first comparator, including but not limited to: a first resistor and a second resistor, with the first resistor and the second resistor connected in series. The first comparator can be a circuit or device capable of comparing voltage magnitudes. The voltage withstand range can be the pressure range that the first comparator can withstand.

[0068] The first scaled voltage mentioned above can be the voltage magnitude after scaling the bus voltage proportionally.

[0069] The aforementioned reference voltage can be a voltage value set according to specific circumstances, or it can be a reference voltage used to determine whether the back electromotive force is too high.

[0070] The comparison result mentioned above can be the result of comparing the first scaled voltage with the reference voltage, including but not limited to: the first scaled voltage is less than the reference voltage, or the first scaled voltage is greater than or equal to the reference voltage.

[0071] In one alternative embodiment, Figure 9 This is a schematic diagram of an optional first voltage divider resistor scaling circuit according to an embodiment of the present invention, as shown below. Figure 9 As shown, R1 is the first resistor, R2 is the second resistor, COMP1 is the first comparator, VREF1 is the reference voltage, OUT1 is the comparison result, POWER is the on / off switch, and GND_UB is the ground line of the circuit. After obtaining the comparison result between the first scaled voltage and the reference voltage, the first comparator outputs it from OUT1. The first voltage divider resistor proportionally compresses the bus voltage into the withstand voltage range of the first comparator, obtaining the first scaled voltage. The first comparator compares the first scaled voltage with the reference voltage. If the first scaled voltage is less than the reference voltage, it determines that the back electromotive force (EMF) is less than the bus voltage. If the first scaled voltage is greater than or equal to the bus voltage, it determines that the back EMF is greater than or equal to the bus voltage.

[0072] Optionally, the method further includes: scaling the first phase voltage and the second phase voltage of the motor proportionally based on the second voltage divider resistor to obtain a first scaled phase voltage and a second scaled phase voltage, wherein the first scaled phase voltage and the second scaled phase voltage are voltages within the withstand voltage range of the second comparator; comparing the first scaled phase voltage and the second scaled phase voltage based on the second comparator to obtain the target number of pulses of the motor per unit time; determining that the current speed is less than the preset speed in response to the target number being less than the preset number; and determining that the current speed is greater than or equal to the preset speed in response to the target number being greater than or equal to the preset number.

[0073] The aforementioned second voltage divider resistor can be a voltage divider resistor connected to the second comparator, or it can be a device that can proportionally scale the first phase voltage and the second phase voltage of the motor, including but not limited to: a third resistor, a fourth resistor, a fifth resistor, and a sixth resistor, wherein the third resistor is connected in series with the fourth resistor, and the fifth resistor is connected in series with the sixth resistor.

[0074] The first phase voltage mentioned above can be the voltage between the live wire and the neutral wire, or it can be the voltage on the line between the third resistor and the fourth resistor.

[0075] The second phase voltage mentioned above can be the voltage between the live wire and the neutral wire, or it can be the voltage on the line between the fifth and sixth resistors.

[0076] The first scaled phase voltage mentioned above can be a phase voltage that is proportionally scaled from the first phase voltage. The second scaled phase voltage can be a phase voltage that is proportionally scaled from the second phase voltage. Both the first scaled phase voltage and the second scaled phase voltage are within the withstand voltage range of the second comparator.

[0077] The second comparator mentioned above can be a device or circuit that compares the first scaled phase voltage and the second scaled phase voltage.

[0078] The aforementioned pulse can be a brief, pulsating electrical shock in the motor, similar to a heartbeat.

[0079] The target number mentioned above can be the number of motor pulses per unit time.

[0080] The aforementioned preset number can be the number of pulses set in advance according to specific circumstances, used to determine the relationship between the current motor speed and the preset speed.

[0081] In one alternative embodiment, Figure 10 This is a schematic diagram of an optional second voltage divider resistor scaling circuit according to an embodiment of the present invention, as shown below. Figure 10 As shown, GND_UT and GND_NT are the live wires, R3 is the third resistor, R4 is the fourth resistor, R5 is the fifth resistor, R6 is the sixth resistor, and COMP2 is the second comparator. The first phase voltage is scaled proportionally by the third and fourth resistors to obtain the first scaled phase voltage. The second phase voltage is scaled proportionally by the fifth and sixth resistors to obtain the second scaled phase voltage. The second comparator compares the first and second scaled phase voltages to obtain the electrical cycle, and then obtains the target number of pulses of the motor per unit time. If the current target number is less than the preset number, the current speed is determined to be less than the preset speed; if the target number is greater than or equal to the preset number, the current speed is determined to be greater than or equal to the preset speed.

[0082] It should be noted that the comparison between the first and second scaled phase voltages yields the power-on cycle. Figure 11 This is a schematic diagram illustrating an optional relationship between a first scaled phase voltage and a second scaled phase voltage according to an embodiment of the present invention, as shown below. Figure 11 As shown, the horizontal axis represents time t, and the vertical axis represents the electromotive force E. U For the first scaled phase voltage, e W The second scaling phase voltage is represented by the thin solid line, and the electrical period is represented by the thin solid line. The electrical period is determined based on the intersection points of the curves showing the changes in the first and second scaling phase voltages. Figure 12 This is a schematic diagram of an optional electrical cycle according to an embodiment of the present invention, such as... Figure 12As shown, the upper part represents the high-speed signal, and the lower part represents the low-speed signal. The motor speed is higher when there are more pulses per unit time, and the motor speed is lower when there are fewer pulses per unit time. By setting an appropriate threshold through experimental calibration, the relationship between the current motor speed and the preset speed can be determined by comparing the target number of pulses per unit time with the preset number, and then the second control strategy can be determined.

[0083] Optionally, obtaining the motor's bus voltage includes: obtaining the current charge level of the power battery in the vehicle; and determining the bus voltage based on the current charge level.

[0084] The current battery level mentioned above can be the current battery level.

[0085] In one optional embodiment, the current charge level of the power battery is determined based on data from the vehicle bus, and the current charge level can be determined as the current voltage. The bus voltage is not a fixed value because the battery voltage is related to the current charge level; the bus voltage is highest when the battery is fully charged and lower when the charge level is low. Therefore, the bus voltage threshold must be carefully considered to avoid setting it too high, resulting in long execution times and slow start-up times that could cause the system to fail to protect itself. At the same time, it cannot be set too low to avoid frequent normal voltage fluctuations affecting the overall vehicle handling experience. This threshold needs to be obtained through experimental calibration.

[0086] Optionally, fault handling of the protection circuit based on the first control strategy and the second control strategy to obtain a fault handling result includes: responding to the first control strategy by controlling the protection circuit through hardware, supplying power to the hardware based on the backup power supply, so that the protection circuit is fault handled through the hardware and the second control strategy to obtain a fault handling result.

[0087] The aforementioned backup power supply can be a power source that provides power to hardware functions.

[0088] In one optional embodiment, when the first control strategy is to control the protection circuit through hardware, the power supply for the hardware function comes from the backup power supply, and the control is achieved by drawing power from the high voltage source, so that it can still work even if the low voltage harness falls off.

[0089] Figure 13 This is a flowchart of an optional motor fault handling method according to an embodiment of the present invention, such as... Figure 13 As shown, the steps of this method are as follows:

[0090] Step S1301: Real-time monitoring of motor data.

[0091] Step S1302: Adjust the control strategy in real time based on motor data.

[0092] Step S1303: Determine that the motor data is stable within a safe range.

[0093] Example 2

[0094] According to another aspect of the present invention, a motor fault handling device is also provided. This device can execute the motor fault handling method in the above embodiments. The specific implementation and preferred application scenarios are the same as those in the above embodiments, and will not be described in detail here.

[0095] Figure 14 This is a schematic diagram of a motor fault handling device according to an embodiment of the present invention, as shown below. Figure 14 As shown, the device includes the following components: an acquisition module 140, a first determination module 142, a second determination module 144, and a fault handling module 146.

[0096] The acquisition module 140 is used to acquire the back electromotive force, bus voltage and current speed of the motor in response to receiving a fault command from the motor in the vehicle.

[0097] The first determining module 142 is used to determine the first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used to represent the control of the protection circuit corresponding to the motor by software or hardware.

[0098] The second determining module 144 is used to determine a second control strategy for the protection circuit based on the current speed and the preset speed, wherein the second control strategy is used to indicate that the protection circuit is controlled by short-circuit operation or open-circuit operation.

[0099] The fault handling module 146 is used to perform fault handling on the protection circuit based on the first control strategy and the second control strategy, and obtain the fault handling result.

[0100] Optionally, the first determining module includes: a first determining unit, configured to determine a first control strategy of controlling the protection circuit via software in response to a back electromotive force being less than the bus voltage; and a second determining unit, configured to determine a first control strategy of controlling the protection circuit via hardware in response to a back electromotive force being greater than or equal to the bus voltage.

[0101] Optionally, the second determining module includes: a third determining unit, configured to determine the second control strategy as controlling the protection circuit through open-circuit operation in response to the current speed being less than the preset speed; and a fourth determining unit, configured to determine the second control strategy as controlling the protection circuit through short-circuit operation in response to the current speed being greater than or equal to the preset speed.

[0102] Optionally, the first determining module further includes: a first scaling unit, configured to scale the bus voltage proportionally based on the first voltage divider resistor to obtain a first scaled voltage, wherein the first scaled voltage is a voltage within the withstand voltage range of the first comparator; a first comparison unit, configured to compare the first scaled voltage and a reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result indicates whether the first scaled voltage is less than the reference voltage; a fifth determining unit, configured to determine that the back electromotive force is less than the bus voltage in response to the comparison result that the first scaled voltage is less than the reference voltage; and a sixth determining unit, configured to determine that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result that the first scaled voltage is greater than or equal to the reference voltage.

[0103] Optionally, the second determining module further includes: a second scaling unit, used to scale the first phase voltage and the second phase voltage of the motor proportionally based on the second voltage divider resistor to obtain a first scaled phase voltage and a second scaled phase voltage, wherein the first scaled phase voltage and the second scaled phase voltage are voltages within the withstand voltage range of the second comparator; a second comparison unit, used to compare the first scaled phase voltage and the second scaled phase voltage based on the second comparator to obtain the target number of pulses of the motor per unit time; a seventh determining unit, used to determine that the current speed is less than a preset speed in response to the target number being less than a preset number; and an eighth determining unit, used to determine that the current speed is greater than or equal to a preset speed in response to the target number being greater than or equal to a preset number.

[0104] Optionally, the acquisition module includes: a first acquisition unit for acquiring the current charge level of the power battery in the vehicle; and a ninth determination unit for determining the bus voltage based on the current charge level.

[0105] Optionally, the fault handling module includes: a power supply unit, used to supply power to the hardware based on a backup power supply in response to a first control strategy that controls the protection circuit through hardware, so that the protection circuit is fault-handled through hardware and a second control strategy to obtain a fault handling result.

[0106] Example 3

[0107] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the processor of the device to execute the motor fault handling method of the above embodiment.

[0108] Example 4

[0109] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; and, when the one or more programs are executed by the one or more processors, causing the one or more processors to perform the motor fault handling method of the above embodiments.

[0110] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0111] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0112] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0113] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0114] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0115] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0116] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method of handling a fault of an electric machine, characterized in that The method comprises: in response to receiving a fault instruction of a motor in a vehicle, acquiring back electromotive force, bus voltage and current rotating speed of the motor; determining a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used to control a protection circuit corresponding to the motor through software or hardware, and the software is used to protect the motor from damage and prevent the control system from being damaged; determining a second control strategy of the protection circuit based on the current rotating speed and a preset rotating speed, wherein the second control strategy is used to control the protection circuit through short-circuit operation or open-circuit operation; performing fault processing on the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result; wherein, based on the first control strategy and the second control strategy, the fault processing on the protection circuit is performed to obtain the fault processing result, which comprises: when it is determined that the first control strategy is software control and the second control strategy is open-circuit operation, the control system performs software open-circuit control; when it is determined that the first control strategy is software control and the second control strategy is short-circuit operation, the control system performs software short-circuit control; when it is determined that the first control strategy is hardware control and the second control strategy is open-circuit operation, the control system performs hardware open-circuit control; and when it is determined that the first control strategy is hardware control and the second control strategy is short-circuit control, the control system performs hardware open-circuit short-circuit control to perform fault processing on the protection circuit to obtain the fault processing result.

2. The fault handling method of an electric machine according to claim 1, characterized in that, determining the first control strategy of the motor based on the back electromotive force and the bus voltage, which comprises: in response to the back electromotive force being less than the bus voltage, determining that the first control strategy is to control the protection circuit through the software; in response to the back electromotive force being greater than or equal to the bus voltage, determining that the first control strategy is to control the protection circuit through the hardware.

3. The fault handling method of an electric machine according to claim 1, characterized in that, determining the second control strategy of the protection circuit based on the current rotating speed and the preset rotating speed, which comprises: in response to the current rotating speed being less than the preset rotating speed, determining that the second control strategy is to control the protection circuit through open-circuit operation; in response to the current rotating speed being greater than or equal to the preset rotating speed, determining that the second control strategy is to control the protection circuit through short-circuit operation.

4. The fault handling method of an electric machine according to claim 2, characterized in that, The method further comprises: scaling the bus voltage by a first voltage dividing resistor to obtain a first scaled voltage, wherein the first scaled voltage is a voltage in a voltage withstand interval of a first comparator; comparing the first scaled voltage and a reference voltage based on the first comparator to obtain a comparison result, wherein the comparison result is used to indicate whether the first scaled voltage is less than the reference voltage, and the reference voltage is a voltage size preset for judging the size relationship between the back electromotive force and the bus voltage. determining that the back electromotive force is less than the bus voltage in response to the comparison result being the first scaled voltage being less than the reference voltage; determining that the back electromotive force is greater than or equal to the bus voltage in response to the comparison result being the first scaled voltage being greater than or equal to the reference voltage.

5. The fault handling method of an electric machine according to claim 3, characterized in that, The method further comprises: scaling, by a second voltage dividing resistor, first and second phase voltages of the motor to obtain first and second scaled phase voltages, wherein the first and second scaled phase voltages are voltages in a voltage withstand range of a second comparator; comparing, by the second comparator, the first and second scaled phase voltages to obtain a target number of pulses of the motor in a unit time; determining that the current rotational speed is less than the preset rotational speed in response to the target number being less than a preset number; determining that the current rotational speed is greater than or equal to the preset rotational speed in response to the target number being greater than or equal to the preset number.

6. The fault handling method of an electric machine according to claim 1, characterized in that, obtaining a bus voltage of the motor, comprising: obtaining a current power of a power battery in the vehicle; determining the bus voltage based on the current power.

7. The fault handling method of an electric machine according to claim 1, characterized in that, processing a fault of the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result, comprising: in response to the first control strategy being to control the protection circuit by the hardware, supplying power to the hardware based on a backup power supply, so that the protection circuit is processed for the fault by the hardware and the second control strategy to obtain the fault processing result.

8. A fault handling apparatus for an electric machine, characterized by comprising: an obtaining module, configured to obtain a back electromotive force, a bus voltage, and a current rotational speed of a motor in a vehicle in response to receiving a fault instruction of the motor; a first determining module, configured to determine a first control strategy of the motor based on the back electromotive force and the bus voltage, wherein the first control strategy is used to indicate that a protection circuit corresponding to the motor is controlled by software or hardware, and the software is used to indicate a software control system that protects the motor from damage; a second determining module, configured to determine a second control strategy of the protection circuit based on the current rotational speed and a preset rotational speed, wherein the second control strategy is used to indicate that the protection circuit is controlled by a short-circuit operation or an open-circuit operation; a fault processing module, configured to process a fault of the protection circuit based on the first control strategy and the second control strategy to obtain a fault processing result. The fault processing module is further configured to: when it is determined that the first control strategy is software control and the second control strategy is open circuit operation, the control system performs software open circuit control; when it is determined that the first control strategy is software control and the second control strategy is short circuit operation, the control system performs software short circuit control; when it is determined that the first control strategy is hardware control and the second control strategy is open circuit operation, the control system performs hardware open circuit control; and when it is determined that the first control strategy is hardware control and the second control strategy is short circuit control, the control system performs hardware short circuit control, so as to perform fault processing on the protection circuit and obtain the fault processing result.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored program, wherein the program, when executed, controls a processor of the device to execute the motor fault processing method of any one of claims 1 to 7.

10. A vehicle characterized by comprising: comprising: one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors execute the motor fault processing method of any one of claims 1 to 7.

Images