Motor control method, device, vehicle-mounted controller and vehicle

Abstract

The present application is applicable to the field of automobile technology, and provides a motor control method, device, vehicle-mounted controller and vehicle, the method comprising: obtaining the current gear position of a two-speed gearbox in the vehicle, the current speed of a rear motor in the vehicle and the first fault information of the rear motor; if the current gear position is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in an off state; the first information is used to describe that the rear motor has no high-level fault. Compared with the prior art, the present application can control the transistor in the rear motor to be in an off state in advance when the two-speed gearbox is in neutral and the speed of the rear motor is less than or equal to the set threshold, thereby achieving energy saving when the two-speed gearbox is in neutral, and further achieving the purpose of saving energy for the whole vehicle.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular relates to a motor control method, device, vehicle-mounted controller and vehicle. Background Art

[0002] At present, hybrid vehicles are gradually becoming the mainstream of vehicles. Hybrid vehicles usually adopt a four-wheel drive architecture with a front engine, front motor and rear motor. At the same time, in order to achieve the best economy, a two-speed gearbox is added to the rear motor to make the rear motor work better in the high-efficiency range, thereby achieving energy saving for the whole vehicle.

[0003] However, under the premise of adding a two-speed gearbox, the existing motor control method is not comprehensive enough to meet actual needs and cannot achieve energy savings for the entire vehicle in certain scenarios. Summary of the invention

[0004] The embodiments of the present application provide a motor control method, device, vehicle-mounted controller and vehicle to solve the problems that the prior art is not comprehensive enough, is difficult to meet actual needs, and cannot achieve energy saving for the entire vehicle in certain scenarios.

[0005] In a first aspect, an embodiment of the present application provides a motor control method, comprising:

[0006] Acquire a current gear position of a two-speed gearbox in a vehicle, a current rotation speed of a rear motor in the vehicle, and first fault information of the rear motor;

[0007] If the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault.

[0008] Optionally, after acquiring the current gear position of a two-speed gearbox in the vehicle, the current speed of a rear motor in the vehicle, and the fault information of the rear motor, the method further includes:

[0009] Acquire the current torque of the rear motor;

[0010] Correspondingly, if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in a turned-off state, including:

[0011] If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, the transistor is controlled to be in the off state.

[0012] In the above embodiment, when the on-board controller detects that the current torque is less than or equal to the set torque, it means that the torque of the rear motor is small at this time, that is, the rear motor is almost not needed to provide the vehicle's driving power at this time, and there will be no obvious vehicle frustration after the transistor is turned off; at the same time, when the on-board controller detects that the current gear is neutral, it means that the vehicle does not need the rear motor to drive at this time; at the same time, when the on-board controller detects that the current speed is less than or equal to the set threshold, it means that the speed of the rear motor is small, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned; at the same time, when the on-board controller detects that the first fault information is the first information, it means that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled, that is, the rear motor can be energy-saving control operation at this time. At this time, the on-board controller controls the transistor in the rear motor to be in the off state in advance, that is, the rear motor is controlled to be in the power-off state in advance, thereby reducing the energy consumption of the entire vehicle. At the same time, based on the fact that the current gear position of the two-speed gearbox is neutral, the current speed of the rear motor is less than or equal to the set threshold, and the first fault information of the rear motor is the first information, it is detected whether the current torque of the rear motor is less than or equal to the set torque, which can further clarify the timing of performing energy-saving control operations on the rear motor, thereby improving the control accuracy of the rear motor.

[0013] Optionally, after acquiring the current torque of the rear motor, the method further includes:

[0014] Obtaining the current bus current of the rear motor;

[0015] Correspondingly, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then controlling the transistor to be in the off state includes:

[0016] If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then the transistor is controlled to be in the off state.

[0017] In the above implementation, when the on-board controller detects that the current bus current is less than the set current, it means that the bus current of the rear motor is small at this time, that is, the rear motor is not needed to provide the driving power of the vehicle at this time, and the transistor will not cause obvious vehicle frustration after it is turned off; at the same time, when the on-board controller detects that the current torque is less than or equal to the set torque, it means that the torque of the rear motor is small at this time, that is, it is further clarified that the rear motor is not needed to provide the driving power of the vehicle at this time, and the transistor will not cause obvious vehicle frustration after it is turned off; at the same time, when the on-board controller detects that the current gear is neutral, it means that the vehicle does not need the rear motor to drive at this time; at the same time, when the on-board controller detects that the current speed is less than or equal to the set threshold, it means that the speed of the rear motor is small, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned; at the same time, when the on-board controller detects that the first fault information is the first information, it means that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled, that is, the energy-saving control operation can be performed on the rear motor at this time. At this time, the on-board controller can control the transistor in the rear motor to be in the off state in advance, that is, control the rear motor to be in the power-off state, thereby reducing the energy consumption of the whole vehicle. At the same time, the torque and bus current detection are combined for mutual verification to further clarify the timing of performing energy-saving control operations on the rear motor, thereby further improving the control accuracy of the rear motor, which not only enhances the user's driving experience, but also can shut down in advance to reduce unnecessary energy consumption.

[0018] Optionally, after acquiring the current gear position of a two-speed gearbox in the vehicle, the current speed of a rear motor in the vehicle, and the first fault information of the rear motor, the method further includes:

[0019] Acquire the front drive information of the vehicle; the front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle; the front drive device includes an engine and a front motor;

[0020] If the preceding drive information indicates a fault, the current gear is neutral, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information, the transistor is controlled to be in an open state.

[0021] In the above embodiment, when the vehicle's engine and / or front motor fails, the on-board controller may need to use the rear motor to provide torque because the front drive device fails at this time, which will cause the available torque of the entire vehicle to decrease. That is, the two-speed transmission may need to be switched from neutral to non-neutral at any time. If the control transistor is often controlled to enter the off-state in advance at this time, the transistor needs to frequently jump from the off-state to the on-state, which not only affects the service life of the transistor, but also causes a time delay in the access and intervention of the rear motor torque. At the same time, since there is also a time delay in shifting the two-speed transmission, the available torque of the entire vehicle is reduced and the acceleration is slow, which increases the sense of power delay of the vehicle and reduces the user experience. Therefore, in order to avoid the above situation, the on-board controller can control the transistor to be in the on-state when it detects that the front drive device of the vehicle fails.

[0022] Optionally, after controlling the transistor in the rear motor to be in an off state, the method further includes:

[0023] If a speed regulation request for the rear motor is detected, the transistor is controlled to be in an open state.

[0024] In the above implementation, when the vehicle-mounted controller detects a speed regulation request for the rear motor, it indicates that the speed of the rear motor needs to be regulated. Therefore, the vehicle-mounted controller can control the transistor to be in an open-tube state to regulate the speed of the rear motor, thereby improving the response efficiency of the rear motor.

[0025] Optionally, after acquiring the current gear position of a two-speed gearbox in the vehicle, the current speed of a rear motor in the vehicle, and the first fault information of the rear motor, the method further includes:

[0026] If the current gear position is not neutral, determining whether a shift-down operation is detected;

[0027] If the downshift operation is detected, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information, the transistor is controlled to be in the off state.

[0028] In the above embodiment, when the vehicle-mounted controller detects a downshift operation, it can indicate that the two-speed transmission has switched from non-neutral to neutral, and the current speed is less than or equal to the set threshold, and when the first fault information is the first information, it can indicate that the speed of the rear motor is relatively low, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned. Therefore, the transistor in the rear motor can be controlled to be in the off state at this time, so that the transistor in the rear motor can be in the off state in advance when the rear motor still has a speed, thereby further realizing energy saving when the two-speed transmission is in neutral, and further achieving the purpose of energy saving for the entire vehicle.

[0029] Optionally, the method further includes:

[0030] Determining a speed signal state of the rear motor;

[0031] If the speed signal state is a failure state, the energy-saving control operation on the rear motor is stopped; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0032] In the above embodiment, when the speed signal state of the rear motor of the vehicle-mounted controller is in the failed state, it means that at this time, other equipment of the vehicle cannot determine the speed of the rear motor. Therefore, the two-speed gearbox may be in a false neutral state, that is, the actual gear position may be in 1st gear or 2nd gear but is mistakenly considered to be in neutral. At this time, if the vehicle-mounted controller performs energy-saving control operations on the rear motor, that is, controls the rear motor to enter the power-off state, it will cause the rear motor to be towed back and enter the safe state ASC, thereby burning the rear motor. Therefore, this embodiment stops the energy-saving control operation on the rear motor when the speed signal state is in the failed state, which can avoid the risk of the rear motor being towed and burned after entering the power-off state.

[0033] In a second aspect, an embodiment of the present application provides a motor control device, comprising:

[0034] a first acquisition unit, configured to acquire a current gear position of a two-speed gearbox in a vehicle, a current rotation speed of a rear motor in the vehicle, and first fault information of the rear motor;

[0035] The first control unit is used to control the transistor in the rear motor to be in an off state if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information; the first information is used to describe that the rear motor has no high-level fault.

[0036] Optionally, the motor control device further includes:

[0037] A second acquisition unit, used to acquire the current torque of the rear motor;

[0038] Accordingly, the first control unit specifically includes:

[0039] The second control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque.

[0040] Optionally, the motor control device further includes:

[0041] A third acquisition unit, used for acquiring the current bus current of the rear motor;

[0042] Accordingly, the first control unit specifically includes:

[0043] The third control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current.

[0044] Optionally, the motor control device further includes:

[0045] A fourth acquisition unit is used to acquire the front drive information of the vehicle; the front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle; the front drive device includes an engine and a front motor;

[0046] A fourth control unit is used to control the transistor to be in an open state if the preceding drive information indicates a fault, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0047] Optionally, the motor control device further includes:

[0048] A fifth control unit is used to control the transistor to be in an open state if a speed regulation request for the rear motor is detected.

[0049] Optionally, the motor control device further includes:

[0050] a first determining unit, configured to determine whether a shift-down operation is detected if the current gear position is not neutral;

[0051] A sixth control unit is used to control the transistor to be in the off state if the downshift operation is detected, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information.

[0052] Optionally, the motor control device further includes:

[0053] a second determining unit, configured to determine a speed signal state of the rear motor;

[0054] A stop unit is used to stop the energy-saving control operation on the rear motor if the speed signal state is a failure state; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0055] In a third aspect, an embodiment of the present application provides a vehicle-mounted controller, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the motor control method as described in any one of the first aspects above is implemented.

[0056] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the motor control method as described in any one of the above-mentioned first aspects is implemented.

[0057] In a fifth aspect, an embodiment of the present application provides a computer program product. When the computer program product runs on a vehicle-mounted controller, the vehicle-mounted controller can execute the motor control method described in any one of the above-mentioned first aspects.

[0058] In a sixth aspect, an embodiment of the present application provides a vehicle, comprising an on-board controller, wherein the on-board controller is used to execute the motor control method as described in any one of the first aspects.

[0059] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0060] The embodiment of the present application provides a motor control method, by obtaining the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle and the first fault information of the rear motor; if the current gear position is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault. Compared with the prior art, the present application can be in the neutral position of the two-speed gearbox, the speed of the rear motor is less than or equal to the set threshold, and the speed of the rear motor is less than or equal to the set threshold, indicating that the speed of the rear motor is small at this time, and the transistor of the rear motor is in the off state, which will not cause the rear motor to be dragged and burned. Therefore, at this time, the transistor in the rear motor can be controlled to be in the off state, so that the transistor in the rear motor can be in the off state in advance when the rear motor still has a speed, thereby achieving energy saving when the two-speed gearbox is in the neutral position, and further achieving the purpose of saving energy for the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0062] Figure 1 is a flow chart of an implementation of a motor control method provided by an embodiment of the present application;

[0063] Figure 2 is a flow chart of an implementation of a motor control method provided by another embodiment of the present application;

[0064] Figure 3 is a flow chart of an implementation of a motor control method provided in yet another embodiment of the present application;

[0065] Figure 4 is a specific implementation flow chart of the motor control method after step S101 provided by an embodiment of the present application;

[0066] Figure 5 is a specific implementation flow chart of the motor control method after step S101 provided by another embodiment of the present application;

[0067] Figure 6 is a flow chart of an implementation of a motor control method provided by another embodiment of the present application;

[0068] Figure 7 is a structural schematic diagram of a motor control device provided by an embodiment of the present application;

[0069] Figure 8 It is a structural diagram of a vehicle-mounted controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0070] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0071] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0072] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0073] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0074] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0075] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0076] At present, hybrid vehicles are gradually becoming the mainstream of vehicles. Hybrid vehicles usually adopt the Hybrid-Intelligent-4WD (Hi4) architecture with front engine, front motor + rear motor. At the same time, in order to achieve the best economy, the rear motor is added with a two-speed gearbox so that the rear motor can work better in the high-efficiency range, thereby realizing energy saving of the whole vehicle.

[0077] However, under the premise of adding a two-speed gearbox, the existing motor control method is not comprehensive enough to meet actual needs and cannot achieve energy savings for the entire vehicle in certain scenarios.

[0078] Based on this, an embodiment of the present application proposes a motor control method to achieve energy saving in a two-speed transmission in neutral.

[0079] In all embodiments of the present application, the vehicles are hybrid vehicles, and the vehicle adopts a hybrid intelligent four-wheel drive (Hybrid-Intelligent-4WD, Hi4) architecture with a front engine, a front motor and a rear motor. At the same time, a two-speed gearbox is provided at the rear motor. Among them, the gear positions of the two-speed gearbox include: 1st gear, N gear and 2nd gear.

[0080] It should be noted that the steps for a two-speed transmission to switch from 1st gear to 2nd gear are 1→N→2.

[0081] See also Figure 1 , Figure 1 This is a flow chart of a motor control method provided in an embodiment of the present application. In the embodiment of the present application, the motor control method is executed by a vehicle controller, which may be a vehicle controller.

[0082] In practical applications, the vehicle control unit (VCU) is the core control component of a hybrid vehicle, responsible for managing and coordinating various vehicle functions.

[0083] like Figure 1 As shown, the motor control method provided in an embodiment of the present application may include S101-S102, which are described in detail as follows:

[0084] In S101, a current gear position of a two-speed gearbox in a vehicle, a current rotation speed of a rear motor in the vehicle, and first fault information of the rear motor are obtained.

[0085] In actual applications, in order to further save energy for the entire vehicle, relevant personnel can send energy-saving requests to the on-board controller.

[0086] In the embodiment of the present application, the vehicle controller detects that the energy-saving request sent by the relevant person may be: a preset operation is detected. The preset operation can be set according to actual needs and is not limited here. For example, the preset operation may be clicking a preset control in the vehicle. Based on this, when the vehicle controller detects that the preset control in the vehicle is clicked, it can determine that the preset operation is detected, that is, the energy-saving request sent by the relevant person is detected.

[0087] After detecting the above energy-saving request, the on-board controller can obtain the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor.

[0088] The gear positions of a two-speed gearbox can be understood as: neutral and non-neutral, where non-neutral includes 1st gear and 2nd gear.

[0089] The current specifically refers to the moment when the vehicle-mounted controller determines whether it is necessary to perform an energy-saving control operation on the rear motor. The energy-saving control operation refers to controlling the transistor in the rear motor to be in a closed state.

[0090] In practical applications, the transistor in the above-mentioned rear motor can be an insulated gate bipolar transistor (IGBT).

[0091] The transistor being in the off state specifically means that the transistor is turned off.

[0092] In the embodiment of the present application, after obtaining the current gear position of the two-speed gearbox, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the on-board controller can detect whether the current gear position is neutral, compare the current speed with the set threshold, and detect whether the first fault information is the first information. The set threshold can be set according to actual needs and is not limited here.

[0093] It should be noted that the threshold is set to be greater than zero.

[0094] In some possible embodiments, the set threshold may be 100 rpm.

[0095] The first fault information is used to describe the fault level of the rear motor.

[0096] The first information is used to describe that the rear motor has no high-level fault.

[0097] It should be noted that the rear motor having no high-level faults means that the rear motor has no faults above level 3.

[0098] In one embodiment of the present application, when the vehicle controller detects that the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, the vehicle controller may continue to execute step S102.

[0099] In another embodiment of the present application, when the vehicle-mounted controller detects that the current gear is not neutral, or the current speed is greater than the set threshold, or the first fault information is not the first information, it indicates that the requirements for energy-saving control operation of the rear motor are not met at this time, that is, energy-saving control operation cannot be performed on the rear motor at this time. Therefore, the vehicle-mounted controller can cancel the energy-saving control operation of the rear motor of the vehicle.

[0100] In S102, if the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault.

[0101] In the embodiment of the present application, when the on-board controller detects that the current gear position is neutral, it means that the vehicle does not need the rear motor to drive at this time. At the same time, the current speed is less than or equal to the set threshold, which means that the speed of the rear motor is relatively low. Changing the transistor of the rear motor to the off state in advance will not cause the risk of the rear motor being dragged and burned. At the same time, the first fault information is the first information, which means that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled. In other words, the rear motor can be energy-saving control operations at this time. Therefore, the on-board controller can control the transistor in the rear motor to be in the off state, that is, the rear motor is controlled to be in the power-off state.

[0102] It should be noted that when the set threshold is greater than zero, although the rear motor is still rotating at this time, the speed of the rear motor is relatively small at this time, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned. Therefore, the transistor in the rear motor can be controlled to be in the off state at this time, so that the transistor in the rear motor can be in the off state in advance when the rear motor still has a speed, thereby further realizing energy saving when the two-speed gearbox is in neutral, and further achieving the purpose of saving energy for the whole vehicle.

[0103] As can be seen from the above, a motor control method provided by an embodiment of the present application obtains the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor; if the current gear position is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault. Compared with the prior art, the present application can be in the neutral position of the two-speed gearbox, the speed of the rear motor is less than or equal to the set threshold, and the speed of the rear motor is less than or equal to the set threshold, indicating that the speed of the rear motor is small at this time, and the transistor of the rear motor is in the off state, which will not cause the rear motor to be dragged and burned. Risk, therefore, at this time, the transistor in the rear motor can be controlled to be in the off state, so that the transistor in the rear motor can be in the off state in advance when the rear motor still has a speed, thereby achieving energy saving when the two-speed gearbox is in neutral, and further achieving the purpose of energy saving for the whole vehicle.

[0104] See also Figure 2 , Figure 2 is a flowchart of a motor control method according to another embodiment of the present invention. Figure 1 Correspondingly, this embodiment may further include step S201 after step S101, and correspondingly, step S102 may specifically include step S202, which is described in detail as follows:

[0105] In S201 , the current torque of the rear motor is obtained.

[0106] In S202, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, the transistor is controlled to be in the off state.

[0107] In actual applications, when the torque of the rear motor is large, it means that the rear motor is still providing driving power for the vehicle. If the transistor of the rear motor is directly turned off at this time, it may easily cause the vehicle to stall. However, if the transistor of the rear motor is turned off after the torque of the rear motor drops to 0, unnecessary energy waste may be caused. Therefore, in this embodiment, in order to improve the accuracy of the control of the rear motor and avoid affecting the user's driving experience, the on-board controller may also obtain the current torque of the rear motor.

[0108] After obtaining the current torque, the onboard controller can compare the current torque with the set torque. The set torque can be determined according to actual needs and is not limited here. For example, the set torque can be 2Nm.

[0109] In this embodiment, when the on-board controller detects that the current torque is less than or equal to the set torque, it means that the torque of the rear motor is small at this time, that is, the rear motor is almost not needed to provide the vehicle's driving power at this time, and there will be no obvious vehicle frustration after the transistor is turned off; at the same time, when the on-board controller detects that the current gear is neutral, it means that the vehicle does not need the rear motor to drive at this time; at the same time, when the on-board controller detects that the current speed is less than or equal to the set threshold, it means that the speed of the rear motor is small, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned; at the same time, when the on-board controller detects that the first fault information is the first information, it means that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled, that is, the rear motor can be energy-saving control operation at this time. At this time, the on-board controller controls the transistor in the rear motor to be in the off state in advance, that is, the rear motor is controlled to be in the power-off state in advance, thereby reducing the energy consumption of the entire vehicle.

[0110] It can be seen from the above that the motor control method provided in this embodiment can detect whether the current torque of the rear motor is less than or equal to the set torque on the basis that the current gear position of the two-speed gearbox is neutral, the current speed of the rear motor is less than or equal to the set threshold, and the first fault information of the rear motor is the first information, so as to further clarify the timing of performing energy-saving control operations on the rear motor, thereby improving the control accuracy of the rear motor.

[0111] See also Figure 3 , Figure 3 FIG. 1 is a flowchart of a motor control method according to another embodiment of the present invention. Figure 2Correspondingly, this embodiment may further include step S301 after step S101, and correspondingly, step S202 may specifically include step S302, which is described in detail as follows:

[0112] In S301, the current bus current of the rear motor is obtained.

[0113] In S302, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then the transistor is controlled to be in the off state.

[0114] In practical applications, when the bus current of the rear motor is large, it means that the rear motor is still providing driving power for the vehicle. If the transistor of the rear motor is directly turned off at this time, it may easily cause the vehicle to stall. However, if the transistor of the rear motor is turned off after the bus current of the rear motor drops to 0, it may cause unnecessary energy waste. Therefore, in this embodiment, in order to improve the accuracy of the control of the rear motor and avoid affecting the user's driving experience, the on-board controller may also obtain the current bus current of the rear motor.

[0115] After obtaining the above-mentioned current bus current, the on-board controller can compare the current bus current with the set current. The set current can be determined according to actual needs and is not limited here. For example, the set current can be 6A.

[0116] In this embodiment, when the on-board controller detects that the current bus current is less than the set current, it means that the bus current of the rear motor is small at this time, that is, the rear motor is not needed to provide the vehicle's driving power at this time, and the transistor will not cause obvious vehicle frustration after it is turned off; at the same time, when the on-board controller detects that the current torque is less than or equal to the set torque, it means that the torque of the rear motor is small at this time, that is, it is further clarified that the rear motor is not needed to provide the vehicle's driving power at this time, and the transistor will not cause obvious vehicle frustration after it is turned off; at the same time, when the on-board controller detects that the current gear is neutral, it means that the vehicle does not need the rear motor to drive at this time; at the same time, when the on-board controller detects that the current speed is less than or equal to the set threshold, it means that the speed of the rear motor is small, and the transistor of the rear motor is in the off state, which will not cause the rear motor to be dragged and burned. Risk; at the same time, when the on-board controller detects that the first fault information is the first information, it means that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled, that is, the rear motor can be energy-saving control operation at this time. At this time, the on-board controller can control the transistor in the rear motor to be in the off state in advance, that is, the rear motor is controlled to be in the power-off state, thereby reducing the energy consumption of the whole vehicle.

[0117] From the above, it can be seen that the motor control method provided in this embodiment can detect whether the current bus current of the rear motor is less than the set current on the basis that the current gear position of the two-speed gearbox is neutral, the current speed of the rear motor is less than or equal to the set threshold, the first fault information of the rear motor is the first information, and the current torque of the rear motor is less than or equal to the set torque. The detection of torque and bus current verifies each other to further clarify the timing of performing energy-saving control operations on the rear motor, thereby further improving the control accuracy of the rear motor, which not only enhances the user's driving experience, but also can shut down in advance to reduce unnecessary energy consumption.

[0118] See also Figure 4 , Figure 4 FIG. 1 is a flowchart of a motor control method according to another embodiment of the present invention. Figure 1 Corresponding to the embodiment, this embodiment may further include steps S41 to S402 after step S101, which are described in detail as follows:

[0119] In S401 , if the current gear position is not neutral, it is determined whether a downshift operation is detected.

[0120] In this embodiment, when the on-board controller detects that the current gear position of the two-speed gearbox is not neutral, it can detect the downshift operation of the two-speed gearbox control unit.

[0121] It should be noted that the downshift operation specifically refers to the gear position of a two-speed gearbox being switched from a non-neutral gear to a neutral gear, such as 1→N or 2→N.

[0122] In this embodiment, after the vehicle-mounted controller detects the above-mentioned downshift operation, it indicates that the target gear position of the two-speed transmission has been switched from non-neutral to neutral. Therefore, in order to clarify whether it is necessary to perform energy-saving control operations on the rear motor at this time, the vehicle-mounted controller can compare the current speed of the rear motor with the set threshold and detect whether the first fault information is the first information.

[0123] In this embodiment, when the on-board controller detects a downshift operation, it indicates that the vehicle does not need the rear motor to drive at this time. At the same time, the current speed is less than or equal to the set threshold, indicating that the speed of the rear motor is relatively low. The transistor of the rear motor is in the off state and there is no risk of the rear motor being dragged and burned. At the same time, the first fault information is the first information, indicating that there is no high-level fault in the rear motor at this time, and the transistor of the rear motor can be controlled. In other words, the rear motor can be energy-saving controlled at this time. Therefore, the on-board controller can control the transistor in the rear motor to be in the off state in advance, that is, the rear motor is controlled to be in the power-off state.

[0124] From the above, it can be seen that the motor control method provided in the present embodiment can, when a downshift operation is detected, indicate that the two-speed gearbox has switched from non-neutral to neutral, and the current speed is less than or equal to the set threshold, and when the first fault information is the first information, it indicates that the speed of the rear motor is relatively low at this time, and the transistor of the rear motor is in the off state, which will not cause the risk of the rear motor being dragged and burned. Therefore, the transistor in the rear motor can be controlled to be in the off state at this time, so that the transistor in the rear motor can be in the off state in advance when the rear motor still has a speed, thereby further realizing energy saving when the two-speed gearbox is in neutral, and further achieving the purpose of energy saving for the whole vehicle.

[0125] See also Figure 5 , Figure 5 FIG. 1 is a flowchart of a motor control method according to another embodiment of the present invention. Figure 1 Corresponding to the embodiment, the motor control method in this embodiment, after step S101, may further include steps S601-S602, which are described in detail as follows:

[0126] In S501, the front drive information of the vehicle is obtained; the front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle; the front drive device includes an engine and a front motor.

[0127] In S502, if the preceding drive information indicates a fault, the current gear is neutral, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information, the transistor is controlled to be in an open state.

[0128] In actual applications, when the front drive device of the vehicle fails, the available torque of the entire vehicle will become smaller. Therefore, it is very likely that the rear motor will need to provide torque, that is, the two-speed gearbox may need to be switched from neutral to non-neutral at any time. If the control transistor is often controlled to enter the off-state in advance at this time, the transistor needs to frequently jump from the off-state to the on-state, which not only affects the service life of the transistor, but also causes a time delay in the access and intervention of the rear motor torque. At the same time, since there is also a time delay in shifting the two-speed gearbox, the available torque of the entire vehicle will be reduced and the acceleration will be slow, which will increase the vehicle's sense of power delay and reduce the user experience. Therefore, in this embodiment, after obtaining the current gear position of the two-speed gearbox, the current speed of the rear motor and the first fault information of the rear motor, the vehicle can also obtain the front drive information of the vehicle.

[0129] The front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle. The front drive device includes the engine and the front motor.

[0130] In this embodiment, when the on-board controller detects that the front drive information is a fault, it indicates that the rear motor needs to be used to provide torque, that is, the two-speed transmission needs to be switched from neutral to non-neutral. Therefore, even if the current gear position of the two-speed transmission is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, the on-board controller still needs to control the transistor of the rear motor to be in an open state.

[0131] In some possible embodiments, the preceding drive information of a failure may be: a failure of the vehicle's engine.

[0132] In some other possible embodiments, the above-mentioned front drive information of failure may also be: a front motor of the vehicle fails.

[0133] In some further possible embodiments, the above-mentioned front drive information of failure may also be: both the engine and the front motor of the vehicle fail.

[0134] From the above, it can be seen that the motor control method provided in this embodiment, when the vehicle's engine and / or front motor fails, the front drive device fails at this time, which will cause the available torque of the entire vehicle to become smaller. Therefore, it is very likely that the rear motor will need to provide torque, that is, the two-speed transmission may need to be switched from neutral to non-neutral at any time. If the control transistor is often controlled to enter the off-state in advance at this time, the transistor needs to frequently jump from the off-state to the on-state, which not only affects the service life of the transistor, but also causes a time delay in the access and intervention of the rear motor torque. At the same time, since there is also a time delay in shifting the two-speed transmission, the available torque of the entire vehicle is reduced and the acceleration is slow, which increases the vehicle's power delay and reduces the user experience. Therefore, in order to avoid the above situation, the on-board controller can control the transistor to be in the on-state when it detects that the front drive device of the vehicle has failed.

[0135] See also Figure 6 , Figure 6 FIG. 1 is a flowchart of a motor control method according to another embodiment of the present invention. Figure 1 Corresponding to the embodiment, the motor control method in this embodiment may include steps S601-S602, which are described in detail as follows:

[0136] In S601, the speed signal state of the rear motor is determined.

[0137] In this embodiment, the speed signal state includes but is not limited to: a failure state and a non-failure state. The failure state is used to indicate that other devices of the vehicle cannot receive the speed signal of the rear motor, that is, the real-time speed of the rear motor cannot be determined. The non-failure state is used to indicate that other devices of the vehicle can receive the speed signal of the rear motor, that is, the real-time speed of the rear motor can be determined.

[0138] In one embodiment of the present application, when the vehicle controller detects that the speed signal state of the rear motor is not in an invalid state, it means that other devices of the vehicle can receive the speed signal of the rear motor at this time, that is, the real-time speed of the rear motor can be determined. Therefore, the vehicle controller can continue to execute the following steps: Figure 1 , Figure 2 , Figure 3 , Figure 4 as well as Figure 5 Any one of the corresponding embodiments can achieve energy-saving control of the rear motor.

[0139] In another embodiment of the present application, when the vehicle-mounted controller detects that the speed signal state of the rear motor is in a failure state, step S602 may be executed.

[0140] In S602, if the speed signal state is a failure state, the energy-saving control operation on the rear motor is stopped; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0141] In this embodiment, when the vehicle-mounted controller detects that the speed signal status of the rear motor is in a failed state, it means that other equipment in the vehicle cannot receive the speed signal of the rear motor at this time, that is, the real-time speed of the rear motor cannot be determined. Therefore, the vehicle-mounted controller can stop the energy-saving control operation of the rear motor to avoid the risk of the rear motor being dragged and burned after entering the power-off state.

[0142] From the above, it can be seen that in the motor control method provided by the present embodiment, when the speed signal state of the rear motor is in the failed state, it means that at this time, other equipment of the vehicle cannot determine the speed of the rear motor. Therefore, the two-speed gearbox may be in a false neutral state, that is, the actual gear position may be in 1st gear or 2nd gear but is mistakenly considered to be in neutral. At this time, if the on-board controller performs energy-saving control operations on the rear motor, that is, controls the rear motor to enter the power-off state, it will cause the rear motor to be towed back and enter the safe state ASC, thereby burning the rear motor. Therefore, the present embodiment stops the energy-saving control operation on the rear motor when the speed signal state is in the failed state, which can avoid the risk of the rear motor being towed and burned after entering the power-off state.

[0143] In one embodiment of the present application, after controlling the transistor of the rear motor to be in the off state, the onboard controller can detect in real time whether a speed regulation request for the rear motor is received, wherein the speed regulation request is used to request the speed regulation of the rear motor.

[0144] In this embodiment, when the vehicle-mounted controller detects a speed regulation request for the rear motor, it indicates that the speed of the rear motor needs to be regulated. Therefore, the vehicle-mounted controller can control the transistor to be in an open-tube state to regulate the speed of the rear motor, thereby improving the response efficiency of the rear motor.

[0145] It should be understood that the size of the serial numbers of the steps in the above embodiments does not 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 embodiments of the present application.

[0146] Corresponding to a motor control method described in the above embodiment, Figure 7 The structure diagram of a motor control device provided by an embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 7 The motor control device 700 includes: a first acquisition unit 71 and a first control unit 72. Wherein:

[0147] The first acquisition unit 71 is used to acquire the current gear position of a two-speed gearbox in the vehicle, the current rotation speed of the rear motor in the vehicle, and first fault information of the rear motor.

[0148] The first control unit 72 is used to control the transistor in the rear motor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information; the first information is used to describe that the rear motor has no high-level fault.

[0149] In one embodiment of the present application, the motor control device 700 further includes: a second acquisition unit; correspondingly, the first control unit 72 specifically includes: a second control unit.

[0150] The second acquisition unit is used to acquire the current torque of the rear motor.

[0151] The second control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque.

[0152] In one embodiment of the present application, the motor control device 700 further includes: a third acquisition unit; accordingly, the first control unit 72 specifically includes: a third control unit. Among them:

[0153] The third acquisition unit is used to acquire the current bus current of the rear motor.

[0154] The third control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current.

[0155] In one embodiment of the present application, the motor control device 700 further includes: a fourth acquisition unit and a fourth control unit.

[0156] The fourth acquisition unit is used to acquire the front drive information of the vehicle; the front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle; the front drive device includes an engine and a front motor.

[0157] The fourth control unit is used to control the transistor to be in an open state if the preceding drive information indicates a fault, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0158] In one embodiment of the present application, the motor control device 700 further includes: a fifth control unit.

[0159] The fifth control unit is used to control the transistor to be in an open state if a speed regulation request for the rear motor is detected.

[0160] In one embodiment of the present application, the motor control device 700 further includes: a first determination unit and a sixth control unit.

[0161] The first determination unit is configured to determine whether a shift-down operation is detected if the current gear position is not neutral.

[0162] The sixth control unit is used to control the transistor to be in the off state if the downshift operation is detected, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0163] In one embodiment of the present application, the motor control device 700 further includes: a second determining unit and a stopping unit.

[0164] The second determination unit is used to determine the speed signal state of the rear motor.

[0165] The stopping unit is used to stop the energy-saving control operation on the rear motor if the speed signal state is a failure state; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0166] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0167] The technicians in the relevant field 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 for illustration. In practical applications, the above-mentioned function allocation can be 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. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0168] Figure 8 This is a schematic diagram of the structure of a vehicle controller provided in one embodiment of the present application. Figure 8 As shown, the vehicle-mounted controller 8 of this embodiment includes: at least one processor 80 ( Figure 8 Only one is shown in the figure), a memory 81 and a computer program 82 stored in the memory 81 and executable on the at least one processor 80, wherein the processor 80 implements the steps of any of the above-mentioned motor control method embodiments when executing the computer program 82.

[0169] The vehicle-mounted controller may include, but is not limited to, a processor 80 and a memory 81. Those skilled in the art will appreciate that Figure 8 It is only an example of the vehicle-mounted controller 8 and does not constitute a limitation of the vehicle-mounted controller 8. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, for example, it may also include input and output devices, network access devices, etc.

[0170] The processor 80 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0171] In some embodiments, the memory 81 may be an internal storage unit of the vehicle controller 8, such as the memory of the vehicle controller 8. In other embodiments, the memory 81 may also be an external storage device of the vehicle controller 8, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle controller 8. Further, the memory 81 may also include both the internal storage unit of the vehicle controller 8 and an external storage device. The memory 81 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory 81 may also be used to temporarily store data that has been output or is to be output.

[0172] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0173] An embodiment of the present application provides a computer program product. When the computer program product runs on a vehicle-mounted controller, the vehicle-mounted controller can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0174] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device that can carry the computer program code to the vehicle controller, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0175] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0176] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person 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 application, and should all be included in the protection scope of the present application.

Claims

1. A motor control method, characterized in that: include: Acquire a current gear position of a two-speed gearbox in a vehicle, a current rotation speed of a rear motor in the vehicle, and first fault information of the rear motor; If the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault; the high-level fault refers to a fault of level 3 or above.

2. The motor control method according to claim 1, characterized in that: After acquiring the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle, and the fault information of the rear motor, the method further includes: Acquire the current torque of the rear motor; Correspondingly, if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in a turned-off state, including: If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, the transistor is controlled to be in the off state.

3. The motor control method according to claim 2, characterized in that: After acquiring the current torque of the rear motor, the method further includes: Obtaining the current bus current of the rear motor; Correspondingly, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then controlling the transistor to be in the off state includes: If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then the transistor is controlled to be in the off state.

4. The motor control method according to claim 1, characterized in that: After acquiring the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: Acquire the front drive information of the vehicle; the front drive information is used to describe whether a high-level fault occurs in the front drive device of the vehicle; the front drive device includes an engine and a front motor; If the preceding drive information indicates a fault, the current gear is neutral, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information, the transistor is controlled to be in an open state.

5. The motor control method according to claim 1, characterized in that: After controlling the transistor in the rear motor to be in the off state, the method further includes: If a speed regulation request for the rear motor is detected, the transistor is controlled to be in an open state.

6. The motor control method according to claim 1, characterized in that: After acquiring the current gear position of the two-speed gearbox in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: If the current gear position is not neutral, determining whether a shift-down operation is detected; If the downshift operation is detected, the current rotation speed is less than or equal to the set threshold, and the first fault information is the first information, the transistor is controlled to be in the off state.

7. The motor control method according to any one of claims 1 to 6, characterized in that: The method further comprises: Determining a speed signal state of the rear motor; If the speed signal state is a failure state, the energy-saving control operation on the rear motor is stopped; the energy-saving control operation refers to controlling the transistor to be in the off state.

8. A motor control device, characterized in that: include: a first acquisition unit, configured to acquire a current gear position of a two-speed gearbox in a vehicle, a current rotation speed of a rear motor in the vehicle, and first fault information of the rear motor; The first control unit is used to control the transistor in the rear motor to be in an off state if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information; the first information is used to describe that the rear motor has no high-level fault; the high-level fault refers to a fault of level 3 or above.

9. A vehicle-mounted 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 7 is implemented.

10. A vehicle, characterized in that: Comprising the vehicle-mounted controller as claimed in claim 9.

Images