Motor control method, controller, system, automobile and storage medium

Abstract

The present invention discloses a motor control method, a controller, a system, a car and a storage medium. The motor control method comprises: determining the current working condition of the motor in a non-overtemperature state, wherein the current working condition is determined based on the cooling performance of the motor cooling system; and controlling the motor to work based on the target control torque corresponding to the current working condition. The method can enable the motor to achieve different degrees of power output according to different current working conditions in a non-overtemperature state, thereby fully releasing the power performance of the motor.

Description

Technical Field

[0001] The present invention relates to the technical field of motor control, and in particular to a motor control method, a controller, a system, a vehicle and a storage medium. Background Art

[0002] In the process of motor control, the motor temperature is generally required to determine whether it is in an over-temperature state based on the motor temperature, and over-temperature protection is performed in the over-temperature state. In the non-over-temperature state, control is generally performed according to a pre-set control strategy. However, the control strategy in the non-over-temperature state generally does not take into account the actual situation and the environment in which the motor is located, so that when the motor is running in the non-over-temperature state, the motor power cannot be effectively controlled. Summary of the invention

[0003] Embodiments of the present invention provide a motor control method, a controller, a system, a vehicle and a storage medium to solve the problem that the motor power cannot be effectively controlled when the motor is not in an over-temperature state.

[0004] A motor control method, comprising:

[0005] Determining a current operating condition of the motor in a non-overtemperature state, wherein the current operating condition is determined based on a cooling performance of a cooling system of the motor;

[0006] The motor is controlled to operate based on the target control torque corresponding to the current operating condition.

[0007] Preferably, the cooling performance of the motor cooling system is positively correlated with the absolute value of the temperature difference between the coolant in the motor cooling system and the motor.

[0008] Preferably, the current operating condition is a first operating condition or a second operating condition, wherein the cooling performance of the first operating condition is better than the cooling performance of the second operating condition.

[0009] Preferably, the first operating condition is a condition in which the coolant temperature is less than a preset temperature threshold, and the second operating condition is a condition in which the coolant temperature is greater than or equal to the preset temperature threshold.

[0010] Preferably, the target control torque corresponding to the first operating condition is greater than the target control torque corresponding to the second operating condition.

[0011] Preferably, the target control torque is a target demand torque;

[0012] The target required torque is determined based on a torque control strategy corresponding to the current operating condition and first vehicle data.

[0013] Preferably, the first vehicle data includes a current throttle opening corresponding to the accelerator pedal;

[0014] The target required torque is determined based on the throttle required torque;

[0015] The throttle demand torque is determined based on the torque control strategy corresponding to the current operating condition and the current throttle opening.

[0016] Preferably, the first vehicle data also includes a current pedal depth corresponding to the brake pedal;

[0017] The target required torque is determined based on the current pedal depth and the accelerator required torque, and the target required torque is less than the accelerator required torque.

[0018] Preferably, the target required torque is determined based on the throttle required torque and a first correction coefficient;

[0019] The first correction coefficient is determined based on the current pedal depth.

[0020] Preferably, the target control torque is determined based on the target demand torque and the target limit torque;

[0021] The target limit torque is determined based on second vehicle data.

[0022] Preferably, the second vehicle data includes external characteristic data;

[0023] The target limit torque includes an external characteristic limit torque determined based on the external characteristic data and an external characteristic curve.

[0024] Preferably, the external characteristic limiting torque is a first external characteristic limiting torque or a second external characteristic limiting torque, and the first external characteristic limiting torque is smaller than the second external characteristic limiting torque;

[0025] The first external characteristic limiting torque is determined based on an external characteristic curve corresponding to the first operating condition;

[0026] The second external characteristic limiting torque is determined based on an external characteristic curve corresponding to the second operating condition.

[0027] Preferably, the second vehicle data includes battery data;

[0028] The target limit torque includes a power limit torque determined based on the battery data and a battery charge and discharge power curve.

[0029] Preferably, the second vehicle data includes fault detection data;

[0030] The target limit torque includes a fault limit torque determined based on the fault detection data.

[0031] Preferably, the fault limiting torque is determined based on a fault limiting vehicle speed and a vehicle speed limit distortion line, and the fault limiting vehicle speed is a limited vehicle speed corresponding to the fault detection data.

[0032] Preferably, the second vehicle data includes a current device temperature corresponding to the target device;

[0033] The target limit torque includes an over-temperature limit torque determined based on the current device temperature.

[0034] Preferably, the target device includes a power module and / or a motor.

[0035] Preferably, the second vehicle data includes a traction limiting signal;

[0036] The target limit torque includes a traction limit torque determined based on the traction limit signal.

[0037] Preferably, the target control torque is a minimum value of the target required torque and the target limit torque.

[0038] A controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the above motor control method is implemented when the processor executes the computer program.

[0039] An electric control system comprises the above-mentioned controller and a motor connected to the controller.

[0040] A car comprises the above-mentioned electronic control system.

[0041] A computer-readable storage medium storing a computer program, wherein the computer program is executed by a processor to implement the motor control method

[0042] The above-mentioned motor control method, controller, system, automobile and storage medium determine the current operating condition of the motor based on the cooling performance of the motor cooling system when the motor is in a non-overtemperature state, and control the operation of the motor based on the target control torque corresponding to the current operating condition. According to the target control strategies corresponding to different operating conditions in advance, for the same measured data, the target control torques determined are different, so that the torque output capacity and current output capacity of different operating conditions are different, so that the motor can achieve different degrees of power output according to different current operating conditions when it is not overtemperature, thereby fully releasing the power performance of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0044] Figure 1 is a flow chart of a motor control method according to an embodiment of the present invention;

[0045] Figure 2 This is the thermal simulation cloud diagram of the second working condition, when the motor is in mode 1 and the peak current is 430A;

[0046] Figure 3 This is the thermal simulation cloud diagram under the second working condition, when the motor is in mode 2 and the peak current is 470A;

[0047] Figure 4 This is the thermal simulation temperature curve under the second working condition, when the motor is in mode 1 and the peak current is 430A;

[0048] Figure 5 This is the thermal simulation temperature curve under the second working condition, when the motor is in mode 2 and the peak current is 470A;

[0049] Figure 6 This is the thermal simulation cloud diagram under the first working condition, when the motor is in mode 1 and the peak current is 520A;

[0050] Figure 7 This is the thermal simulation cloud diagram of the first working condition, when the motor is in mode 2 and the peak current is 565A;

[0051] Figure 8 This is the thermal simulation temperature curve under the first working condition, when the motor is in mode 1 and the peak current is 520A;

[0052] Fig. 9 This is the thermal simulation temperature curve under the first working condition, when the motor is in mode 2 and the peak current is 565A. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0054] The motor control method provided in the embodiment of the present invention can be applied in a controller of an automobile, specifically in a controller of an electric control system, or in other controllers. The electric control system here is a high voltage electric control system (i.e., a High Voltage Control System).

[0055] The electronic control system includes a power domain controller and a motor connected to the power domain controller. The electronic control system is a control system that calculates the control current required for electromagnetic force drive through the CPU according to the corresponding formula, controls the output of the D / A conversion chip through the communication interface, and realizes the conversion of driver needs and vehicle intelligence needs into power system torque output.

[0056] The powertrain domain controller (PDC) can control the operation of the motor on the car based on the data collected in real time. The powertrain domain controller is an intelligent powertrain management unit that uses CAN / CAN-FD to achieve motor management, and integrates battery monitoring and three-phase AC motor regulation. It integrates the functions of sub-controllers in the power domain with a hardware platform based on a multi-core safety microprocessor, integrating the basic functions of each ECU; its advantage is that it calculates and distributes torque for the power system unit, optimizes and controls the powertrain through predictive driving strategies; it also has functions such as electrical intelligent fault diagnosis, intelligent nodes and bus communication.

[0057] The power domain controller generally uses field-oriented control (also called vector control, torque control, or FOC control. The full name in English is Field-oriented control) to control the working process of the motor. The principle is: the direction of the rotor flux is used as the reference direction of the rotating coordinate system. According to this coordinate system, the stator current is decomposed into a stator current excitation component in the same direction as the rotor flux and a stator current torque component orthogonal to the flux direction. These two components are orthogonal to each other, and corresponding PI controllers can be set to control the torque and flux respectively, so as to achieve continuous control of the system. It mainly includes control modules such as current feedback link, coordinate transformation link (Clark transformation, Park transformation), PI control link, feedforward decoupling link and SVPWM transformation link. Generally, torque closed-loop control is used on electric vehicles to give users a better driving experience.

[0058] In order to ensure the normal operation of the motors, power modules and other devices in the car, the car is generally equipped with a motor cooling system. The heat is transferred between the motor, power modules and other devices through the flow of coolant in the motor cooling system, so as to achieve heat control of the devices or parts through which the motor cooling system flows. The main job of the motor cooling system is to dissipate heat into the air to prevent the motor from overheating, but the motor cooling system also has other important functions. The motors in the car run best at a suitable high temperature. If the motor gets cold, it will accelerate the wear of the components, making the motor less efficient and emitting more pollutants. Therefore, another important function of the motor cooling system is to heat up the motor as quickly as possible and keep it at a constant temperature.

[0059] In order to achieve heat control in the motor cooling system, it is generally necessary to set a temperature sensor in the motor cooling system to collect the coolant temperature so as to perform liquid temperature control according to the coolant temperature to prevent overheating of the motor, power module and other devices.

[0060] In one embodiment, if Figure 1 As shown, a motor control method is provided, which is described by taking the application of the method in a power domain controller (hereinafter referred to as PDC) as an example, and is used to realize torque closed-loop control of the motor, including the following steps:

[0061] S101: Determine a current operating condition of the motor in a non-overtemperature state, wherein the current operating condition is determined based on a cooling performance of a motor cooling system;

[0062] S102: Controlling the operation of the motor based on the target control torque corresponding to the current operating condition.

[0063] Among them, the non-overtemperature state means that the motor is not currently in an overtemperature state. As an example, the current state of the motor can be determined based on the motor temperature collected in real time. For example, when the motor temperature is greater than a preset overtemperature threshold, it can be determined that the motor is in an overtemperature state; conversely, when the motor temperature is not greater than a preset overtemperature threshold, it can be determined that the motor is in a non-overtemperature state.

[0064] The motor cooling system refers to a system for cooling the motor, which can be a liquid-cooled motor cooling system or an air-cooled motor cooling system. The cooling performance data is data collected in real time to reflect the cooling performance of the motor cooling system. Generally speaking, the better the cooling performance of the motor cooling system, the lower the motor temperature when the motor is working in a non-overtemperature state, which is more helpful to ensure the normal operation of the motor.

[0065] As an example, when the motor is in a non-overtemperature state, the PDC can obtain measured data reflecting the cooling performance of the motor cooling system, and compare the measured data with the preset evaluation conditions. If the measured data meets the preset evaluation conditions, it is determined that the cooling performance of the motor cooling system is good, and the operating condition with good cooling performance is determined as the current operating condition of the motor; conversely, when the measured data does not meet the preset evaluation conditions, it is determined that the cooling performance of the motor cooling system is poor, and the operating condition with poor cooling performance is determined as the current operating condition of the motor, so that different control strategies can be called according to different current operating conditions to control the operation of the motor.

[0066] In this example, the PDC needs to first monitor whether the motor is started, specifically, when it detects the start command of the motor start button being pressed, and performs anti-theft detection and fault detection on the car. The motor will be started only when both the anti-theft detection and fault detection are passed, otherwise the motor will not be started.

[0067] After the motor is started, the PDC can read the memorized power mode and monitor whether the driver has a mode switching operation. When the mode switching instruction triggered by the driver's mode switching operation is detected, the power mode of the mode switching instruction can be determined as the target power mode; if the mode switching instruction is not detected, the memorized power mode is determined as the target power mode. The memorized power mode here is the power mode that was cached when the system was powered off last time. The power modes here include but are not limited to snow mode, sports mode (SPORT mode), normal mode (NORMAL mode) and energy-saving mode (ECO mode).

[0068] After the motor is started, PDC can obtain the current gear of the vehicle. When the current gear is P or N, the motor is not controlled to rotate. When the current gear is not P or N, the motor can be considered to be in working state. Specifically, when the current gear is D, the motor is controlled to rotate forward. When the current gear is R, the motor is controlled to rotate reversely. Generally speaking, heat is generated during the forward rotation or reverse rotation of the motor, causing the motor temperature to rise. The current state of the motor can be determined based on the motor temperature. If the motor temperature is greater than the over-temperature threshold, the motor is determined to be in an over-temperature state. On the contrary, if the motor temperature is not greater than the over-temperature threshold, the motor is determined to be in a non-over-temperature state. At this time, the cooling performance of the motor cooling system can be determined based on the measured data, so as to further determine the current working condition of the motor based on the cooling performance.

[0069] The target control strategy is a control strategy corresponding to the current working condition of the motor, and the control strategy can control the operation of the motor according to the data collected in real time.

[0070] As an example, in step S102, after determining the current working condition of the motor, the PDC may adopt a pre-set target control strategy corresponding to the current working condition to process the vehicle data collected in real time to determine the target control torque corresponding to the current working condition, and control the motor operation based on the target control torque to achieve closed-loop control of the motor torque. The vehicle data here may be vehicle data reflecting driving requirements, or may include both vehicle data reflecting driving requirements and vehicle data reflecting restriction requirements. That is, after determining the target control torque of the motor, the PDC may send the target control torque to the motor controller via CAN, so that the motor controller controls the power output of the motor based on the target control torque.

[0071] In this embodiment, when the motor is in a non-overtemperature state, the current operating condition of the motor is determined based on the cooling performance of the motor cooling system, and the motor is controlled based on the target control torque corresponding to the current operating condition. According to the target control strategies corresponding to different operating conditions in advance, for the same measured data, the target control torques determined are different, so that the torque output capacity and current output capacity of different operating conditions are different, so that the motor can achieve different degrees of power output according to different current operating conditions when it is in a non-overtemperature state, thereby fully releasing the power performance of the motor.

[0072] In one embodiment, the cooling performance of the motor cooling system is positively correlated with the absolute value of the temperature difference between the coolant in the motor cooling system and the motor.

[0073] As an example, when the PDC needs to evaluate the cooling performance of the motor cooling system, it can obtain the motor temperature and the coolant temperature, and determine the absolute value of the temperature difference between the motor temperature and the coolant temperature, so as to evaluate the cooling performance of the motor cooling system based on the absolute value of the temperature difference. In this example, the cooling performance of the motor cooling system is positively correlated with the absolute value of the temperature difference between the coolant and the motor, that is, the larger the absolute value of the temperature difference, the better the cooling performance, and vice versa, the smaller the absolute value of the temperature difference, the worse the cooling performance.

[0074] Furthermore, the system can also pre-set a preset temperature difference, and the absolute value of the temperature difference can be compared with the preset temperature difference; when the absolute value of the temperature difference is greater than the preset temperature difference, it is determined that the cooling performance of the motor cooling system is better, and the operating condition with better cooling performance can be determined as the current operating condition of the motor; conversely, when the absolute value of the temperature difference is not greater than the preset temperature difference, it is determined that the cooling performance of the motor cooling system is poor, and the operating condition with poor cooling performance can be determined as the current operating condition of the motor.

[0075] In this example, the absolute value of the temperature difference between the coolant in the motor cooling system and the motor is used to evaluate and determine the current operating condition of the motor. The process does not require additional temperature sensors, which helps to reduce costs. Moreover, since the coolant in the motor cooling system is in a flowing state, it can realize heat conversion between the motor and other devices. Therefore, the absolute value of the temperature difference between the two can reflect the heat conversion process between the motor and the coolant, so that it can more accurately determine the current operating condition of the motor, which helps to ensure control accuracy.

[0076] In one embodiment, the current operating condition is a first operating condition or a second operating condition, wherein the cooling performance of the first operating condition is better than the cooling performance of the second operating condition.

[0077] As an example, the system pre-sets two operating conditions related to the cooling performance of the motor cooling system, namely the first operating condition and the second operating condition. The first operating condition is the operating condition under the first cooling performance, and the first cooling performance corresponds to the first preset temperature difference; and the second operating condition is the operating condition under the second cooling performance, and the second cooling performance corresponds to the second preset temperature difference, and the first preset temperature difference is greater than the second preset temperature difference, that is, the first cooling performance of the first operating condition is better than the second cooling performance of the second operating condition, so that the actual measured data can be used to evaluate and determine whether the current operating condition of the motor is the first operating condition or the second operating condition. In this example,

[0078] In this example, when the motor is in a non-overtemperature state, the PDC can obtain measured data reflecting the cooling performance of the motor cooling system, and compare the measured data with the preset evaluation conditions. If the measured data meets the preset evaluation conditions, it is determined that the cooling performance of the motor cooling system is good, and the first operating condition with good cooling performance is determined as the current operating condition of the motor; conversely, when the measured data does not meet the preset evaluation conditions, it is determined that the cooling performance of the motor cooling system is poor, and the second operating condition with poor cooling performance is determined as the current operating condition of the motor, so that different control strategies can be called according to different current operating conditions to control the operation of the motor.

[0079] In one embodiment, the first operating condition is a condition in which the coolant temperature is less than a preset temperature threshold, and the second operating condition is a condition in which the coolant temperature is greater than or equal to the preset temperature threshold.

[0080] The coolant temperature is the temperature determined by real-time detection of the motor cooling system, specifically the temperature collected in real time by a temperature sensor installed in the motor cooling system. Currently, the motor cooling system of automobiles generally uses antifreeze coolant, which is a coolant with antifreeze function, and can prevent the heat dissipation pipeline from bursting and damaging other components due to the freezing of the coolant when the car is parked in cold seasons.

[0081] Among them, the preset temperature threshold is a pre-set temperature threshold for evaluating whether the coolant temperature reaches the temperature threshold for determining that the motor is in a high temperature condition. For example, the preset temperature threshold can be set to 35°C or other thresholds. Since the coolant in the motor cooling system is in a flowing state, during the operation of the motor, the heat generated by it is transferred to other positions through the flowing coolant. The coolant temperature close to the motor position is higher than the coolant temperature far from the motor position. Therefore, when determining the current working condition of the motor based on the coolant temperature, its preset temperature threshold is related to the position of the temperature sensor in the motor cooling system. When the position of the temperature sensor is determined, its corresponding preset temperature threshold is determined accordingly.

[0082] As an example, the PDC can obtain the coolant temperature collected by the temperature sensor, specifically the coolant temperature in the motor cooling system flowing through the motor. For example, the PDC is connected to the temperature sensor set in the motor cooling system, and can obtain the voltage signal collected by the temperature sensor in real time, decode and convert the voltage signal, and determine the coolant temperature. After obtaining the coolant temperature, the PDC can compare the coolant temperature with the preset temperature threshold; when the coolant temperature is less than the preset temperature threshold, it is determined that the cooling performance of the motor cooling system is good, and the first working condition with good cooling performance can be used to determine the current working condition of the motor. The first working condition here can be understood as a normal temperature working condition; conversely, when the coolant temperature is greater than or equal to the preset temperature threshold, it is determined that the cooling performance of the motor cooling system is poor, and the second working condition with poor cooling performance can be used to determine the current working condition of the motor. The second working condition here can be understood as a high temperature working condition. In this example, the current working condition of the motor is determined based on the coolant temperature, and the process does not require the addition of additional sensors, which helps save costs.

[0083] Furthermore, the PDC can also obtain the fault detection result corresponding to the temperature sensor. If the fault detection result is that the temperature sensor is faulty, the current operating condition of the motor is directly confirmed as the second operating condition requiring over-temperature limitation. If the fault detection result is that the temperature sensor is not faulty, the operation of determining the current operating condition of the motor based on the coolant temperature can be performed to avoid the temperature sensor failure affecting the normal operation of the motor.

[0084] Since the motor cooling system generally has its own temperature sensor for temperature detection, there is no need to add additional temperature sensors in the motor control process, which helps to reduce costs. Moreover, since the coolant in the motor cooling system is in a flowing state, it can realize heat conversion between the motor and other devices. The coolant temperature can reflect the temperature of the motor after heat exchange, and there is little restriction on the position of the temperature sensor in the motor cooling system. This helps to avoid the influence of the layout of the temperature sensor on the current working condition of the motor and subsequent control process, thereby ensuring control accuracy.

[0085] In one embodiment, the target control torque corresponding to the first operating condition is greater than the target control torque corresponding to the second operating condition.

[0086] In this example, when the current operating condition of the motor is the first operating condition, the first control strategy corresponding to the first operating condition is adopted to process the vehicle data collected in real time to determine the target control torque corresponding to the first operating condition; when the current operating condition of the motor is the second operating condition, the second control strategy corresponding to the second operating condition is adopted to process the vehicle data collected in real time to determine the target control torque corresponding to the second operating condition; since the cooling performance of the first operating condition is better than the cooling performance of the second operating condition, it means that the temperature of the motor under the first operating condition is generally lower than the temperature of the second operating condition. By setting the target control strategies corresponding to different operating conditions, it can be achieved that under the same vehicle data, the target control torque corresponding to the first operating condition is greater than the target control torque corresponding to the second operating condition, so that the torque output capacity and current output capacity under the first operating condition are greater than the torque output capacity and current output capacity under the second operating condition, so that the motor can achieve stronger power output without increasing the cost of components, so that the power performance of the motor is fully released.

[0087] That is to say, in the first operating condition with better cooling performance, a larger current can be output so that the motor can work based on a larger target control torque, thereby fully releasing the capacity of the motor; conversely, in the second operating condition with poor cooling performance, only a smaller current can be output so that the motor can work based on a smaller target control torque, thereby avoiding overheating of the motor and ensuring the normal operation of the motor.

[0088] In one embodiment, the target control torque is a target demand torque;

[0089] The target required torque is determined based on a torque control strategy corresponding to the current operating condition and first vehicle data.

[0090] The torque control strategy is one of the target control strategies, specifically a strategy for realizing closed-loop control of the motor torque. The target demand torque is the demand torque determined based on the torque control strategy corresponding to the current working condition, specifically the demand torque determined by processing the first vehicle data that can reflect the driver's driving demand based on the torque control strategy. The first vehicle data is the vehicle data collected in real time, which is used to reflect the driver's driving demand, specifically characterized by the power demand required by the driver.

[0091] As an example, after determining the current working condition of the motor, the PDC may adopt a torque control strategy corresponding to the current working condition, process the first vehicle data that can reflect the driving needs of the driver, and determine the corresponding target demand torque. For example, based on the data reflecting the driving needs, the torque mapping curve corresponding to the current working condition may be queried, and the corresponding torque in the torque mapping curve may be determined as the target demand torque. Since the motor is in the second working condition, the torque is too large, which will affect its normal operation. In order to ensure the normal operation of the motor in the first working condition and the second working condition, when processing the same second vehicle data, the target demand torque determined by the torque control strategy based on the first working condition is generally greater than the target demand torque determined by the torque control strategy based on the second working condition, so as to limit the motor torque in the second working condition, thereby ensuring the normal operation of the motor in the two working conditions. In this example, after determining the target demand torque corresponding to the current working condition, the PDC may determine the target demand torque as the target control torque, and send the target control torque to the motor controller via CAN, so that the motor controller controls the power output of the motor based on the target control torque.

[0092] For example, when the current operating condition is the first operating condition, the torque control strategy corresponding to the first operating condition is called to process the first vehicle data. For example, the first operating condition torque mapping table and the first operating condition power mapping table corresponding to the first operating condition can be called to process the first vehicle data, and the corresponding torque and power are determined respectively, and then the determined torque and power are processed to determine the target required torque of the first operating condition, so as to subsequently control the motor operation based on the target required torque.

[0093] For another example, when the current operating condition is the second operating condition, the torque control strategy corresponding to the second operating condition is called to process the first vehicle data. For example, the second operating condition torque mapping table and the second operating condition power mapping table corresponding to the second operating condition can be called to process the first vehicle data, and the corresponding torque and power are determined respectively, and then the determined torque and power are processed to determine the target required torque of the second operating condition, so as to subsequently control the motor operation based on the target required torque.

[0094] In this embodiment, after determining the current working condition of the motor based on the cooling performance of the motor cooling system, the first vehicle data can be processed based on the torque control strategy corresponding to the current working condition to determine the target demand torque corresponding to the first vehicle data under different working conditions. Generally speaking, based on different torque control strategies, the same first vehicle data is processed, and the target demand torque under the first working condition is greater than the target demand torque under the second working condition, thereby ensuring the torque output capacity and current output capacity of the motor under the first working condition, so that the motor can achieve stronger power output without increasing the cost of components, so that the power performance of the motor is fully released.

[0095] In one embodiment, the first vehicle data includes a current throttle opening corresponding to an accelerator pedal;

[0096] The target required torque is determined based on the throttle required torque;

[0097] The throttle demand torque is determined based on the torque control strategy corresponding to the current operating condition and the current throttle opening.

[0098] The current throttle opening is the throttle opening detected at the current moment, specifically the throttle opening sensed by the sensing device connected to the throttle pedal when the driver steps on the throttle pedal. The current throttle opening can effectively reflect the driver's driving needs, specifically the power demand required by the driver.

[0099] As an example, the PDC can call the torque control strategy corresponding to the current working condition, obtain the throttle opening signal transmitted by the CAN or other communication modules, determine the current throttle opening according to the throttle opening signal, and determine the throttle required torque. For example, the torque control strategy corresponding to the first working condition is adopted to process the current throttle opening, and specifically query the first working condition torque mapping table and the first working condition power mapping table to determine the torque and power corresponding to the current throttle opening, and then process the torque and power determined by the table query to determine the throttle required torque of the current throttle opening under the first working condition. Similarly, the torque control strategy corresponding to the second working condition can be adopted to process the current throttle opening to determine the throttle required torque of the current throttle opening under the second working condition.

[0100] Furthermore, after obtaining the throttle opening signal, the PDC needs to further detect whether the throttle opening signal is normal. Only when the throttle opening signal is normal will it determine the corresponding current throttle opening based on the throttle opening signal to avoid safety accidents caused by the operation of the motor based on the abnormal current throttle opening.

[0101] As an example, after PDC adopts different torque control strategies and determines the throttle demand torque corresponding to the current throttle opening, it can directly determine the throttle demand torque as the target demand torque of the motor, or it can collect other vehicle data to adjust the throttle demand torque based on other vehicle data and determine the target demand torque of the motor, so that the determined target demand torque can effectively reflect the driver's driving needs and meet the driving needs when controlling the motor based on the target demand torque.

[0102] In one embodiment, the first vehicle data further includes a current pedal depth corresponding to the brake pedal;

[0103] The target required torque is determined based on the current pedal depth and the accelerator required torque.

[0104] Among them, the current pedal depth is the pedal depth detected at the current moment, specifically the pedal depth sensed by the sensing device connected to the brake pedal when the driver steps on the brake pedal. The current pedal depth can reflect the driver's driving needs, specifically whether torque limiting operation is required. Generally speaking, the driver can only step on the accelerator pedal or the brake pedal at the same time, but in some models, the driver can operate the accelerator pedal and the brake pedal with both feet. It is possible that due to false triggering or other reasons, the two pedals are stepped on at the same time. At this time, the first vehicle data collected in real time includes not only the current throttle opening but also the current pedal depth.

[0105] As an example, PDC can obtain the throttle opening signal and brake pedal signal collected simultaneously or nearly simultaneously by CAN or other communication modules, and then decode the throttle opening signal and the brake pedal signal to respectively determine the current throttle opening and the current pedal depth. When the throttle required torque is determined based on the current throttle opening, the throttle required torque can be further limited based on the current pedal depth, so that the target required torque obtained is less than the throttle required torque determined based on the current throttle opening, so that when the driver steps on the brake pedal and the accelerator pedal, the throttle required torque can be limited based on the current pedal depth to avoid safety accidents caused by excessive motor speed.

[0106] Furthermore, after obtaining the brake pedal signal, the PDC needs to further detect whether the brake pedal signal is normal. Only when the brake pedal signal is normal will it determine the corresponding current pedal depth based on the brake pedal signal to avoid torque limitation based on abnormal current pedal depth.

[0107] In one embodiment, the target required torque is determined based on the throttle required torque and a first correction coefficient;

[0108] The first correction coefficient is determined based on the current pedal depth.

[0109] The first correction coefficient refers to a correction coefficient determined according to the current pedal depth.

[0110] As an example, the PDC analyzes the current pedal depth to determine the first correction coefficient corresponding to the current pedal depth. For example, the PDC can query the pedal depth torque limit mapping table corresponding to the pedal depth based on the current pedal depth, and can quickly determine the corresponding first correction coefficient. The pedal depth torque limit mapping table is a mapping table used to reflect different pedal depths and their corresponding correction coefficients. Generally speaking, the greater the pedal depth, the smaller the corresponding correction coefficient. The value range of the first correction coefficient is between 0 and 1.

[0111] As an example, after obtaining the first correction coefficient corresponding to the current pedal depth, the PDC can use the first correction coefficient corresponding to the current pedal depth to correct the throttle demand torque and determine the target demand torque of the motor to ensure that the target demand torque can effectively reflect the driver's driving needs and avoid safety accidents caused by excessive motor speed. In this example, the product of the throttle demand torque and the first correction coefficient can be determined as the target demand torque of the motor.

[0112] In one embodiment, the target control torque is determined based on the target demand torque and the target limit torque;

[0113] The target limit torque is determined based on second vehicle data.

[0114] The second vehicle data is the actually collected vehicle data, specifically the vehicle data used to reflect the torque limit demand, where the torque limit demand is the demand for limiting the motor torque. The target torque limit is the torque required to limit the motor operation determined based on the second vehicle data, which can be understood as the maximum torque allowed for the motor operation determined based on the second vehicle data.

[0115] As an example, after determining the corresponding target required torque based on the first vehicle data, the PDC may further obtain second vehicle data other than the first vehicle data for evaluating whether there is a torque limit requirement. The second vehicle data here can be understood as vehicle data for evaluating whether it is necessary to limit the motor torque and thus the motor speed.

[0116] As an example, after acquiring the second vehicle data, the PDC may adopt the torque limit strategy corresponding to the second vehicle data to process the second vehicle data to determine the target torque limit corresponding to the second vehicle data. Since the second vehicle data may be at least one, the target torque limit acquired may also be at least one. The torque limit strategy here is a control strategy that is pre-set to determine the corresponding torque limit according to different vehicle data. For example, each torque limit strategy corresponds to a torque limit mapping table, which can be looked up based on the acquired second vehicle data to quickly determine the corresponding target torque limit.

[0117] As an example, after determining the target limit torque, the PDC may process the target demand torque determined based on the first vehicle data and at least one target limit torque determined based on at least one second vehicle data, for example, by performing comparative analysis, weighted analysis or other analysis processing on the two, to determine the target control torque ultimately used to control the operation of the motor. After determining the target control torque, the PDC may send the target control torque to the motor controller via CAN, so that the motor controller controls the power output of the motor based on the target control torque.

[0118] In this example, the target control torque is determined based on the target demand torque and at least one target limiting torque, and the motor is controlled based on the target control torque, so that during the operation of the motor, not only the driving requirements corresponding to the first vehicle data need to be considered, but also the torque limit requirements of the second vehicle data need to be considered to ensure the safety of vehicle driving.

[0119] In one embodiment, the second vehicle data includes external characteristic data;

[0120] The target limit torque includes an external characteristic limit torque determined based on the external characteristic data and an external characteristic curve.

[0121] The external characteristic curve is a curve used to reflect the change of the power / torque of the motor with the speed. The external characteristic data is the data collected at the current moment that has a corresponding relationship with the limited torque in the external characteristic curve, and the external characteristic data includes but is not limited to the motor speed.

[0122] As an example, after obtaining the motor speed or other external characteristic data, the PDC can query the external characteristic curve based on the external characteristic data to determine the external characteristic limiting torque corresponding to the external characteristic data. The external characteristic limiting torque here can be understood as the limiting torque in the external characteristic curve that has a corresponding relationship with the external characteristic data. The external characteristic limiting torque is related to the power / speed and other characteristics of the motor. The corresponding external characteristic limiting torque can be determined based on the external characteristic data obtained in real time, so that it is more in line with the actual working conditions of the motor and is more helpful to ensure the normal operation of the motor.

[0123] In one embodiment, the external characteristic limiting torque is a first external characteristic limiting torque or a second external characteristic limiting torque, and the first external characteristic limiting torque is smaller than the second external characteristic limiting torque;

[0124] The first external characteristic limiting torque is determined based on an external characteristic curve corresponding to the first operating condition;

[0125] The second external characteristic limiting torque is determined based on an external characteristic curve corresponding to the second operating condition.

[0126] As an example, when the current working condition of the motor is the first working condition, the PDC can query the external characteristic curve corresponding to the first working condition based on the motor speed or other external characteristic data obtained to determine the first external characteristic limiting torque; or, when the current working condition of the motor is the second working condition, the PDC can query the external characteristic curve corresponding to the second working condition based on the motor speed or other external characteristic data obtained to determine the second external characteristic limiting torque. That is to say, the first external characteristic limiting torque is the external characteristic limiting torque under the first working condition, and the second external characteristic limiting torque is the external characteristic limiting torque under the second working condition. Since the cooling performance under the first working condition is better than the cooling performance under the second working condition, it means that the temperature under the first working condition is generally lower than the temperature under the second working condition. At this time, the torque limit of the first working condition is lower than the torque limit of the second working condition. Therefore, by setting the external characteristic curves corresponding to the two working conditions, the same external characteristic data can be processed, and the determined first external characteristic limiting torque is lower than the second external characteristic limiting torque, thereby reducing the torque limit of the first working condition to ensure that the motor has a stronger power output under the first working condition.

[0127] In one embodiment, the second vehicle data includes battery data;

[0128] The target limit torque includes a power limit torque determined based on battery data and a battery charge and discharge power curve.

[0129] The battery data is the relevant data of the battery collected in real time, including but not limited to current and voltage, etc. The battery charge and discharge power curve is a preset curve used to reflect the mapping relationship between the battery data and its maximum allowable discharge power.

[0130] As an example, when the PDC obtains battery data such as battery current and voltage, it can query the battery charge and discharge power curve based on the battery data, determine the maximum allowable discharge power corresponding to the battery, and then determine the corresponding power limit torque based on the relationship between the battery discharge power and the motor torque. In other words, the power limit torque is a limit torque determined based on the battery data corresponding to the battery that powers the motor. Generally speaking, the maximum allowable discharge power of the battery affects the input current and / or input voltage of the motor, and thus affects the power and torque of the motor.

[0131] In one embodiment, the second vehicle data includes fault detection data;

[0132] The target limit torque includes a fault limit torque determined based on the fault detection data.

[0133] The fault detection data is data detected in real time and used to assess whether a vehicle has a fault.

[0134] As an example, after acquiring the fault detection data, the PDC can analyze the fault detection data to determine whether the vehicle has a fault. If there is no fault, there is no need to perform torque limiting operation; if there is a fault, the fault limit torque corresponding to the fault type is determined according to the fault detection data. For example, the corresponding mapping table or mapping curve can be queried based on the fault type corresponding to the fault detection data, and the corresponding fault limit torque can be quickly determined to limit the motor torque from the vehicle fault level to ensure the safety of vehicle driving.

[0135] In one embodiment, the fault limit torque is determined based on the fault limit vehicle speed and the vehicle speed limit twist line, and the fault limit vehicle speed is the limit vehicle speed corresponding to the fault detection data.

[0136] As an example, after the PDC determines the corresponding fault type according to the fault detection data, it can determine the corresponding fault limit speed based on the fault type. For example, if the fault type is a serious type, it is determined that the fault limit speed is small, for example, the speed limit is 30km / h; if the fault type is a general type, it is determined that the fault limit speed is large, for example, the speed limit is 60km / h. After determining the fault limit speed, the PDC can call the speed limit distortion curve corresponding to the fault limit speed to determine its final fault limit torque, so as to limit the motor torque from the vehicle fault level to ensure the safety of vehicle driving. The speed limit distortion curve here is a curve used to reflect the mapping relationship between the vehicle speed and the motor's limit torque.

[0137] In one embodiment, the second vehicle data includes a current device temperature corresponding to the target device;

[0138] The target limit torque includes an over-temperature limit torque determined based on the current device temperature.

[0139] The target device is a device in the car that is related to the working performance of the motor. The target device is generally a heat-generating device in the car. When the target device generates heat, the temperature of the environment in which it is located will rise, which may affect the normal operation of the motor.

[0140] As an example, after obtaining the current device temperature corresponding to the target device, the PDC may compare the current device temperature of the target device with the over-temperature threshold of the target device; if the current device temperature corresponding to the target device is greater than the corresponding over-temperature threshold, it is determined that the target device is over-temperature. At this time, the over-temperature limit torque can be determined based on the current device temperature corresponding to the target device. In this example, the device temperature limit distortion line can be queried based on the current device temperature to determine the corresponding over-temperature limit torque, so as to limit the motor torque from the device temperature level of the target device heating to ensure the safety of vehicle driving. The device temperature limit distortion line here is a curve used to reflect the mapping relationship between device temperature and torque limit.

[0141] In one embodiment, the target device includes a power module and / or a motor.

[0142] Among them, the power module includes but is not limited to IGBT (insulated gate bipolar transistor). IGBT is a composite fully controlled voltage-driven power semiconductor device that can realize the mutual conversion and control of alternating current and direct current.

[0143] In one embodiment, the second vehicle data includes a traction limiting signal;

[0144] The target limit torque includes a traction limit torque determined based on the traction limit signal.

[0145] The traction limiting signal is a signal triggered by a traction control system (ie, TCS) for achieving traction limiting.

[0146] As an example, after receiving the traction limit signal triggered by TCS, PDC can determine its corresponding index limit torque based on the detent curve in the vehicle electronic stability system (EPS). The detent curve here is a pre-stored curve used to determine its maximum allowable torque according to different traction signals.

[0147] In one embodiment, the target control torque is a minimum value of the target required torque and the target limit torque.

[0148] As an example, the PDC can compare the target demand torque and at least one target limit torque, and determine the minimum value as the target control torque. Since at least one target limit torque reflects the maximum torque allowed for the motor to work under the environment of the corresponding second vehicle data, exceeding the target limit torque will cause the motor speed to be too fast, affecting driving safety. The minimum value of the target demand torque and at least one target limit torque is determined as the target control torque for controlling the motor to work, so that it meets both the driving requirements of the first vehicle data and the torque limit requirements of all second vehicle data, so as to ensure the safety of vehicle driving.

[0149] In this example, when the target demand torque corresponding to the driving demand of PDC is less than the target limit torque corresponding to the limit demand, it means that the vehicle can be driven normally according to the target demand torque and the risk is low. Therefore, the target demand torque can be determined as the target control torque and the motor can be controlled to operate. On the contrary, when the target demand torque corresponding to the driving demand is greater than the target limit demand corresponding to the limit demand, it means that driving according to the target demand torque of the driving demand may involve greater risks. At this time, it is necessary to determine the target control torque based on the smaller target limit torque and control the motor to operate in order to ensure driving safety.

[0150] The operating junction temperature of the power module (IGBT) is based on the existing industry standards: the upper limit does not exceed 150°C. The industry generally designs the use of power module (IGBT) products according to this standard. The following simulation test is based on a certain power module and two modes. Mode 1 and Mode 2 in the following simulation test can be two of the following modes: snow mode, sports mode (SPORT mode), normal mode (NORMAL mode) and energy-saving mode (ECO mode). The first working condition is a normal temperature condition, and the second working condition is a high temperature condition. The simulation test results are as follows:

[0151] (1) Thermal simulation of the second working condition:

[0152] like Figure 2 Simulated temperature cloud map and Figure 4 As shown in the temperature curve, under the second working condition, for a certain power module in mode 1, the peak operating current can be used up to 430A, and it reaches the extreme temperature platform in about 10s to achieve thermal equilibrium.

[0153] like Figure 3 Simulated temperature cloud map and Figure 5 As shown in the temperature curve, under the second working condition, the peak operating current of a certain power module in mode 2 can be used up to 470A. It takes about 10s to reach the extreme temperature platform and achieve thermal equilibrium.

[0154] As shown in Table 1, when using a certain motor:

[0155] Mode 1 can output a peak current of 430A and a peak torque of 303N·m;

[0156] Mode 2 can output a peak current of 470A and a peak torque of 328N·m.

[0157] (2) Thermal simulation of the first working condition:

[0158] like Figure 6 Simulated temperature cloud map and Figure 8As shown in the temperature curve, under the first working condition, the peak operating current of a certain power module in mode 1 can be used up to 520A. The extreme temperature platform is reached in about 5s, and the temperature gradually decreases after 10s.

[0159] like Figure 7 Simulation temperature dynamics and Fig. 9 As shown in the temperature curve, under the first working condition, the peak operating current of a certain power module in mode 2 can be used up to 565A. The extreme temperature platform is reached in about 5s, and the temperature gradually decreases after 10s.

[0160] As shown in Table 1, when using a certain motor:

[0161] Mode 1 can output a peak current of 520A and a peak torque of 358N·m;

[0162] Mode 2 can output a peak current of 565A and a peak torque of 382N·m.

[0163] The results of the above simulation tests are shown in Table 1 below:

[0164] Table 1 Comparison table of simulation test results

[0165]

[0166] As shown in Table 1 above, it can be determined that when the motor is in the second working condition or the first working condition, and when the vehicle is in different power modes, the peak torque of the motor is as follows:

[0167] In the second working condition, the peak torque of the motor is designed to be 303N·m in mode 1;

[0168] In the second working condition, the peak torque of the motor is designed to be 328N·m in mode 2;

[0169] In the first working condition, the peak torque of the motor is designed to be 358N·m in mode 1;

[0170] In the first working condition, the peak torque of the motor is designed to be 382N·m in mode 2.

[0171] In this example, the over-temperature limit torque is determined based on the peak torque of the motor and may be less than or equal to the peak torque of the motor.

[0172] The embodiment of the present invention provides a method for identifying a first operating condition and a second operating condition of a motor by detecting the temperature of a coolant in a motor cooling system, and utilizing operating condition judgment to achieve better system control and product use without adding more sensors.

[0173] The embodiment of the present invention provides a method for controlling the target control torque of the motor by identifying the first working condition / the second working condition. Since the target control torque is related to the current output capacity of the electronic control system, the current output capacity of the electronic control system can be controlled, and stronger power output can be achieved without increasing the cost of components. The current output capacity under the first working condition is 20%-21% higher than that under the second working condition, and the torque output capacity of the power system under the first working condition is 16%-18% higher than that under the second working condition; at the same time, when selecting components, low-power products can be selected to reduce the cost of the entire vehicle.

[0174] An embodiment of the present invention provides a thermal simulation scheme and test results for a power module, as well as a method for verifying, simulating, mutually confirming and checking the relationship between the current output threshold, peak temperature and corresponding torque of the electronic control system under the first working condition / the second working condition, so as to realize thermal balance management of the electronic control system and solve the system over-temperature problem that may be caused by the release of output capacity under different current working conditions from the design source.

[0175] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0176] In one embodiment, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the motor control method in the above embodiment is implemented, for example Figure 1 S101-S102 shown are not described here again to avoid repetition.

[0177] In one embodiment, an electric control system is provided, including the controller in the above embodiment and a motor connected to the controller. The controller can implement the motor control method in the above embodiment, for example Figure 1 S101-S102 shown are not described here again to avoid repetition.

[0178] In one embodiment, a car is provided, comprising the electronic control system in the above embodiment.

[0179] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the motor control method in the above embodiment is implemented, for example Figure 1 S101-S102 shown are not described here again to avoid repetition.

[0180] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0181] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0182] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A motor control method, characterized in that: include: Determine a current operating condition of the motor in a non-overtemperature state, wherein the current operating condition is determined based on the cooling performance of the motor cooling system, the non-overtemperature state refers to a state in which the motor temperature is not greater than a preset overtemperature threshold, the current operating condition is a first operating condition or a second operating condition, and the cooling performance of the first operating condition is better than the cooling performance of the second operating condition; Controlling the motor to operate based on the target control torque corresponding to the current operating condition; The target control torque is determined based on the target demand torque and the target limit torque; The target required torque is determined based on the torque control strategy corresponding to the current operating condition and the first vehicle data used to reflect the driving demand, and the target required torque under the first operating condition is greater than the target required torque under the second operating condition; The target limiting torque is determined based on second vehicle data; the second vehicle data includes external characteristic data; the target limiting torque includes an external characteristic limiting torque determined based on the external characteristic data and an external characteristic curve, the external characteristic limiting torque is a first external characteristic limiting torque or a second external characteristic limiting torque, the first external characteristic limiting torque is less than the second external characteristic limiting torque; the first external characteristic limiting torque is determined based on the external characteristic curve corresponding to the first operating condition; the second external characteristic limiting torque is determined based on the external characteristic curve corresponding to the second operating condition.

2. The motor control method according to claim 1, characterized in that: The cooling performance of the motor cooling system is positively correlated with the absolute value of the temperature difference between the coolant in the motor cooling system and the motor.

3. The motor control method according to claim 1, characterized in that: The first operating condition is a condition in which the coolant temperature is less than a preset temperature threshold, and the second operating condition is a condition in which the coolant temperature is greater than or equal to the preset temperature threshold.

4. The motor control method according to claim 1, characterized in that: The first vehicle data includes a current throttle opening corresponding to the accelerator pedal; The target required torque is determined based on the throttle required torque; The throttle demand torque is determined based on the torque control strategy corresponding to the current operating condition and the current throttle opening.

5. The motor control method according to claim 4, characterized in that: The first vehicle data also includes a current pedal depth corresponding to the brake pedal; The target required torque is determined based on the current pedal depth and the accelerator required torque, and the target required torque is less than the accelerator required torque.

6. The motor control method according to claim 5, characterized in that: The target required torque is determined based on the throttle required torque and a first correction coefficient; The first correction coefficient is determined based on the current pedal depth.

7. The motor control method according to claim 1, characterized in that: The second vehicle data includes battery data; The target limit torque includes a power limit torque determined based on the battery data and a battery charge and discharge power curve.

8. The motor control method according to claim 1, characterized in that: The second vehicle data includes fault detection data; The target limit torque includes a fault limit torque determined based on the fault detection data.

9. The motor control method according to claim 8, characterized in that: The fault limit torque is determined based on a fault limit vehicle speed and a vehicle speed limit distortion line, and the fault limit vehicle speed is a limit vehicle speed corresponding to the fault detection data.

10. The motor control method according to claim 1, characterized in that: The second vehicle data includes a current device temperature corresponding to the target device; The target limit torque includes an over-temperature limit torque determined based on the current device temperature.

11. The motor control method according to claim 10, characterized in that: The target device includes a power module and / or a motor.

12. The motor control method according to claim 1, characterized in that: The second vehicle data includes a traction limiting signal; The target limit torque includes a traction limit torque determined based on the traction limit signal.

13. The motor control method according to claim 1, characterized in that: The target control torque is a minimum value of the target required torque and the target limit torque.

14. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the motor control method according to any one of claims 1 to 13 is implemented.

15. An electric control system, characterized in that: It comprises the controller as claimed in claim 14 and a motor connected to the controller.

16. A car, characterized in that: Includes the electronic control system as claimed in claim 15.

17. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the motor control method according to any one of claims 1 to 13 is implemented.

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