Method and system for safe operation and control of electric motors in electric vehicles

Abstract

A method for safely operating and controlling an electric motor in an electric vehicle is provided. The method includes the steps of: obtaining first battery power information provided by a BMS when the vehicle is running; measuring second battery power information according to motor torque depending on the driver's pedal opening in each driving condition; comparing the first battery power information with the second battery power information with each other; determining whether the motor is abnormal based on the comparison result; and when the motor is determined to be abnormal, performing control of gradually limiting the motor output.

Description

Technical Field

[0001] This disclosure relates to methods and systems for the safe operation and control of electric motors in electric vehicles. Background Technology

[0002] Techniques for preventing sudden engine output due to controller malfunction have been applied to existing internal combustion engine (gasoline or diesel) vehicles. However, the development of methods for limiting motor output (i.e., the power source associated with electric vehicles (electric cars, electric two-wheelers, electric scooters, etc.)) is still insufficient.

[0003] If the output of the motor (i.e., the power source of the electric vehicle) is excessively contrary to the driver's intentions, the driver may face a dangerous situation. Therefore, a solution is needed to bring the driver into a safe state by detecting and appropriately controlling abnormal situations. Summary of the Invention

[0004] Technical issues

[0005] The purpose of this disclosure is a method and system for the safe operation and control of an electric motor in an electric vehicle, which guides the driver into a safe state by real-time monitoring when the motor output is excessively opposite to the torque required in the VCU when the MCU controller has an internal fault or abnormal control state.

[0006] However, the purpose of this disclosure to be achieved is not limited to the above-mentioned purposes, and other purposes may exist.

[0007] Technical solution

[0008] To achieve the above objectives, a method for safe operation and control of an electric motor in an electric vehicle according to a first aspect of this disclosure includes: calculating first battery power information provided by a BMS while the vehicle is in motion; measuring second battery power information based on the motor torque at each pedal opening caused by the driver for each driving situation; comparing the first battery power information and the second battery power information; determining whether the motor is abnormal based on the comparison result; and when the motor is determined to be abnormal, performing control to gradually limit the output of the motor.

[0009] In some embodiments of this disclosure, calculating the first battery power information provided by the BMS when the vehicle is in motion may include calculating the first battery power information based on the current and voltage information provided by the BMS.

[0010] In some embodiments of this disclosure, for each driving situation, measuring the second battery power information based on the motor torque for each pedal opening by the driver may include: calculating the second battery power information for zero torque control when the pedal opening caused by the driver is in a released state under non-regenerative braking conditions. Determining whether the motor is malfunctioning based on the comparison result may include: determining that the motor is malfunctioning when the first battery power information is greater than the second battery power information by a predetermined critical range.

[0011] In some embodiments of this disclosure, measuring the second battery power information based on the motor torque at each pedal opening caused by the driver for each driving situation may include: calculating the second battery power information under regenerative braking state when the pedal opening is in the released state. Determining whether the motor is abnormal based on the comparison result may include: determining that the motor is abnormal when the second battery power information is less than 0 and the first battery power information is greater than 0.

[0012] In some embodiments of this disclosure, measuring the second battery power information based on the motor torque of each pedal opening caused by the driver for each driving situation may include: measuring the second battery power information for each driving situation corresponding to at least one of the following: remaining battery charge after charging, degree of degradation, maximum output information, battery cell temperature, motor temperature, and road slope.

[0013] Some embodiments of this disclosure may further include: calculating first acceleration information measured during vehicle operation based on at least one of a torque meter, a speed sensor, and an acceleration sensor; measuring second acceleration information based on the amount of change in pedal opening caused by the driver for each driving situation; comparing the second acceleration information with the first acceleration information; and determining whether the motor is malfunctioning based on the comparison result.

[0014] In some embodiments of this disclosure, when the motor is determined to be abnormal, controlling the gradual limitation of the motor's output may include: performing primary control by the MCU to limit the output torque of the motor.

[0015] In some embodiments of this disclosure, when the motor is determined to be abnormal, the control of gradually limiting the output of the motor may include: after performing primary control, performing secondary control to block the power of the battery pack when the motor torque is greater than a preset threshold.

[0016] In some embodiments of this disclosure, when the motor is determined to be abnormal, the control of progressively limiting the output of the motor may include: performing a third-level control that limits the start of the vehicle when the vehicle is stopped, after performing secondary control.

[0017] In some embodiments of this disclosure, performing three-level control may include: increasing the error count of abnormal motor states, resetting the MCU after the vehicle stops, and allowing the vehicle to restart when the MCU reset is complete.

[0018] In some embodiments of this disclosure, allowing the vehicle to restart when the MCU reset is complete may include limiting the required torque for each degree of pedal opening caused by the driver, such that the required torque decreases according to the error count as the error count increases.

[0019] Furthermore, a system for safe operation and control of an electric motor in an electric vehicle according to a second aspect of this disclosure includes: a memory storing a program for determining whether the electric motor is malfunctioning based on battery power information and limiting the motor output accordingly; and a processor configured to execute the program stored in the memory. The processor calculates first battery power information provided by the BMS during vehicle operation, measures second battery power information based on the motor torque at each pedal opening caused by the driver for each driving situation, determines whether the motor is malfunctioning by comparing the first battery power information and the second battery power information, and, when the motor is determined to be malfunctioning, performs control to progressively limit the motor output.

[0020] To achieve the above objectives, a computer program according to another aspect of this disclosure is combined with a computer (i.e., hardware) to perform a method for safe operation and control of an electric motor in an electric vehicle, and is stored in a computer-readable recording medium.

[0021] Other details of this disclosure are included in the detailed description and accompanying drawings.

[0022] Beneficial effects

[0023] According to the above embodiments of this disclosure, when the motor output is excessively generated in the MCU controlling the motor in an electric vehicle or in the motor itself, damage to the battery or MCU can be minimized by gradually limiting the control of the motor output, and driver safety can be ensured.

[0024] The effects of this disclosure that can be obtained are not limited to those described above, and other effects not described above can be clearly understood by those skilled in the art from the following description. Attached Figure Description

[0025] Figure 1a and Figure 1b This is a flowchart of a method for safely operating and controlling an electric motor according to a first embodiment of the present disclosure.

[0026] Figure 2a and Figure 2bThis is a flowchart of a method for safely operating and controlling an electric motor according to a second embodiment of the present disclosure.

[0027] Figure 3a and Figure 3b This is a diagram illustrating the detailed structure of a system for the safe operation and control of an electric motor according to the first and second embodiments of this disclosure.

[0028] Figure 4 This is a diagram illustrating the relationship between battery power information and RPM in the first and second embodiments of this disclosure.

[0029] Figure 5 This is a block diagram of a system for the safe operation and control of an electric motor according to embodiments of the present disclosure. Detailed Implementation

[0030] The advantages and features of this disclosure, as well as the methods for achieving such advantages and features, will become apparent from the embodiments described in detail below with reference to the accompanying drawings. However, this disclosure is not limited to the embodiments disclosed below, but can be implemented in various different forms. The embodiments are provided merely to fully inform those skilled in the art of the scope of this disclosure. This disclosure is defined only by the claims.

[0031] The terminology used in this specification is for describing embodiments and is not intended to limit this disclosure. In this specification, singular expressions include plural expressions unless explicitly defined otherwise in the context. The terms “comprising” and / or “including” as used in this specification do not exclude the presence or addition of one or more other components besides those mentioned. Throughout the specification, the same reference numerals denote the same components. “And / or” includes each of the mentioned components and all combinations of one or more of the mentioned components. Although the terms “first,” “second,” etc., are used to describe various components, these components are not limited by these terms. These terms are used only to distinguish one component from another. Therefore, within the technical spirit of this disclosure, a first component referred to below may be a second component.

[0032] Unless otherwise defined, all terms used in this specification (including technical and scientific terms) are to be understood in the manner commonly understood by one of ordinary skill in the art to which this disclosure pertains. Furthermore, unless otherwise specifically defined, terms as defined in commonly used dictionaries are not to be interpreted as ideal or overly formal.

[0033] This disclosure relates to methods and systems for the safe operation and control of electric motors.

[0034] Typically, an electric vehicle consists of a battery, a motor, an inverter, and controllers (Vehicle Control Unit (VCU), Motor Control Unit (MCU), and Battery Management System (BMS)). This type of electric vehicle receives the user's output intention via sensors or pedal opening, and transmits the desired output value to the MCU via the VCU using methods such as torque or current control. The MCU then drives the motor using current, voltage, etc., supplied by the battery.

[0035] In this context, the purpose of embodiments of the present invention is to bring the driver into a safe state by monitoring in real time, when the MCU controller has an internal fault or abnormal control state, the occurrence of unwanted and excessive motor output without regard to the torque output requested by the VCU.

[0036] In the following text, refer to Figures 1a to 4 A method for safely operating and controlling an electric motor according to embodiments of the present disclosure is described.

[0037] Figure 1a and Figure 1b This is a flowchart of a method for safely operating and controlling an electric motor according to a first embodiment of the present disclosure. Figure 2a and Figure 2b This is a flowchart of a method for safely operating and controlling an electric motor according to a second embodiment of the present disclosure. Figure 3a and Figure 3b This is a diagram illustrating the detailed structure of a system for the safe operation and control of an electric motor according to the first and second embodiments of this disclosure.

[0038] at the same time, Figures 1a to 2b Each of the steps shown can be understood as being performed by the system 100 for safe operation and control of the electric motor, and more preferably by the VCU, but this disclosure is not substantially limited thereto. Such embodiments of this disclosure can be applied substantially to all mobility products, each comprising a battery, motor, inverter, and controller.

[0039] In addition to the case where the VCU and MCU are provided separately, embodiments of this disclosure can be implemented as an integrated controller in which the VCU and MCU are already integrated. In this case, the functions of the VCU and MCU can be implemented independently in a multi-core system.

[0040] This disclosure enables the driver to enter a safe state by detecting abnormal motor torque in the event of a fault in the electric vehicle system. Examples of such fault conditions may include: 1) the MCU is in an abnormal state, but its output value is transmitted normally; 2) the VCU requests the required torque that normally reflects the driver's intention (setting the required torque at the accelerator pedal opening), but the MCU outputs excessive torque compared to the required torque (the MCU is partially unable to control the motor); and 3) the VCU and MCU are normal, but the motor torque is excessively output, and the motor torque excessively consumes battery power without MCU intervention.

[0041] To detect such fault conditions, in embodiments of this disclosure, the VCU can determine whether the motor's speed or torque is abnormal based on sensor information input to the VCU or information provided by the BMS rather than by the MCU.

[0042] As a method for detecting motor malfunctions, this disclosure uses battery power information to detect motor malfunctions. Specifically, battery power information, which controls motor torque based on motor revolutions, is measured and obtained in advance, and then used as a determination criterion. Typically, a motor has torque output characteristics for each revolution. The battery power used in this case also has predetermined characteristic values ​​for each driving condition.

[0043] Specifically, in the case of zero-torque control where the required torque is not present, the motor only generates a back electromotive force to control each revolution. The battery power used in this case can have a fixed value, as the battery power is unique to each motor.

[0044] The VCU obtains this reference battery power information, calculates the battery power information based on the battery current and voltage transmitted in real time by the BMS while the vehicle is in motion, and monitors whether the motor is abnormal by determining whether the motor torque is excessively outputting contrary to the driver's intention by comparing the final result between the battery power information and the reference value. It can also bring the driver into a safe state through fault response.

[0045] Furthermore, in embodiments of this disclosure, acceleration information can be used in addition to battery power information as a method for detecting whether the motor is malfunctioning. Motor malfunction can be detected by using a dual design of sensors reflecting the driver's intention (pedal sensor and its opening degree), and by assessing whether the sensors are functioning correctly, the state of the pedal opening, acceleration or the amount of acceleration change extracted from a torque meter sensor or G-sensor, the amount of speed change (such as instantaneous acceleration based on a speed sensor), or, for example, by converting GPS speed and comparing it with motor torque when GPS information is available. The second embodiment of this disclosure describes in detail the use of such information to detect motor malfunction.

[0046] Meanwhile, the first embodiment of this disclosure pertains to electric vehicles offered at a low price. If changes in external speed cannot be detected, motor malfunctions can be detected using only battery power information specific to each driving situation.

[0047] Reference Figure 1a and Figure 1b In the method for safe operation and control of an electric motor according to the first embodiment of the present disclosure, firstly, the entry conditions for detecting the motor torque of the electric vehicle are checked (S105).

[0048] In this embodiment, the entry conditions include a normal pedal voltage series resonant converter (SRC) status, vehicle startup, absence of system safety monitoring-related fault conditions, and absence of communication errors related to the VCU or BMS. Each condition must be met.

[0049] Next, the first battery power information provided by the BMS is calculated while the vehicle is in motion (S110). In this case, the first battery power information can be calculated based on the current and voltage provided by the BMS in real time.

[0050] This disclosure proposes a method for setting data based on the characteristics of the motor when the pedal is depressed (ON) and released (OFF) while the vehicle is in motion.

[0051] In an embodiment, when the pedal opening is in the released state (S115 - Yes) and the electric vehicle is not in the regenerative braking state (S120 - Yes), the second battery power information is measured based on the motor torque of each pedal opening caused by the driver for each driving situation (S125).

[0052] When the pedal is released, the battery power supplied to the motor drops to the zero-torque control level at the moment the pedal is released. At this point, for each motor revolution, the time taken for the battery power to drop to the zero-torque control level is measured. Furthermore, by using the measured time, and by measuring the moment the pedal is released during driving, it is possible to check in real time whether the battery power returns to the zero-torque control level within an arbitrary set time, thus detecting the release of motor torque.

[0053] When an electric vehicle enters regenerative braking, if the motor torque generates a force in the direction of battery discharge, motor torque oscillation can be determined. That is, in embodiments of this disclosure, when the VCU requests oscillation or regenerative braking from the motor via the MCU, the motor torque can be monitored using real-time battery direction and power for each battery discharge or charging condition.

[0054] Next, the power information of the first battery and the power information of the second battery are compared (S130). Based on the comparison result, it is determined whether the motor is abnormal (S135).

[0055] In this embodiment, the motor can be identified as malfunctioning when the first battery power information is greater than the second battery power information by a predetermined critical range. That is, when the first battery power information transmitted in real time is greater than the second battery power information used as a reference value, a motor malfunction can be determined.

[0056] Next, when a motor malfunction is detected (S135), control is executed to gradually limit the motor output (S140).

[0057] In this disclosure, when a motor malfunction is detected, motor output limiting control is executed to bring the electric vehicle to a safe state. In embodiments of this disclosure, control is executed to gradually limit the motor output because cutting off battery power from the moment a fault is detected could cause damage to the motor or components within the MCU controller.

[0058] First, when a motor malfunction is detected, primary control (S141) is executed by the MCU to limit the motor torque output. According to the primary control, if the motor control function of the MCU is functioning normally, the motor output can be limited before the battery is disconnected. If the motor output can be limited (S142 - Yes), the vehicle is allowed to restart when it subsequently stops, and the limitation on the motor torque is released when the vehicle restarts (S143).

[0059] Even after primary control is executed, if the motor is detected to have a value greater than a preset threshold, secondary control (S144) is executed to block the battery pack power. In other words, even after primary control is executed, if the motor torque is excessively output, it is determined that the MCU is no longer functioning. Therefore, the battery pack power is blocked via an internal control sequence of the VCU or a direct instruction from the BMS controller.

[0060] After executing the secondary control, the third-level control, which restricts vehicle startup when the vehicle is stopped, is executed (S145). When the third-level control is executed, the error count for abnormal motor states is incremented (S146). After the vehicle stops, the user is guided to operate the electric vehicle after resetting the MCU via the ON / OFF button (S147). Furthermore, when the MCU reset is complete, the vehicle restart is allowed again (S148).

[0061] In this scenario, if vehicle restart is permitted when the MCU reset completes, the control is configured to determine the motor's output torque based on the error count. That is, in embodiments of this disclosure, the required torque for each pedal opening caused by the driver can be limited to decrease according to the error count as the error count increases. For example, step-by-step limiting control is implemented such that when an error first occurs before level three control, the output is limited to only 70% of the required torque on the next drive; when the error subsequently occurs twice, the output is limited to only 50% of the required torque; and if the error subsequently occurs three times, vehicle start-up is restricted. In this case, for safety, whether the torque is normalized at each step can be set based on the developer's or customer's choice.

[0062] In the second embodiment of this disclosure, unlike the first embodiment, in addition to the first battery power information, acceleration information can also be measured by the amount of change in pedal opening based on each driving situation. The acceleration information is used as a predicted value, and the predicted value is compared with the real-time change in acceleration to detect whether the motor torque is abnormal, thereby more accurately detecting whether the motor torque is abnormal.

[0063] Reference Figure 2a and Figure 2b In the method for safe operation and control of an electric motor according to the second embodiment of the present disclosure, firstly, the entry conditions for detecting the motor torque of the electric vehicle are checked (S205).

[0064] In this embodiment, as in the first embodiment, the entry conditions include a normal pedal voltage series resonant converter (SRC) status, vehicle startup, absence of system safety monitoring-related fault conditions, and absence of communication errors related to the VCU or BMS. Each condition must be met. Additionally, the status of the wheel sensors or GPS sensors must meet the normal condition.

[0065] Next, the first battery power information provided by the BMS while the vehicle is in motion is calculated (S210). In this case, the first battery power information is calculated based on the current and voltage provided by the BMS in real time.

[0066] Furthermore, in step S210, acceleration information measured during driving is calculated. That is, first acceleration information is calculated based on at least one of the torque meter, speed sensor, and acceleration sensor measured while the vehicle is in motion. In this case, the first acceleration information may be the amount of acceleration change over a predetermined time.

[0067] Next, the state of the pedal opening caused by the driver is checked. When the pedal opening state is in the depressed state (S215-Yes), the second battery power information based on the motor torque of each pedal opening caused by the driver for each driving situation is measured (S220).

[0068] In this case, the second battery power information for each driving situation represents information corresponding to at least one of the following: remaining battery charge after charging, degree of degradation, maximum output information, battery cell temperature, motor temperature, and road slope.

[0069] In addition, in step S220, second acceleration information is measured based on the amount of change in pedal opening caused by the driver for each driving situation.

[0070] Next, the first battery power information and the second battery power information are compared (S225). Based on the comparison result, it is determined whether the motor is malfunctioning (S235). Furthermore, in step S225, it is possible to determine whether the motor is malfunctioning by comparing the first acceleration information and the second acceleration information (S230).

[0071] In this embodiment, the motor can be identified as abnormal when the first battery power information is greater than the second battery power information by a preset critical range. That is, when the real-time transmitted first battery power information is greater than the second battery power information used as a reference value, the motor can be determined to be abnormal.

[0072] In addition, the level of acceleration change based on pedal changes can be checked by comparing it with acceleration information, and the motor can be checked for abnormalities based on whether the RPM is abnormal.

[0073] Simultaneously, in step S215, when the pedal opening state caused by the driver is released (S215-No) and the electric vehicle is not in a regenerative braking state (S240-Yes), it is checked whether the electric vehicle is controlled in the discharge direction (S225). In this case, if the first battery power information transmitted in real time is greater than the second battery power information used as a reference value due to an abnormality in the battery discharge level, it can be determined that the motor is abnormal.

[0074] Furthermore, in step S215, when the pedal opening caused by the driver is released (S215-No) and the electric vehicle is in regenerative braking state (S240-N), battery power should not be generated in the discharge direction. Therefore, when the second battery power information is less than 0 and the first battery power information is greater than 0, the motor can be determined to be abnormal (S245).

[0075] Next, when the motor is determined to be abnormal (S235), control is executed to gradually limit the motor output (S250).

[0076] First, when a motor malfunction is detected, primary control (S251) is executed by the MCU to limit the motor torque output. According to the primary control, if the motor control function of the MCU is functioning normally, the motor output can be limited before the battery is disconnected. If the motor output can be limited (S252 - Yes), the vehicle is allowed to restart when it subsequently stops, and the limitation on the motor torque is released when the vehicle restarts (S253).

[0077] Even after primary control is executed, if the motor is detected to have a value greater than a preset threshold, secondary control (S254) is executed to block the battery pack power. In other words, even after primary control is executed, if the motor torque is excessively output, it is determined that the MCU is no longer functioning. Therefore, the battery pack power is blocked via an internal control sequence of the VCU or a direct instruction from the BMS controller.

[0078] After executing the secondary control, the third-level control, which restricts vehicle startup when the vehicle is stopped, is executed (S255). When the third-level control is executed, the error count for abnormal motor states is incremented (S256). After the vehicle stops, the user is guided to operate the electric vehicle after resetting the MCU via the ON / OFF button (S257). Furthermore, when the MCU reset is complete, the vehicle restart is allowed again (S258).

[0079] In this scenario, if vehicle restart is permitted when the MCU reset completes, the control is configured to determine the motor's output torque based on the error count. That is, in embodiments of this disclosure, the torque required for each pedal opening caused by the driver can be limited to decrease according to the error count as the error count increases. For example, step-by-step limiting control is implemented such that when an error first occurs before level three control, the output is limited to only 70% of the required torque on the next drive; when the error subsequently occurs twice, the output is limited to only 50% of the required torque; and if the error subsequently occurs three times, vehicle start-up is restricted. In this case, for safety, whether the torque is normalized at each step can be set based on the developer's or customer's choice.

[0080] Figure 4 This is a diagram illustrating the relationship between battery power information and RPM in the first and second embodiments of this disclosure.

[0081] Furthermore, in the above description, each of S110 to S170 can be further divided into additional steps, or, according to the implementation examples of this disclosure, these steps can be combined into fewer steps. Additionally, some steps can be omitted if necessary, and the order of the steps can be changed. Moreover, although some content is omitted, reference... Figures 1a to 4 The content described can also be used as a reference. Figure 5 The content described.

[0082] Figure 5 This is a block diagram of a system 100 for safe operation and control of an electric motor according to an embodiment of the present disclosure.

[0083] A system 100 for safe operation and control of an electric motor according to an embodiment of the present disclosure includes a memory 110 and a processor 120.

[0084] The memory 110 stores a program for determining whether the electric motor is malfunctioning based on battery power information and limiting the motor output accordingly based on the determination result.

[0085] The processor 120 calculates first battery power information provided by the BMS when the vehicle is in motion by executing a program stored in the memory 110, and measures second battery power information based on the electric motor torque for each pedal opening caused by the driver for each driving situation. Furthermore, the processor 120 determines whether the motor is malfunctioning by comparing the first and second battery power information, and when an abnormal motor torque is determined, executes control to gradually limit the motor output.

[0086] The method for safely operating and controlling an electric motor according to embodiments of this disclosure can be implemented in the form of a program (or application) for execution in conjunction with a computer (i.e., hardware) and can be stored in a medium.

[0087] The aforementioned program may include code encoded in a computer language such as C, C++, Java, Ruby, or machine language, which can be read by the computer's processor (CPU) through the computer's device interface so that the computer can read the program and execute the methods implemented as the program. This code may include function code related to functions, defining the functions required to execute the methods, and may include control code related to the execution process required by the computer processor to execute the functions according to a given procedure. Furthermore, this code may include memory reference-related code, indicating which location (address number) in internal or external memory can reference additional information or media required by the computer processor to perform the function. Additionally, if the computer's processor needs to communicate with any other remote computer or server to perform the function, the code may also include communication-related code, indicating how the processor should communicate with any other remote computer or server using the computer's communication module, and what information or media needs to be sent and received during communication.

[0088] The storage medium in this method refers to a medium that stores data semi-permanently and is readable by a device, rather than a medium that stores data for a short period of time like a register, cache, or memory. Specifically, examples of storage media include ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage, etc., but this disclosure is not limited to these. That is, programs can be stored on various recording media on various servers accessible by a computer, or on various recording media on a user's computer. Furthermore, the medium can be distributed across computer systems connected via a network, and computer-readable code can be stored in a distributed manner on the medium.

[0089] The description in this disclosure is illustrative, and those skilled in the art to which this disclosure pertains will understand that this disclosure can be readily modified in other detailed forms without altering its technical spirit or essential characteristics. Therefore, it should be understood that the above embodiments are illustrative in all respects and not restrictive. For example, components described in the singular may be implemented in a distributed manner. Similarly, components described in a distributed manner may be implemented in a combined manner.

[0090] The scope of this disclosure is defined by the appended claims rather than by the detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalents shall be construed as being included within the scope of this disclosure.

Claims

1. A method for safely operating and controlling an electric motor in an electric vehicle, the method comprising: Calculate the first battery power information provided by the battery management system when the vehicle is in motion; The second battery power information is measured based on the motor torque of each pedal opening caused by the driver for each driving situation. Compare the first battery power information and the second battery power information; Based on the results of the comparison, determine whether the electric motor is malfunctioning; as well as When the electric motor is determined to be abnormal, control is performed to gradually limit the output of the electric motor.

2. The method according to claim 1, wherein, Calculating the first battery power information provided by the battery management system when the vehicle is in motion includes calculating the first battery power information based on the current and voltage information provided by the battery management system.

3. The method according to claim 1, wherein: For each driving situation, measuring the second battery power information based on the motor torque for each pedal opening by the driver includes: calculating the second battery power information for zero torque control when the pedal opening caused by the driver is in a released state under non-regenerative braking conditions, and... Determining whether the electric motor is abnormal based on the comparison results includes: determining that the electric motor is abnormal when the power information of the first battery is greater than the power information of the second battery by a predetermined critical range.

4. The method according to claim 1, wherein: The second battery power information, based on motor torque measurements of each pedal opening caused by the driver for each driving situation, includes: calculating the second battery power information under regenerative braking state when the pedal opening caused by the driver is in the released state; and Determining whether the electric motor is abnormal based on the comparison results includes: determining that the electric motor is abnormal when the second battery power information is less than 0 and the first battery power information is greater than 0.

5. The method according to claim 1, wherein, The second battery power information, based on the motor torque measurement of each pedal opening caused by the driver for each driving situation, includes: the second battery power information for each driving situation corresponding to at least one of the following: remaining battery charge after charging, degree of degradation, maximum output information, battery cell temperature, motor temperature, and road slope.

6. The method according to claim 1, further comprising: The first acceleration information measured during vehicle movement is calculated based on at least one of a torque meter, a speed sensor, and an acceleration sensor. The second acceleration information is measured based on the change in pedal opening caused by the driver for each driving situation, and the second acceleration information is compared with the first acceleration information. as well as Based on the results of the comparison, it is determined whether the electric motor is malfunctioning.

7. The method according to claim 1, wherein, When the electric motor is determined to be abnormal, the control that gradually limits the output of the electric motor includes: performing primary control by the motor control unit to limit the output torque of the motor.

8. The method according to claim 7, wherein, When the electric motor is determined to be abnormal, the control that gradually limits the output of the electric motor includes: after performing the primary control, performing secondary control that blocks the power of the battery pack when the motor torque is greater than a preset threshold.

9. The method according to claim 8, wherein, When the electric motor is determined to be abnormal, the control that progressively limits the output of the electric motor includes: after performing the secondary control, performing a third-level control that limits the starting of the vehicle when the vehicle stops.

10. The method according to claim 9, wherein, Executing the three-level control includes: Increase the error count for abnormal states of the electric motor; The motor control unit is reset after the vehicle stops; and When the motor control unit reset is complete, the vehicle is allowed to restart.

11. The method according to claim 10, wherein, When the motor control unit reset is complete, allowing the vehicle to restart includes limiting the required torque for each degree of pedal opening caused by the driver, such that the required torque decreases according to the error count as the error count increases.

12. A system for safely operating and controlling an electric motor in an electric vehicle, the system comprising: A memory containing a program for determining whether the electric motor is malfunctioning based on battery power information and, correspondingly, limiting the output of the electric motor. The processor is configured to execute the program stored in the memory. The processor calculates first battery power information provided by the battery management system when the vehicle is in motion by executing the program, measures second battery power information based on the motor torque of each pedal opening caused by the driver for each driving situation, determines whether the electric motor is abnormal by comparing the first battery power information and the second battery power information, and performs control to gradually limit the output of the electric motor when the electric motor is determined to be abnormal.

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