Motor controller, control method and electric vehicle

Abstract

The invention provides a motor controller, a control method and an electric vehicle, and the motor controller can control a driving motor to adjust the size of the output torque according to the slip rate of wheels and a road surface or the slip rate of the wheels and the road surface. And the actual path track is fed back to the automatic driving system in the form of an actual path track signal, so that the automatic driving system performs more accurate path planning and tracking closed-loop control according to the actual path track signal.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a motor controller, a control method and an electric vehicle. Background Art

[0002] With the rapid development and widespread application of autonomous driving technology, autonomous vehicles are facing increasingly complex driving environments and challenges. Especially in the process of autonomous driving and automatic parking in extreme scenarios, when the vehicle encounters tire slippage or sliding, the existing autonomous driving system often immediately exits the autonomous driving mode and requires the driver to take over urgently. In this case, if the driver takes over improperly (such as turning the steering wheel too much or stepping on the accelerator / brake suddenly) or takes over untimely, it may cause a safety accident.

[0003] Currently, some vehicles are equipped with auxiliary systems such as traction control system (TCS) and dynamic traction control system (DTC) to improve driving stability after exiting autonomous driving. However, the response time of these systems is usually greater than 100 milliseconds, which means that even if they can intervene, it is difficult to correct the vehicle state in time, resulting in reduced vehicle stability and weakened steering performance in a short period of time. Existing TCS or DTC systems have difficulty in accurately determining the adhesion level of the road, which greatly limits their effectiveness and response speed in extreme scenarios.

[0004] In order to overcome the above limitations, a new solution is urgently needed that can achieve more accurate path planning and tracking closed-loop control under different road conditions, so as to avoid the situation where the vehicle body stability decreases and the steering performance weakens in a short period of time in extreme scenarios, thereby improving driving safety. Summary of the invention

[0005] The present application provides a motor controller, a control method and an electric vehicle, which control the drive motor to adjust the output torque according to the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface. After the drive motor adjusts the output torque, the actual path trajectory is fed back to the automatic driving system in the form of an actual path trajectory signal, so that the automatic driving system can perform more accurate path planning and tracking closed-loop control according to the actual path trajectory signal.

[0006] In a first aspect, the present application provides a motor controller, which is used to control the output torque of a drive motor of an electric vehicle to drive the wheels of the electric vehicle. The motor controller is used to: during the driving process of the electric vehicle, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, control the drive motor to adjust the torque output and output an actual path trajectory signal to the automatic driving system of the electric vehicle, and the actual path trajectory signal is used to indicate the driving path trajectory after the drive motor adjusts the torque output.

[0007] The motor controller provided in the present application adjusts the torque of the drive motor according to the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface, thereby adjusting the actual driving state of the electric vehicle, and feeds back the actual path trajectory to the automatic driving system in the form of an actual path trajectory signal, so that the automatic driving system can perform accurate path planning and tracking closed-loop control according to the actual path trajectory signal, and perform more accurate path planning and tracking closed-loop control, thereby improving driving safety.

[0008] As a possible implementation, the motor controller is also used to: during the driving process of the electric vehicle, receive a reference path trajectory signal from the automatic driving system and control the output torque of the drive motor according to the indication of the reference path trajectory signal, and the reference path trajectory signal is used to indicate the reference path trajectory of the electric vehicle.

[0009] The motor controller provided in this application ensures that the vehicle can reach the destination or complete a specific task in a safe and efficient manner by receiving the reference path trajectory signal from the automatic driving system. In addition, controlling the output torque of the drive motor according to the indication of the reference path trajectory signal can also optimize the driving performance, enable the vehicle to accelerate, decelerate and turn smoothly, and improve ride comfort.

[0010] As a possible implementation, the motor controller is also used to: during the driving process of the electric vehicle, when the road surface roughness of the road surface contacted by the wheels is greater than a preset road surface roughness, output a suspension control signal to the suspension system of the electric vehicle, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper of the suspension system.

[0011] The motor controller provided in the present application outputs a suspension control signal to the suspension system of the electric vehicle when the road surface roughness of the road surface contacted by the wheels is greater than a preset road surface roughness, so as to adjust the damping coefficient in real time, so that the suspension system can more effectively absorb the impact and vibration from the road surface, thereby reducing the bumpy feeling felt in the vehicle.

[0012] As a possible implementation, the motor controller is also used to: output a braking control signal to the braking system of the electric vehicle, and the braking control signal is used to control the braking system to brake the electric vehicle or adjust the magnitude of the braking force output to the electric vehicle.

[0013] When the electric vehicle needs to slow down or stop, the motor controller outputs a brake control signal to the brake system of the electric vehicle to ensure that the electric vehicle can stop faster in an emergency.

[0014] As a possible implementation manner, the motor controller is specifically used to: when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, control the drive motor to reduce the torque output; or, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, output a braking control signal to the braking system through the chassis CAN or the private CAN to control the braking system to output braking force to the electric vehicle.

[0015] In this way, when the slip rate between the wheel and the road surface is greater than the preset slip rate or the slip rate between the wheel and the road surface is greater than the preset slip rate, the traction and stability of the vehicle on slippery or low-friction roads can be improved by controlling the drive motor to reduce the torque output, and the driving safety can be significantly improved to ensure that the vehicle can maintain good handling performance under various driving conditions. In addition, when the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface is too large, the brake control signal is output to the brake system through the chassis CAN or the private CAN, which can enable the vehicle to stop faster in an emergency and ensure the driving safety of the electric vehicle.

[0016] As a possible implementation, the motor controller is also used to: output a steering control signal to a steering system of the electric vehicle during driving of the electric vehicle, wherein the steering control signal is used to instruct the steering system to adjust the steering angle of the electric vehicle.

[0017] The steering control signal sent by the motor controller can more accurately control the steering angle of the electric vehicle, which not only improves the handling and responsiveness of the electric vehicle, but also provides higher safety under various driving conditions.

[0018] As a possible implementation mode, the motor controller is specifically used for: during the driving process of the electric vehicle, when the lateral force of the electric vehicle is greater than a preset value, outputting a steering control signal to the steering system through the chassis CAN or private CAN to control the steering system to adjust the steering angle of the electric vehicle.

[0019] In this way, when the lateral force of the electric vehicle is too large, a steering control signal is output to the steering system through the chassis CAN or private CAN to control the steering system to adjust the steering angle of the electric vehicle, so that the vehicle can run smoothly on the reference path, thereby improving the dynamic stability and handling performance of the vehicle, effectively reducing the risk of vehicle loss of control, and improving driving safety.

[0020] As a possible implementation mode, the motor controller is also used to: during the driving process of the electric vehicle, when the difference in the adhesion coefficient between the two coaxial wheels of the electric vehicle and the road surface is greater than a preset value, output a body stability control signal to the electronic stability control system of the electric vehicle, and the body stability control signal is used to instruct the stability control system to adjust the lateral force of the electric vehicle.

[0021] During the driving process of the electric vehicle, if the difference between the adhesion coefficients of the two coaxial wheels of the electric vehicle and the road surface is greater than a preset value, this indicates that the road conditions on the wheels on both sides of the electric vehicle are different. In this case, the motor controller can output a body stability control signal to the electronic stability control system of the electric vehicle to adjust the body posture of the electric vehicle, thereby reducing the instability of the electric vehicle caused by the different road conditions on the wheels on both sides and improving the stability of the electric vehicle during driving.

[0022] As a possible implementation, the motor controller is used to receive a vehicle speed command output by the automatic driving system, and the motor controller is used to control the drive motor to adjust the motor speed according to the vehicle speed command.

[0023] The motor controller receives the vehicle speed command from the autonomous driving system and adjusts the motor speed accordingly, which not only improves driving safety, but also optimizes energy efficiency and traffic efficiency, and enhances driving reliability and stability.

[0024] As a possible implementation, the motor controller is used to receive a gear signal from the automatic driving system during the driving of the electric vehicle, the gear signal including a forward gear signal, a reverse gear signal and a stop signal, the forward gear signal is used to instruct the motor controller to control the drive motor to rotate forward, the reverse gear signal is used to instruct the motor controller to control the drive motor to rotate reversely, and the stop signal is used to instruct the motor controller to control the drive motor to stop rotating.

[0025] When the motor controller receives a forward gear signal, it controls the drive motor to rotate forward to accelerate the vehicle smoothly. When it receives a reverse gear signal, it controls the drive motor to rotate in the opposite direction to achieve reverse operation. When it receives a stop signal, it immediately stops the drive motor to ensure that the vehicle stops safely. In this way, the motor controller adjusts the working state of the drive motor in real time, and the autonomous driving system can better adapt to different driving scenarios and road conditions, thereby responding to various emergencies and improving the autonomous driving experience.

[0026] As a possible implementation, the electric vehicle also includes an electronic parking brake system, and the motor controller is also used to output an electronic parking brake system start signal and an electronic parking brake system shutdown signal, the electronic parking brake start signal is used to indicate that the electronic parking brake system is started, and the electronic parking brake shutdown signal is used to indicate that the electronic parking brake system is shut down.

[0027] The motor controller outputs the start and stop signals of the electronic parking brake system. When the electric vehicle needs to stop, the motor controller can automatically send out the electronic parking brake start signal to ensure that the electric vehicle can be safely parked on slopes or flat ground to prevent the vehicle from slipping. Combined with the automatic driving system, the electronic parking brake system can automatically start after the electric vehicle stops completely, and automatically shut down when the electric vehicle is ready to drive, further improving the degree of driving automation.

[0028] As a possible implementation, the motor controller is used to output a suspension control signal, a brake control signal or a steering control signal through a chassis CAN.

[0029] The motor controller can be connected to the electronic stability control system, the braking system, the steering system, the suspension system and the autonomous driving system through the chassis CAN. Since the chassis CAN is a common communication bus in electric vehicles, the scalability of the solution provided by the present application is improved.

[0030] As a possible implementation, the motor controller is used to output a suspension control signal, a brake control signal or a steering control signal through a private CAN.

[0031] The motor controller can connect to the electronic stability control system, braking system, steering system, suspension system and autonomous driving system through private CAN. Using private CAN to transmit signals can further reduce latency and increase feedback speed.

[0032] As a possible implementation manner, the motor controller is used to: during the driving process of the electric vehicle, when the slip rate between the wheel and the road is greater than a first preset slip rate, control the drive motor to reduce the torque output; during the driving process of the electric vehicle, when the slip rate between the wheel and the road is greater than a second preset slip rate, control the drive motor to output a preset torque, the preset torque being the maximum torque output by the wheel controlled by the drive motor at the second preset slip rate; during the driving process of the electric vehicle, when the slip rate between the wheel and the road is greater than a third preset slip rate, control the drive motor to stop torque output.

[0033] When the slip rate between the wheel and the road surface is greater than a first preset threshold, the motor controller will determine that the wheel corresponding to the drive motor is slipping, and reduce the torque output of the drive motor, thereby reducing the risk of loss of control and ensuring driving safety.

[0034] When the road conditions are more severe, such as on snowy or icy roads, the friction coefficient between the tires and the ground is greatly reduced, which can easily cause the wheels to slip. The slip rate between the wheels and the road surface is greater than a second preset threshold. By precisely controlling the output preset torque of the drive motor, it can be ensured that even under low friction coefficient conditions, the electric vehicle can obtain the best traction effect, thereby helping the electric vehicle to drive more efficiently.

[0035] By comparing the slip rate between the wheel and the road with a third preset slip rate, when the slip rate exceeds the third preset slip rate, it is considered that the wheel begins to show significant air mobility. By suspending torque output, the driving force can be restored more smoothly when the wheel re-grounds, which helps maintain the stability and controllability of the electric vehicle.

[0036] In a second aspect, the present application provides a control method for an electric vehicle, the control method comprising: receiving a reference path trajectory signal, the reference path trajectory signal being used to indicate a reference path trajectory of the electric vehicle, controlling a drive motor to output torque to drive the wheels of the electric vehicle according to the reference path trajectory of the electric vehicle indicated by the reference path trajectory signal, and during the driving of the electric vehicle, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, controlling the drive motor to adjust the torque output and outputting an actual path trajectory signal to the automatic driving system of the electric vehicle, the actual path trajectory signal being used to indicate the actual driving path trajectory of the electric vehicle after the drive motor adjusts the torque output.

[0037] The method provided by the present application receives a reference path trajectory signal from an autonomous driving system, and controls the output torque of the drive motor according to the indication of the reference path trajectory signal. The motor controller can also actively control the drive motor to adjust the output torque according to the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface, and feed back an actual path trajectory signal to the autonomous driving system. The actual path trajectory signal is used to indicate the actual path trajectory of the vehicle after the motor controller actively adjusts the output torque of the drive motor. The autonomous driving system adjusts the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal, thereby achieving more accurate path planning and tracking closed-loop control under different road conditions and improving the stability of the vehicle.

[0038] As a possible implementation method, the control method also includes: during the driving of the electric vehicle, outputting a braking control signal to the braking system of the electric vehicle through the chassis CAN or the private CAN, and the braking control signal is used to control the braking system to brake the electric vehicle or adjust the braking force output to the electric vehicle.

[0039] As a possible implementation, the control method also includes: during the driving of the electric vehicle, outputting a steering control signal to the steering system of the electric vehicle through the chassis CAN or the private CAN, and the steering control signal is used to instruct the steering system to adjust the steering angle of the electric vehicle.

[0040] As a possible implementation, the control method also includes: during the driving of the electric vehicle, outputting a suspension control signal to the suspension system of the electric vehicle through the chassis CAN or the private CAN, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper of the suspension system.

[0041] As a possible implementation, the control method also includes: during the driving of the electric vehicle, sending a road state signal indicating the road state to the automatic driving system of the electric vehicle, the road state including the adhesion coefficient between the wheels of the electric vehicle and the road, the slip rate of the wheels or the slip rate of the wheels.

[0042] By sending road status signals including wheel-road adhesion coefficient, slip rate and slip ratio to the automatic driving system during the driving process of the electric vehicle, this feedback method enables the automatic driving system to more accurately perceive the current road conditions, and timely adjust the torque output of the drive motor and the vehicle's driving strategy, thereby effectively preventing tire slippage or locking and improving the vehicle's stability and controllability under various road conditions.

[0043] In a third aspect, the present application provides an electric vehicle, which includes a power battery, a drive motor and a motor controller as in the first aspect. During the driving of the electric vehicle, the motor controller is used to receive power from the power battery and control the drive motor to output torque to drive the wheels of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 Provide a schematic diagram of an application scenario for an embodiment of the present application;

[0045] Figure 2 A schematic diagram of an architecture of an autonomous driving system;

[0046] Figure 3 A schematic diagram of the structure of a motor controller provided in this application;

[0047] Figure 4 The driving schematic diagram provided for this application;

[0048] Figure 5 A schematic diagram of a motor controller provided in an embodiment of the present application;

[0049] Fig. 6A It is a schematic diagram of the existing closed-loop control of wheel speed control;

[0050] Figure 6B This is a schematic diagram of the closed-loop control of wheel speed control of this application;

[0051] Figure 7 A schematic diagram of a road condition in which an electric vehicle is traveling Figure 1 ;

[0052] Figure 8 A schematic diagram of a road condition in which an electric vehicle is traveling Figure 2 ;

[0053] Fig. 9A is a schematic diagram of the path trajectory;

[0054] Fig. 9B Schematic diagram of adjustment of path trajectory;

[0055] Fig.10 A schematic diagram of the architecture of an autonomous driving system for this application;

[0056] Fig.11 A communication connection diagram of a motor controller Figure 1 ;

[0057] Fig.12 A communication connection diagram of a motor controller Figure 2 ;

[0058] Fig.13 A flow chart of a control method for an electric vehicle. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the present application are described below in conjunction with the accompanying drawings in the embodiments of the present application. Wherein, in the description of the embodiments of the present application, the terms used in the following embodiments are only for the purpose of describing specific embodiments, and are not intended to be used as limitations on the present application. As used in the specification and the appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to include expressions such as "one or more", unless there is a clear indication to the contrary in the context. It should also be understood that in the following embodiments of the present application, "at least one", "one or more" refer to one or more (including two).

[0060] References to "one embodiment" or "some embodiments" etc. described in this specification mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Thus, 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. The term "connection" includes direct connection and indirect connection, unless otherwise specified. "First" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.

[0061] In the embodiments of the present application, the words "exemplarily" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplarily" or "for example" is intended to present related concepts in a specific way.

[0062] See also Figure 1 , a schematic diagram of an application scenario is provided for an embodiment of the present application, and the scenario may specifically be a scenario such as automated driving (AD) or assisted driving. In the above scenario, the electric vehicle 100 includes an automatic driving system 150, and the automatic driving system 150 includes at least one processor 151, and the processor 151 may execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. Among them, the processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

[0063] See also Figure 2 As shown, Figure 2 A schematic diagram of the architecture of an autonomous driving system. Figure 2The architecture of the autonomous driving system mainly includes three parts: a path planner 201, a path tracking controller 202 and a chassis controller (vehicle level control, VLC) 203.

[0064] Among them, the path planner 201 is used to formulate the driving route, behavior strategy and movement plan of the electric vehicle 100. It is connected to the sensing devices of the electric vehicle 100, which include but are not limited to speed sensors, acceleration sensors, angular velocity sensors, roll angle sensors, steering wheel sensors, steering angle sensors, accelerator pedal position sensors, brake pedal position sensors, gear sensors, driving mode sensors, visual sensors (such as cameras), laser radars or millimeter wave radars, etc. The path planner 201 obtains corresponding sensing information from these sensors to perceive the surrounding environment of the vehicle body, and determines the best driving path and speed strategy based on this information, that is, the reference path trajectory signal.

[0065] The path tracking controller 202 is used to convert the results of path planning into specific operation instructions to ensure that the electric vehicle 100 travels along the predetermined trajectory. The path tracking controller 202 will continuously update and adjust the driving direction and speed of the electric vehicle 100 to adapt to the ever-changing road conditions and traffic environment.

[0066] The chassis controller 203, as the control side of the electric vehicle 100, is responsible for sending control signals to the vehicle controller 205, the steering system 206, the electronic stability control system 207, the braking system 208, the electronic parking brake system 209 and the suspension system 210.

[0067] The vehicle controller 205 is used to control other key components such as the motor controller 204 to achieve power output of the electric vehicle 100 .

[0068] The motor controller 204 is used to receive power from a power battery in the electric vehicle 100 and control the drive motor to output torque to drive the wheels of the electric vehicle 100 .

[0069] The steering system 206 is used to adjust the steering angle of the electric vehicle 100 .

[0070] The electronic stability control system 207 is used to maintain the lateral stability of the electric vehicle 100 .

[0071] The braking system 208 is used to adjust the braking force output to the electric vehicle 100 .

[0072] The electronic parking brake system 209 is used to fix the electric vehicle 100 when it is parked to prevent it from accidentally moving. In addition, in some cases, it can also provide additional braking force for the electric vehicle 100 in an emergency.

[0073] The suspension system 210 absorbs impacts and vibrations from the road surface through components such as variable dampers, thereby improving the ride comfort and handling stability of the vehicle.

[0074] Figure 2 The arrows between different components and systems are only used to indicate that the corresponding modules can communicate with each other, and do not limit any communication method or information format. Figure 2 The components and systems shown are examples only, and the electric vehicle 100 may not include Figure 2 Some of the components and systems shown may also include Figure 2 Other components or systems other than those shown, or Figure 2 Some of the components and systems in the figure are replaced by other components and systems not shown, which will not be described in detail here.

[0075] Based on the above structure, the functions that can be realized by the automatic driving system 150 mainly include but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, front crossroad traffic warning / braking, rear crossroad traffic warning / braking, front vehicle collision warning, lane departure warning, lane keeping assistance, rear vehicle collision warning, traffic sign recognition, traffic congestion assistance, highway assistance, etc. It should be understood that the above functions can have specific modes at different automatic driving levels. The higher the automatic driving level, the smarter the corresponding mode, and the higher the accuracy of the required perception and regulation algorithms.

[0076] The current mainstream autonomous driving system 150 has the following problems: the motor controller 204, the vehicle controller 205, the electronic stability control system 206, the braking system 207, the electronic parking brake system 208 and the suspension system 209 are controlled by different control units. This decentralized control method will lead to a lack of effective information sharing and coordination between the components or systems.

[0077] In addition, the existing control method does not fully consider the influence of the motor controller 204 and the braking system 208 on the steering system 206. For example, during emergency acceleration or emergency braking, the center of gravity of the electric vehicle 100 will change, which may affect the distribution of the contact force between the ground and the wheels, thereby affecting the steering performance and causing the controllability of the electric vehicle 100 to decrease.

[0078] Moreover, the process from sensor data collection to data transmission to the actuator (such as the motor controller 204) is relatively long. For example, after the path planner 201 collects sensor data, it determines the longitudinal control instruction according to the sensor data, and then sends the longitudinal control instruction to the chassis controller 203, the vehicle controller 205, and then the motor controller 204. This multi-level data transmission increases the control delay of the automatic driving system 150.

[0079] The above problems may have little impact under normal driving conditions, but in extreme cases, such as tire slippage or skidding, quick response is critical. Long delays may cause the autonomous driving system 150 to be unable to respond in time, thereby reducing the safety and stability of the vehicle.

[0080] Currently, when the autonomous driving system 150 detects that it cannot safely continue autonomous driving, it immediately exits the autonomous driving mode and requires the driver to take over. However, the sudden request for driver intervention in an unexpected situation leaves the driver with very little time to react (typically 200 to 500 milliseconds), thereby increasing the risk of an accident, especially if the driver fails to react quickly and correctly.

[0081] Although some electric vehicles 200 are also equipped with auxiliary systems such as traction control systems and dynamic traction control systems to improve driving stability, the response time of the above systems is also greater than 100 milliseconds, which means that even if the above systems can intervene, they may not be able to effectively correct the state of the electric vehicle 100 at the critical moment, thereby leading to driving risks such as reduced vehicle body stability and weakened steering performance.

[0082] In order to overcome the above limitations, the present application provides a motor controller, a control method and an electric vehicle. The motor controller is used to receive a reference path trajectory signal from an autonomous driving system, and control the output torque of the drive motor according to the indication of the reference path trajectory signal. The motor controller can also actively control the drive motor to adjust the output torque according to the slip rate between the wheel and the road surface or the slip rate between the wheel and the ground, and feedback the actual path trajectory signal to the autonomous driving system. The actual path trajectory signal is used to indicate the actual path trajectory of the vehicle after the motor controller actively adjusts the output torque of the drive motor. The autonomous driving system adjusts the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal, thereby achieving more accurate path planning and tracking closed-loop control under different road conditions, and improving the stability and steering performance of the vehicle in extreme scenarios.

[0083] See also Figure 3 As shown, Figure 3 A schematic diagram of the structure of a motor controller provided in this application.

[0084] The motor controller 300 is used to receive a reference path trajectory signal from the automatic driving system 301 and control the output torque of the drive motor 302 according to the indication of the reference path trajectory signal. The reference path trajectory signal is used to indicate the reference path trajectory of the electric vehicle 100. The motor controller 300 is also used to actively control the drive motor 302 to adjust the output torque according to the slip rate of the wheel and the road surface, or the slip rate of the wheel and the road surface, and feedback the actual path trajectory signal to the automatic driving system 301. The actual path trajectory signal is used to indicate the actual path trajectory of the electric vehicle 100 after the motor controller 300 actively adjusts the output torque of the drive motor 302. The automatic driving system 301 is used to adjust the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal.

[0085] Among them, both slip rate and slip ratio can be used to describe the relative motion state between the wheel and the road surface. Slip rate refers to the difference ratio between the actual linear velocity of the wheel in a non-rotating state and the speed of the vehicle. It is used to describe the degree of sliding of the non-rotating wheel relative to the ground during braking, while slip rate refers to the difference ratio between the actual linear velocity of the wheel in a rotating state and the speed of the vehicle. It is used to describe the degree of sliding of the rotating wheel relative to the ground during acceleration.

[0086] For the motor controller 300, the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface can be monitored by the resolver sensor on the driving motor 302. The motor controller 300 receives the resolver signal of the resolver sensor according to a preset time period, wherein the resolver signal includes a sinusoidal signal and cosine signal in, is the angle that the driving motor 302 rotates. The preset time period can be understood as the sampling period of the motor controller 300, that is, the motor controller 300 collects the sinusoidal signal of the resolver sensor in real time. and cosine signal The motor controller 300 generates a sinusoidal signal With cosine signal The angle that the drive motor 302 rotates is calculated by the ratio between The motor controller 300 is based on the angle The driving motor 302 rotates through an angle The time t used is used to calculate the rotation speed of the drive motor 302 .

[0087] The motor controller 300 can calculate the angular velocity of the wheel corresponding to the drive motor 302 according to the rotation speed of the drive motor 302 and the transmission ratio of the wheel corresponding to the drive motor 302. The motor controller 300 can calculate the linear velocity of the wheel corresponding to the drive motor 302 according to the angular velocity of the wheel corresponding to the drive motor 302 and the rolling radius of the wheel corresponding to the drive motor 302. The motor controller 300 can determine the slip rate between the wheel corresponding to the drive motor 302 and the road surface or the slip rate between the wheel and the road surface according to the ratio between the linear velocity of the wheel corresponding to the drive motor 302 and the vehicle speed.

[0088] The reference path trajectory signal sent from the automatic driving system 301 refers to an ideal driving path calculated by the automatic driving system 301 based on the target position, current state (such as speed, direction), road conditions and other relevant information of the electric vehicle 100. This path is the route that the electric vehicle 100 should follow to reach a predetermined destination or complete a specific task (such as parking). The reference path trajectory signal contains information about this ideal path, such as the path's geometry (straight line, curve, etc.), curvature, speed limit and other parameters.

[0089] Exemplarily, the reference path trajectory signal may include the following information: Path information, which is used to define the geometry of the path, typically a series of coordinate points that represent the points along which the electric vehicle 100 should travel. Speed ​​information, which is used to recommend a maximum speed or a variable speed limit on different path segments. Acceleration information, which is used to recommend a maximum acceleration or a variable acceleration limit on different path segments to ensure smooth and safe driving. Other constraints, such as turning radius, maximum lateral acceleration, and other constraints, to ensure the stability and safety of the electric vehicle 100.

[0090] The motor controller 300 determines the position of the electric vehicle 100 relative to the predetermined path, and controls the electric vehicle 100 to reduce the position deviation of the electric vehicle 100 relative to the predetermined path. In addition, the speed of the electric vehicle 100 is adjusted according to the path curvature and the current speed of the electric vehicle 100 to maintain a suitable turning radius and avoid excessive acceleration or deceleration. After adjusting the speed of the electric vehicle 100 according to the path curvature and the current speed of the electric vehicle 100, the speed or acceleration of the electric vehicle 100 is controlled according to the requirements of the reference path trajectory to ensure that the electric vehicle 100 can smoothly reach a speed or acceleration that is consistent with the requirements of the reference path trajectory.

[0091] Furthermore, after determining the speed or acceleration that meets the reference path trajectory requirement, the output torque of the drive motor 302 is adjusted according to the speed or acceleration to ensure that the electric vehicle 100 can travel along the predetermined path.

[0092] Taking the motor drive system of the electric vehicle 100 as a front and rear dual-motor drive system as an example, the system adopts a front-rear motor arrangement. A drive motor 302 arranged on the front axle of the electric vehicle 100 drives the two wheels on the front axle, and a drive motor 302 arranged on the rear axle drives the two wheels on the rear axle, thereby realizing front and rear dual-motor four-wheel drive control. The front axle motor and the rear axle motor output torque independently to realize torque control of the front and rear axles, and the driving force or braking force between the front and rear axles is reasonably distributed through torque control.

[0093] It should be understood that in the drive system of the dual drive motors 302, one drive motor 302 is used to control the front axle torque, which represents the torque of the front wheels of the electric vehicle 100, and one drive motor 302 is used to control the rear axle torque, which represents the torque of the rear wheels of the electric vehicle 100. In the embodiment of the present application, the electric vehicle 100 may also be configured with more or fewer drive motors 302 for controlling the axle torque. For example, four drive motors 302 are configured to control the torque of four wheels respectively.

[0094] Among them, see Figure 4 As shown, Figure 4 In the driving schematic diagram provided in this application, the motor controller 300 receives the DC power of the power battery and converts the DC power into three-phase AC power to power the drive motor 301. The drive motor 301 and the wheel 400 are connected through a reducer or a transmission. During the driving process of the electric vehicle 100, the torque of the drive motor 301 is transmitted to the wheel 400 to provide power for the electric vehicle 100.

[0095] Figure 5 Schematic diagram of a motor controller 300 provided in an embodiment of the present application. Figure 3 As shown, the motor controller 300 includes a control circuit 501, an inverter circuit 502 and a bus capacitor C. One end of the bus capacitor C is used to connect to the positive electrode of the power battery 503, and the other end of the bus capacitor C is used to connect to the negative electrode of the power battery 503. The inverter circuit 502 includes a three-phase switch tube bridge arm, and the two ends of each switch tube bridge arm are respectively connected to the two ends of the bus capacitor C, and the midpoint of each switch tube bridge arm is respectively used to connect to a phase winding of the drive motor 301. The rotor position signal output end of the drive motor 301 is connected to the signal acquisition end of the control circuit 501, and the two ends of the inverter circuit 502 are respectively connected to the positive and negative electrodes of the power battery 503.

[0096] See also Fig. 6A As shown, Fig. 6AThis is a schematic diagram of the existing closed-loop control of wheel speed control. The wheel speed will be fed back to the electronic stability control system 206. Once it is determined that there is a deviation between the expected wheel speed and the actual wheel speed of the wheel, the electronic stability control system 206 will issue torque instructions to the vehicle controller 205 based on the expected wheel speed and the actual wheel speed of the wheel. Then the vehicle controller 205 forwards these instructions to the motor controller 300, and the motor controller 300 controls the drive motor 302 to generate a corresponding rotational torque, thereby forming a closed-loop system to monitor the wheel speed and adjust the output of the drive motor 302 to maintain the required wheel speed.

[0097] However, the communication between each link, from the electronic stability control system 206 to the vehicle controller 205, to the motor controller 300 and finally to the drive motor 302, requires a certain amount of time. The delay in the signal transmission process may cause the automatic driving system 301 to be unable to respond to the actual driving conditions in a timely manner.

[0098] See also Figure 6B As shown, Figure 6B This is a schematic diagram of the closed-loop control of the wheel speed control of the present application. The motor controller 300 can determine the resolver signal through the resolver sensor on the drive motor 302, and the slip rate of the wheel and the road surface or the slip rate of the wheel and the road surface can be determined through the resolver signal, so as to adjust the output torque of the drive motor 302 according to the slip rate of the wheel and the road surface or the slip rate of the wheel and the road surface. In addition, after determining the slip rate of the wheel and the road surface or the slip rate of the wheel and the road surface, the motor controller 300 can also output a body stability control signal to the electronic stability control system 206. Under different driving conditions, the motor controller 300 can increase or decrease the torque output of the drive motor 302 accordingly according to the slip rate or the slip rate, and instruct the electronic stability control system 206 to adjust the lateral force of the electric vehicle through the body stability control signal, so as to maintain the stability and control of the electric vehicle 100.

[0099] Once slip or sliding is detected, the motor controller 300 can make a decision immediately without waiting for the electronic stability control system 206 to issue a torque command, thereby greatly shortening the decision-making time. The motor controller 300 directly adjusts the torque output of the drive motor 302, reducing intermediate links and reducing the delay in signal transmission, thereby performing more accurate tracking closed-loop control.

[0100] The motor controller 300 not only controls the output torque of the drive motor 302, but is also responsible for feeding back the actual path trajectory signal to the automatic driving system 301. In this way, the automatic driving system 301 can understand the actual driving state of the electric vehicle 100 in real time. The automatic driving system 301 pre-generates a reference path trajectory signal, which contains target values ​​such as the ideal driving path and speed. After receiving the actual path trajectory signal, the automatic driving system 301 compares it with the reference path trajectory signal. If there is a deviation between the two (for example, the vehicle deviates from the predetermined path or the speed does not meet expectations), the automatic driving system 301 will analyze the deviation and determine the cause of the deviation (such as changes in road adhesion, external interference, changes in vehicle dynamics, etc.). According to the results of the deviation analysis, the automatic driving system 301 will adjust the reference path trajectory signal to update the ideal driving path and speed and other target values. This adjustment may include changing the path curvature, adjusting the speed curve, re-planning the obstacle avoidance strategy, etc.

[0101] When performing secondary path planning, the automatic driving system 301 will also consider the adhesion of the current road surface. If the road surface is slippery or has low friction, the automatic driving system 301 will adjust the path and speed accordingly to ensure the safety and stability of the electric vehicle 100.

[0102] The automatic driving system 301 sends the updated reference path trajectory signal to the motor controller 300, and the motor controller 300 then sends specific control instructions to each subsystem (such as the steering system 304, the electronic stability control system 305, the braking system 306, etc.). The whole process forms a closed-loop control loop. Through continuous monitoring, feedback, comparison and adjustment, it is ensured that the electric vehicle 100 always travels along the optimal path and maintains good control performance and safety.

[0103] It can be understood that the process continuously obtains the actual path trajectory signal sent by the motor controller 300, and adjusts the reference path trajectory based on this information to ensure that the electric vehicle 100 can travel along the predetermined path as accurately as possible. However, since subsystems such as the drive motor, braking system, and steering system are independently controlled, this decentralized architecture results in a long information feedback path from changes in road conditions to the response of each controller. Specifically, when the vehicle encounters conditions such as slippery roads or sudden obstacles, it is necessary to detect through sensors, change the reference path trajectory through the automatic driving system 301, send the reference path trajectory signal to each related controller and system, and each related controller and system finally executes the corresponding control action. This series of steps not only increases the overall complexity of the system, but also prolongs the time for information processing, thereby reducing the response efficiency of the system.

[0104] The motor controller 300 provided in this application directly affects the actual driving state of the electric vehicle by dynamically adjusting the torque of the drive motor 302. The actual path trajectory signal reflects the result of the torque adjustment, providing instant feedback for the automatic driving system 301. Using these real-time feedback information, the automatic driving system 301 can continuously optimize the reference path trajectory signal, thereby achieving more precise control of the path of the electric vehicle 100. This closed-loop control method not only enhances the path planning and tracking capabilities of the electric vehicle 100 under different road conditions, but also responds quickly in extreme scenarios (such as slippery roads or emergency avoidance), avoiding the occurrence of decreased body stability and reduced steering performance in a short period of time. Therefore, using this method, this application significantly improves driving safety, ensures that the electric vehicle 100 can remain stable and controllable even under complex and changeable road conditions, and effectively reduces the risk of accidents.

[0105] Optionally, the motor controller 300 can determine the actual driving condition of the electric vehicle according to the slip rate of the road surface and the wheel or the slip rate of the road surface and the wheel, so that the motor controller 300 actively controls the drive motor 302 to adjust the output torque according to the actual driving condition.

[0106] In a possible implementation, during the driving process of the electric vehicle, when the slip rate between the wheel and the road surface is greater than a first preset slip rate, the drive motor 302 may be controlled to reduce the torque output.

[0107] During the driving of the electric vehicle, if the motor controller 300 detects that the slip rate between the ground and the wheel is greater than a preset slip rate or the slip rate between the ground and the wheel is greater than a preset slip rate, the torque output is adjusted by controlling the drive motor 302 .

[0108] Since both slip ratio and slip rate describe the relative motion state between the wheel and the road surface, in order to simplify the description and maintain consistency, the following implementation is explained in terms of slip ratio, which will not be repeated here.

[0109] In one possible case, if the monitored slip rate between the wheel and the road exceeds the first preset slip rate, it is considered that the wheel begins to slip significantly. Some road materials (such as asphalt and concrete) have a high friction coefficient in a dry state, but the friction coefficient will drop significantly under wet or low temperature conditions. For example, in a rainy day, the friction coefficient of the road surface is reduced, the adhesion of the road surface is poor, and the wheel is prone to slipping or sliding.

[0110] Wheel slip is usually caused by the loss of adhesion between the wheel and the ground. Reducing torque output can help the wheel return to optimal adhesion with the ground more quickly. If torque output is not reduced when slip occurs, it may cause the wheel to over-spin, further exacerbating the slip phenomenon, while reducing torque output helps improve the overall stability of the electric vehicle.

[0111] When the friction between the tire and the ground is insufficient to support the required torque output, the wheel will slip. Therefore, the motor controller 300 determines whether the wheel corresponding to the drive motor 302 is slipping according to the actual slip rate and the preset slip rate of the wheel corresponding to the drive motor 302. Once the actual slip rate is greater than the first preset slip rate, the motor controller 300 determines that the wheel corresponding to the drive motor 302 is slipping and takes measures to reduce the torque output of the drive motor 302.

[0112] Reducing the torque output of the drive motor 302 means reducing the driving force acting on the tire, thereby reducing the friction between the wheel and the ground, which helps the wheel to return to a normal rolling state and avoid or reduce slipping. By reducing the torque output of the drive motor 302, the pressure distribution of the wheel on the ground will become more uniform, which helps the wheel to better fit the ground, thereby improving the wheel's grip. In addition, the improvement of grip helps the wheel to transmit driving force more effectively, thereby reducing the risk of slipping.

[0113] Timely adjustment of the torque of the drive motor 302 also helps maintain the directional stability of the electric vehicle. When the slip rate between the wheel and the road on one side exceeds the first preset slip rate, if it is not controlled, it may cause the electric vehicle 100 to deviate or even roll over. By reducing the torque output of the drive motor 302 on this side, it can help maintain the balance of the vehicle body and make it easier for the driver to control the electric vehicle 100. In this way, when the road surface is slippery or the friction coefficient decreases, by real-time monitoring of the slip rate between the ground and the wheel and reducing the torque output of the drive motor 302 when necessary, it is possible to effectively prevent the wheel from excessively slipping, thereby reducing the risk of loss of control and ensuring driving safety.

[0114] Optionally, when the road conditions during the driving of the electric vehicle 100 are worse, such as on snowy or icy roads, it is necessary to control the drive motor 302 to output a preset torque. As a possible implementation method, during the driving of the electric vehicle 100, when the slip rate between the wheel and the road is greater than a second preset slip rate, the drive motor 302 is controlled to output a preset torque. The preset torque is the maximum torque output by the wheel controlled by the drive motor 302 at the second preset slip rate.

[0115] When the road conditions are more severe, such as on snowy or icy roads, the friction coefficient between the tires and the ground is greatly reduced, which can easily cause the wheels to slip. By precisely controlling the output preset torque of the drive motor 302, it can be ensured that even under low friction coefficient conditions, the electric vehicle can obtain the best traction effect, thereby helping the electric vehicle to move more efficiently.

[0116] During the driving of the electric vehicle, if the wheel slip rate is detected to exceed the second preset slip rate (the second preset slip rate is a preset higher threshold value used to identify severe slip), the motor controller 300 will adjust the drive motor 302 to the preset torque. This ensures the necessary driving force and avoids further slipping caused by excessive torque, which helps maintain the maneuverability of the electric vehicle 100.

[0117] The above-mentioned preset torque is the maximum torque value that can provide the best traction without causing excessive wheel slippage under a specific second preset slip rate. The preset torque can be determined according to the characteristics of the electric vehicle and the current road conditions (such as the friction coefficient of the road surface). Factors that need to be considered include the mass of the electric vehicle and the type of tires. In practical applications, the preset torque can be dynamically adjusted according to the specific characteristics of the electric vehicle and the real-time changing road conditions. This means that no matter what road conditions are being driven on, the electric vehicle 100 can provide the most suitable power support according to actual needs, which enhances the flexibility and practicality of the system. For the driver, smooth driving can be achieved without too much manual intervention, thereby coping with driving in bad weather.

[0118] When the electric vehicle 100 encounters a sudden change (such as a pothole, crack, bump or speed bump on the road), the wheels may be temporarily lifted off the ground. In this case, the vertical force between the wheel and the ground will be significantly reduced, resulting in a sharp increase in the slip rate. In order to cope with this situation, when the detected slip rate between the wheel and the road is greater than the third preset slip rate, the motor controller 300 will actively control the drive motor 302 to stop torque output. Figure 7 As shown, Figure 7 A schematic diagram of a road condition in which an electric vehicle is traveling Figure 1 .

[0119] When the slip ratio between the ground and the wheel is compared with the third preset slip ratio, when the slip ratio exceeds the third preset slip ratio, it is considered that the wheel begins to have a significant air-lift phenomenon. When the wheel leaves the ground (air-lifting), continuing to provide driving force is not only ineffective, but may also cause tire idling and wear. By stopping the torque output in time, unnecessary energy consumption can be prevented and the transmission system can be protected from excessive stress.

[0120] In addition, when the wheels are in the air, if a high driving force is still maintained, once the wheels re-contact the ground, a large acceleration may suddenly occur, which may cause the electric vehicle 100 to lose control. Stopping the torque output can help smooth the transition, thereby improving driving safety. And when the wheels re-contact the ground, if the drive motor 302 is still outputting a large torque, the wheels may be subjected to a strong impact, especially when encountering a hard obstacle. Stopping the torque output can alleviate this impact and reduce the risk of wheel damage.

[0121] After determining that the wheels leave the ground, by suspending the torque output, the driving force can be restored more smoothly when the wheels re-ground, which helps maintain the stability and controllability of the electric vehicle 100.

[0122] During the braking process of the electric vehicle 100, the motor controller 300 can not only control the drive motor 302 to output positive torque to provide driving force, but also output negative torque by controlling the drive motor 302 to generate induced current, thereby achieving braking. This method not only helps to recover energy, but also improves the braking efficiency of the electric vehicle 100. However, in some cases, if the friction between the tire and the ground is not sufficient to support the required negative torque output, it will also cause the wheel to slip.

[0123] During braking, if the negative torque is too large and causes the wheels to lock or slip, it will affect the stability and controllability of the electric vehicle 100. By adjusting the negative torque, the wheels can be kept in good contact with the ground, thereby improving stability during braking.

[0124] On slippery or low-friction roads, timely adjustment of negative torque can make braking more linear and predictable, ensuring that the electric vehicle 100 can stop safely in the shortest time while maintaining directional control, thereby improving driving safety. Although reducing negative torque may temporarily affect energy recovery, by maintaining an appropriate negative torque size, the safety and effectiveness of braking are guaranteed while effectively recovering part of the kinetic energy.

[0125] During the braking process of the electric vehicle 100, the drive motor 302 decelerates the electric vehicle 100 by outputting negative torque and recovers part of the kinetic energy. However, in some cases, such as when the required braking force is large, the drive motor 302 may not be able to provide enough negative torque to meet the requirements indicated by the reference path trajectory signal. In this case, the motor controller 300 needs to take additional measures to ensure that the electric vehicle can travel safely and effectively along the predetermined path.

[0126] As a possible implementation, the motor controller 300 is used to output a braking control signal to the braking system 208 of the electric vehicle 100, and the braking control signal is used to control the braking system 207 to brake the electric vehicle 100 or adjust the magnitude of the braking force output to the electric vehicle 100. The braking system 208 may be an electronic braking system (such as a wire control brake system) or a traditional hydraulic braking system.

[0127] When the braking force provided by the drive motor 302 is insufficient, the intervention of the brake system 208 can ensure that the electric vehicle 100 can quickly decelerate or stop when necessary, thereby improving the overall braking performance, especially in emergency situations. The use of the drive motor 302 regenerative braking and the brake system at the same time can provide a more reliable braking effect under various driving conditions, which helps to prevent potential dangerous situations caused by the insufficiency of a single braking system, such as brake failure or excessive braking distance.

[0128] On a road surface with low friction, the regenerative braking of the drive motor 302 may cause the wheels to slip. The intervention of the braking system 208 can reduce this risk and keep the electric vehicle stable.

[0129] In addition, as a possible implementation, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, a braking control signal is output to the braking system 208 to control the braking system 208 to output braking force to the electric vehicle 100.

[0130] When the slip rate or the sliding rate of the wheel exceeds the preset value, it indicates that the friction between the wheel and the ground is insufficient, which may cause the electric vehicle 100 to lose control. By timely outputting the braking control signal, the braking system 208 can be used to immediately reduce the vehicle speed, reduce the risk of wheel slipping or sliding, and thus improve driving safety.

[0131] When the adhesion coefficients between the two coaxial wheels of the electric vehicle 100 and the road surface are different, the motor controller 300 will control the torques of the two drive motors 302 respectively according to the adhesion coefficients between the two wheels and the road surface. Due to the asymmetric distribution of torque, the electric vehicle 100 may experience unstable conditions such as shaking. In order to cope with this situation, the motor controller 300 can adjust the body posture of the electric vehicle 100 by actively controlling the electronic stability control system 207 of the electric vehicle. As a possible implementation, the motor controller 300 is also used to: during the driving of the electric vehicle, when the difference between the adhesion coefficients between the two coaxial wheels of the electric vehicle 100 and the road surface is greater than a preset value, a body stability control signal is output to the electronic stability control system 207 of the electric vehicle 100, and the body stability control signal is used to instruct the electronic stability control system 207 to adjust the lateral force of the electric vehicle 100.

[0132] See also Figure 8 As shown, Figure 8 A diagram of the road conditions in which a vehicle is traveling Figure 2 During the driving of the electric vehicle 100 , when the difference between the slip rate of the left wheel and the slip rate of the right wheel is greater than the preset slip rate difference, the electronic stability control system 207 of the electric vehicle 100 actively controls the body posture of the electric vehicle 100 .

[0133] During the driving process of the electric vehicle 100, if the difference in the adhesion coefficient between the two coaxial wheels of the electric vehicle 100 and the road surface is greater than a preset value, this indicates that the road conditions of the wheels on both sides of the electric vehicle 100 are different, such as one side of the wheel is on a normal road surface, while the other side of the wheel is on an icy or slippery road surface. In this case, the electric vehicle 100 may have understeer or oversteer, affecting the stability and handling of the electric vehicle 100. In order to cope with this situation, in this case, the motor controller 300 can output a body stability control signal to the electronic stability control system 207 of the electric vehicle 100 to adjust the body posture of the electric vehicle 100.

[0134] Through the intervention of the electronic stability control system 207, the instability of the electric vehicle 100 caused by the different road conditions of the wheels on both sides can be reduced, and the stability of the electric vehicle 100 during driving can be improved. In addition, when the road conditions of the wheels on both sides are different, by adjusting the braking force distribution, the torque output by the drive motor 302 corresponding to the wheel on the side with a smaller slip rate is adjusted to be the same as the torque output by the drive motor 302 corresponding to the wheel on the side with a larger slip rate, thereby reducing the risk of wheel slippage.

[0135] By adjusting the lateral force of the electric vehicle 100, the electronic stability control system 207 can help correct the tendency of the electric vehicle 100 to slide due to torque asymmetry, thereby improving the stability of the electric vehicle 100 on curves or slippery roads. The electronic stability control system 207 can quickly respond and adjust the braking force of each wheel to ensure that the electric vehicle 100 travels along the reference path trajectory and maintains good control even in emergency situations.

[0136] Therefore, through the coordinated work of the motor controller 300 and the electronic stability control system 207, not only can the instability problem of the electric vehicle 100 caused by asymmetric torque distribution be effectively solved, but also higher safety, better controllability and more comfortable driving experience can be provided under various driving conditions.

[0137] During the driving process of the electric vehicle 100, the motor controller 300 continuously monitors the slip rate of the wheel. After the wheel begins to slip significantly according to the slip rate, the motor controller 300 will actively control the drive motor 302 to reduce the torque output according to the monitored slip rate. In the scenario where four drive motors 302 are configured to control the torque of different wheels respectively, since the adhesion of the four wheels to the road surface may be different, the motor controller 300 actively adjusts the output torque of the drive motor 302 according to the road conditions during the driving process of the electric vehicle 100. Since the four wheels may output different output torques, the electric vehicle 100 will have lateral additional forces generated by different longitudinal torques. At this time, the electric vehicle 100 will cause the electric vehicle 100 to shake or other unstable conditions due to the lateral additional force. The motor controller 300 will actively control the electronic stability control system 207 to intervene and adjust the body posture of the electric vehicle 100 to improve the stability and safety of the electric vehicle 100.

[0138] The motor controller 300 can not only improve the stability of the electric vehicle 100 by controlling the drive motor 302 and the electronic stability control system 207 , but also output a steering control signal to the steering system 206 of the electric vehicle 100 to instruct the steering system 207 to adjust the steering angle of the electric vehicle 100 .

[0139] The steering control signal sent by the motor controller 300 can more accurately control the steering angle of the electric vehicle 100, which not only improves the maneuverability and responsiveness of the electric vehicle 100, but also provides higher safety under various driving conditions.

[0140] As a possible implementation, during the driving process of the electric vehicle 100, when the lateral force of the electric vehicle 100 is greater than a preset value, a steering control signal is output to the steering system 206 to control the steering system 206 to adjust the steering angle of the electric vehicle 100.

[0141] When the lateral force exceeds the preset value, it indicates that the electric vehicle 100 may be in an unstable state. By adjusting the steering angle, the risk of skidding can be effectively reduced, and accidents caused by oversteering or understeering can be avoided. In emergencies, such as slippery roads or sudden obstacles, the motor controller 300 can control the steering system 206 to quickly adjust the steering angle, thereby reducing the risk of skidding or loss of control of the electric vehicle 100 and improving the lateral stability of the electric vehicle 100. In the case of high lateral force, timely adjustment of the steering angle by the steering system 206 can ensure that the electric vehicle 100 remains on the predetermined path, improving the handling performance and driving safety.

[0142] Similarly, in a scenario where torque drive motors 302 are configured to control four wheels respectively, since the adhesion capabilities of the four wheels in contact with the road surface may be different, the motor controller 300 adjusts the output torque of the drive motor 302 according to the slip rate between each wheel and the ground. Since the four wheels may output different output torques, the electric vehicle 100 will have additional turning angles generated by different longitudinal torques. At this time, the electric vehicle 100 will produce unexpected steering due to the additional turning angle. The motor controller 300 outputs a steering control signal to the steering system of the electric vehicle 100, thereby improving the stability and safety of the electric vehicle 100 so that the electric vehicle 100 can travel along the reference path trajectory.

[0143] As a possible implementation, the electric vehicle 100 also includes a suspension system 209, the suspension system 209 includes a suspension controller and a variable damper, the suspension controller is used to control the damping coefficient of the variable damper; the motor controller 300 is also used to: during the driving process of the electric vehicle 100, when the road surface roughness of the road surface contacted by the wheels is greater than the preset road surface roughness, output a suspension control signal to the suspension system 209 of the electric vehicle 100, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper.

[0144] Specifically, the variable damper is an important component of the suspension system, used to absorb vibrations and bumps during the driving of the electric vehicle 100. The variable damper contains damping fluid or gas, and the damping characteristics are adjusted by changing the valve opening inside the variable damper or the flow rate of the damping fluid.

[0145] Among them, the unevenness of the road surface contacted by the wheel can be measured by the acceleration of the electric vehicle 100 according to the accelerometer installed on the electric vehicle 100, and the slope of the electric vehicle 100 can be inferred by analyzing the acceleration data. Alternatively, the attitude angle of the electric vehicle 100, including the pitch angle (the tilt angle of the electric vehicle 100 before and after), can be measured by the gyroscope installed on the electric vehicle 100, and the unevenness of the road surface can be calculated. The height sensor installed on the chassis of the electric vehicle 100 can also detect the change in the distance between the chassis of the electric vehicle 100 and the ground, and then infer the unevenness of the road surface.

[0146] In addition, by monitoring the change in wheel slip rate, the change in road slope can be indirectly inferred. For example, if the wheel slips, it may indicate that the slope is increasing or decreasing, which may indicate that the road surface is highly uneven.

[0147] When the road surface roughness of the road surface contacted by the wheel is greater than the preset road surface roughness, the suspension system 209 can actively adjust the damping characteristics of the variable damper according to the road conditions and the driving state of the electric vehicle 100. For example, when a large road slope is detected, the suspension system 209 may increase the damping to improve the stability of the electric vehicle 100.

[0148] The motor controller 300 monitors the unevenness of the road surface that the wheels contact, and outputs a suspension control signal to the suspension system 209 of the electric vehicle 100 to adjust the damping coefficient in real time so that the suspension system 209 can more effectively absorb the impact and vibration from the road surface, thereby reducing the bumpy feeling felt in the vehicle.

[0149] As a possible implementation, the motor controller 300 is used to receive a vehicle speed command output by the automatic driving system 301 , and the motor controller 300 is used to control the drive motor 302 to adjust the motor speed according to the vehicle speed command.

[0150] The automatic driving system 301 can calculate the optimal vehicle speed in real time to adapt to the current traffic conditions and road conditions. The motor controller 300 accurately adjusts the motor speed according to these instructions to ensure that the electric vehicle 100 travels at a predetermined speed and responds quickly to emergencies. When encountering emergencies, the automatic driving system 301 can immediately issue a deceleration or parking instruction, and the motor controller 300 can respond quickly and adjust the motor speed in time, thereby slowing down or stopping the electric vehicle 100 more quickly and improving safety.

[0151] The motor controller 300 receives the vehicle speed command from the automatic driving system 301 and adjusts the speed of the drive motor 302 accordingly, which not only improves driving safety, but also optimizes energy efficiency and traffic efficiency, and enhances driving reliability and stability.

[0152] When the autonomous driving system 301 detects a situation requiring emergency stopping, the motor controller 300 can quickly respond to the stop signal and immediately stop the torque output of the drive motor 302, thereby quickly decelerating or stopping the vehicle and reducing the risk of accidents. Since the communication between the autonomous driving system 301 and the motor controller 300 is almost instant, the response speed in emergency situations is improved.

[0153] As a possible implementation, the electric vehicle 100 also includes an electronic parking brake system 209, and the motor controller 300 is also used to output an electronic parking brake system start signal and an electronic parking brake system shutdown signal, the electronic parking brake start signal is used to indicate that the electronic parking brake system 209 is started, and the electronic parking brake shutdown signal is used to indicate that the electronic parking brake system 209 is shut down.

[0154] The motor controller 300 outputs the start and stop signals of the electronic parking brake system. When the electric vehicle 100 needs to stop, the motor controller 300 can automatically send out the electronic parking brake start signal to ensure that the vehicle can be safely parked on a slope or flat ground to prevent the vehicle from slipping. Combined with the automatic driving system 301, the electronic parking brake system can automatically start after the electric vehicle 100 stops completely, and automatically shut down when the electric vehicle 100 is ready to drive, further improving the degree of driving automation.

[0155] As a possible implementation, the motor controller 300 is used to receive a gear signal from the automatic driving system 301 during the driving of the electric vehicle 100, the gear signal including a forward gear signal, a reverse gear signal and a stop signal, the forward gear signal is used to instruct the motor controller 300 to control the drive motor 302 to rotate forward, the reverse gear signal is used to instruct the motor controller 300 to control the drive motor 302 to rotate reversely, and the stop signal is used to instruct the motor controller 300 to control the drive motor 302 to stop rotating.

[0156] During the gear switching process, the motor controller 300 can smoothly adjust the torque output of the drive motor 302, reduce the impact caused by sudden acceleration or deceleration, and improve the stability and ride comfort of the electric vehicle 100.

[0157] The motor controller 300 can adjust the working state of the drive motor 302 in real time according to the gear signal sent by the automatic driving system 301, ensuring that the electric vehicle 100 operates according to the predetermined driving direction and state, thereby improving the response speed and control accuracy of the automatic driving system 301.

[0158] The autonomous driving system 301 is specifically used to adjust the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory and the motion control boundary. As a possible implementation, the motor controller 300 is specifically used to feedback the wheel slip rate to the autonomous driving system 301 during the driving of the electric vehicle 100. The autonomous driving system 301 is specifically used to adjust the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal and the wheel slip rate.

[0159] See also Fig. 9A As shown, Fig. 9A is a schematic diagram of the path trajectory. In this embodiment, the slip rate of each wheel and the road surface is sent to the automatic driving system 301 as a motion control boundary. The automatic driving system 301 monitors the actual driving path of the electric vehicle 100 and receives the slip rate of the wheel and the road surface from the motor controller 300. The automatic driving system 301 adjusts the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal and the slip rate of the wheel and the road surface.

[0160] When adjusting the reference path trajectory, the autonomous driving system 301 will take into account the motion control boundary, that is, the slip rate of each wheel and the road surface or the actual torque output of each drive motor 302, to ensure that the electric vehicle 100 can travel safely and stably. Fig. 9B As shown, Fig. 9B is a schematic diagram of the path trajectory adjustment. Fig. 9B It can be seen that after the automatic driving system 301 obtains the actual path trajectory signal and the slip rate of the wheel, the reference path trajectory is adjusted. Even in severe road conditions, the automatic driving system 301 will not exit, and the adjusted more robust reference path trajectory signal is used to instruct the motor controller 300, thereby improving the stability of the electric vehicle 100.

[0161] As a possible implementation, the motor controller 300 is also used to: during the driving process of the electric vehicle 100, when there is an obstacle within a preset distance in the driving direction of the electric vehicle 100, control the braking system of the electric vehicle 100 to control the electric vehicle 100 to stop driving.

[0162] During the driving process of the electric vehicle 100, the motor controller 300 monitors the obstacles ahead through sensors (such as laser radar, millimeter wave radar, ultrasonic radar, and camera devices, etc.) installed on the electric vehicle 100. When it is detected that there is an obstacle within a preset distance in the driving direction of the electric vehicle 100, the electric vehicle 100 needs to take emergency obstacle avoidance measures. The motor controller 300 will output a braking control signal to the braking system of the electric vehicle 100 according to the distance of the monitored obstacle from the electric vehicle 100 and the current vehicle speed, so that the braking system of the electric vehicle 100 performs emergency braking, thereby effectively reducing the probability of accidents.

[0163] See also Fig.10 As shown, Fig.10 A schematic diagram of the architecture of an autonomous driving system for this application is provided. Fig.10 The autonomous driving system 1000 is used to send a reference path trajectory signal for indicating a reference path trajectory to the motor controller 1002. The motor controller 1002 is used to send signals to the drive motor 1003, the steering system 1004, the electronic stability control system 1005, the braking system 1006, the electronic parking brake system 1007 and the suspension system 1008 according to the reference path trajectory signal. The motor controller 1002 is also used to send an actual path trajectory signal for indicating an actual path trajectory to the autonomous driving system 1000 according to the actual trajectory of the electric vehicle 100.

[0164] The automatic driving system 1000 sends a reference path trajectory signal to the motor controller 1002, and the motor controller 1002 controls the drive motor 1003, the steering system 1004, the electronic stability control system 1005, the braking system 1006, the electronic parking brake system 1007 and the suspension system 1008 according to these signals. At the same time, the motor controller 1002 also feeds back the actual path trajectory signal to the automatic driving system 1000 to form a closed-loop control. This closed-loop control architecture ensures that the automatic driving system 1000 can make timely adjustments according to the actual state of the electric vehicle 100, thereby improving the accuracy and reliability of controlling the electric vehicle 100.

[0165] The motor controller 1002 reduces the intermediate links by directly connecting the driving, braking, steering and other components, thereby reducing the time delay of torque control, steering control, braking control, etc., thereby significantly improving the response speed of the automatic driving system 100 and making the electric vehicle 100 react more quickly in emergency situations.

[0166] In addition, the vehicle slip / slip closed-loop delay of the electric vehicle 100 is improved, so that the stability and controllability of the electric vehicle 100 can be restored more quickly in extreme situations (such as tire slip or slip). In addition, in extreme scenarios, the braking system and the drive system are managed uniformly to ensure that the longitudinal force does not exceed the road adhesion capacity, thereby preventing wheel slip and loss of control, and improving the safety and stability of the electric vehicle 100.

[0167] See also Fig.11 As shown, Fig.11 A communication connection diagram of a motor controller Figure 1 As a possible implementation, the motor controller 1101 is used to feed back the actual path trajectory signal to the automatic driving system 1100 through the first CAN communication interface, and the motor controller 1101 is used to control the output torque of the drive motor 1102 through the second CAN communication interface. The motor controller 1101 is also used to communicate with at least one of the steering system 1103, the electronic stability control system 1104, the braking system 1105, the electronic parking brake system 1106, and the suspension system 1107 of the electric vehicle 100 through the first CAN communication interface.

[0168] Among them, the first CAN bus is the chassis CAN bus, and the second CAN bus is the power CAN bus. After the motor controller 1101 is connected to the power CAN bus, the motor controller 1101 can control each drive motor 1102 to complete electric drive and electric braking. After the motor controller 1101 is connected to the chassis domain CAN bus, the motor controller 1101 can connect to the automatic driving system 1100, the steering system 1103, the electronic stability control system 1104, the braking system 1105, the electronic parking brake system 1106, and the suspension system 1107.

[0169] See also Fig.12 As shown, Fig.12 A communication connection diagram of a motor controller Figure 2 Furthermore, in order to reduce the delay of motion control and signal feedback, the first CAN bus and the second CAN bus are private CAN buses, which can further reduce the delay and improve the feedback speed.

[0170] Based on the same concept, the present application also provides a control method for an electric vehicle, see Fig.13 As shown, Fig.13 A flow chart of a control method for an electric vehicle.

[0171] Step S1301 : a motor controller receives a reference path trajectory signal, where the reference path trajectory signal is used to indicate a reference path trajectory of the electric vehicle.

[0172] Step S1302 : The motor controller controls the drive motor to output torque to drive the wheels of the electric vehicle according to the reference path trajectory of the electric vehicle indicated by the reference path trajectory signal.

[0173] Step S1303, during the driving of the electric vehicle, the motor controller determines whether the slip rate between the wheel and the road surface is greater than a preset slip rate or whether the slip rate between the wheel and the road surface is greater than a preset slip rate. If not, continue to execute step S1302; if greater, execute step S1304.

[0174] Step S1304: the motor controller controls the drive motor to adjust the torque output.

[0175] Step S1305 , the motor controller outputs an actual path trajectory signal to the automatic driving system of the electric vehicle, where the actual path trajectory signal is used to indicate the actual driving path trajectory of the electric vehicle after the drive motor adjusts the torque output.

[0176] The method provided by the present application receives a reference path trajectory signal from an autonomous driving system, and controls the output torque of the drive motor according to the indication of the reference path trajectory signal. The motor controller can also actively control the drive motor to adjust the output torque according to the slip rate between the wheel and the road surface or the slip rate between the wheel and the road surface, and feed back an actual path trajectory signal to the autonomous driving system. The actual path trajectory signal is used to indicate the actual path trajectory of the vehicle after the motor controller actively adjusts the output torque of the drive motor. The autonomous driving system adjusts the reference path trajectory indicated by the reference path trajectory signal according to the actual path trajectory signal, thereby achieving more accurate path planning and tracking closed-loop control under different road conditions and improving the stability of the vehicle.

[0177] As a possible implementation method, the control method also includes: during the driving of the electric vehicle, outputting a braking control signal to the braking system of the electric vehicle through the chassis CAN or the private CAN, and the braking control signal is used to control the braking system to brake the electric vehicle or adjust the braking force output to the electric vehicle.

[0178] As a possible implementation, the control method also includes: during the driving of the electric vehicle, outputting a steering control signal to the steering system of the electric vehicle through the chassis CAN or the private CAN, and the steering control signal is used to instruct the steering system to adjust the steering angle of the electric vehicle.

[0179] As a possible implementation, the control method also includes: during the driving of the electric vehicle, outputting a suspension control signal to the suspension system of the electric vehicle through the chassis CAN or the private CAN, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper of the suspension system.

[0180] As a possible implementation, the control method also includes: during the driving of the electric vehicle, sending a road state signal indicating the road state to the automatic driving system of the electric vehicle, the road state including the adhesion coefficient between the wheels of the electric vehicle and the road, the slip rate of the wheels or the slip rate of the wheels.

[0181] By sending road status signals including wheel-road adhesion coefficient, slip rate and slip ratio to the automatic driving system during the driving process of the electric vehicle, this feedback method enables the automatic driving system to more accurately perceive the current road conditions, and timely adjust the torque output of the drive motor and the vehicle's driving strategy, thereby effectively preventing tire slippage or locking and improving the vehicle's stability and controllability under various road conditions.

[0182] Based on the same concept, the present application also provides an electric vehicle, which includes a power battery, a drive motor and a motor controller as in the first aspect. During the driving of the electric vehicle, the motor controller is used to receive power from the power battery and control the drive motor to output torque to drive the wheels of the electric vehicle.

[0183] Although the present application has been described in conjunction with specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the scope of the present application. Accordingly, this specification and the accompanying drawings are merely exemplary illustrations of the present application as defined by the appended claims, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application.

[0184] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of protection of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A motor controller, characterized in that: The motor controller is used to control the drive motor of the electric vehicle to output torque to drive the wheels of the electric vehicle; The motor controller is used to: During the driving process of the electric vehicle, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, the drive motor is controlled to adjust the torque output and output an actual path trajectory signal to the automatic driving system of the electric vehicle, and the actual path trajectory signal is used to indicate the actual driving path trajectory of the electric vehicle after the drive motor adjusts the torque output.

2. The motor controller according to claim 1, characterized in that: The motor controller is also used for: During the driving process of the electric vehicle, a reference path trajectory signal is received from the automatic driving system and the output torque of the drive motor is controlled according to the indication of the reference path trajectory signal, and the reference path trajectory signal is used to indicate the reference path trajectory of the electric vehicle.

3. The motor controller according to claim 1, characterized in that: The motor controller is also used for: During the driving process of the electric vehicle, when the road surface roughness of the road surface contacted by the wheel is greater than a preset road surface roughness, a suspension control signal is output to the suspension system of the electric vehicle, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper of the suspension system.

4. The motor controller according to claim 1 or 2, characterized in that: The motor controller is also used to output a braking control signal to the braking system of the electric vehicle, and the braking control signal is used to control the braking system to brake the electric vehicle or adjust the magnitude of the braking force output to the electric vehicle.

5. The motor controller according to claim 4, characterized in that: The motor controller is specifically used for: When the slip ratio between the wheel and the road surface is greater than a preset slip ratio or the slip ratio between the wheel and the road surface is greater than a preset slip ratio, controlling the drive motor to reduce the torque output; or, When the slip ratio between the wheel and the road surface is greater than a preset slip ratio or the slip ratio between the wheel and the road surface is greater than a preset slip ratio, a braking control signal is output to the braking system through the chassis CAN or the private CAN to control the braking system to output braking force to the electric vehicle.

6. The motor controller according to claim 1 or 2, characterized in that: The motor controller is also used for: During the driving of the electric vehicle, a steering control signal is output to a steering system of the electric vehicle, and the steering control signal is used to instruct the steering system to adjust the steering angle of the electric vehicle.

7. The motor controller according to claim 6, characterized in that: The motor controller is specifically used for: During the driving process of the electric vehicle, when the lateral force of the electric vehicle is greater than a preset value, a steering control signal is output to the steering system through the chassis CAN or the private CAN to control the steering system to adjust the steering angle of the electric vehicle.

8. The motor controller according to claim 1 or 2, characterized in that: The motor controller is also used for: During the driving process of the electric vehicle, when the difference in adhesion coefficient between the two coaxial wheels of the electric vehicle and the road surface is greater than a preset value, a body stability control signal is output to the electronic stability control system of the electric vehicle, and the body stability control signal is used to instruct the electronic stability control system to adjust the lateral force of the electric vehicle.

9. The motor controller according to claim 1, characterized in that: The motor controller is used to receive a vehicle speed command output by the automatic driving system, and the motor controller is used to control the drive motor to adjust the motor speed according to the vehicle speed command.

10. The motor controller according to claim 1, characterized in that: The motor controller is used to receive a gear signal from the automatic driving system during the driving of the electric vehicle, the gear signal including a forward gear signal, a reverse gear signal and a stop signal, the forward gear signal is used to instruct the motor controller to control the drive motor to rotate forward, the reverse gear signal is used to instruct the motor controller to control the drive motor to rotate reversely, and the stop signal is used to instruct the motor controller to control the drive motor to stop rotating.

11. The motor controller according to claim 1, characterized in that: The motor controller is also used to output an electronic parking brake system start signal and an electronic parking brake system shutdown signal. The electronic parking brake start signal is used to indicate that the electronic parking brake system of the electric vehicle is started, and the electronic parking brake shutdown signal is used to indicate that the electronic parking brake system is shut down.

12. A control method for an electric vehicle, characterized in that: The control method comprises: receiving a reference path trajectory signal, wherein the reference path trajectory signal is used to indicate a reference path trajectory of the electric vehicle; controlling the drive motor to output torque to drive the wheels of the electric vehicle according to the reference path trajectory of the electric vehicle indicated by the reference path trajectory signal; During the driving process of the electric vehicle, when the slip rate between the wheel and the road surface is greater than a preset slip rate or the slip rate between the wheel and the road surface is greater than a preset slip rate, the drive motor is controlled to adjust the torque output and output an actual path trajectory signal to the automatic driving system of the electric vehicle, and the actual path trajectory signal is used to indicate the actual driving path trajectory of the electric vehicle after the drive motor adjusts the torque output.

13. The control method according to claim 12, characterized in that: The control method further comprises: During the driving of the electric vehicle, a braking control signal is output to the braking system of the electric vehicle through the chassis CAN or the private CAN, and the braking control signal is used to control the braking system to brake the electric vehicle or adjust the braking force output to the electric vehicle.

14. The control method according to claim 12, characterized in that: The control method further comprises: During the driving of the electric vehicle, a steering control signal is output to the steering system of the electric vehicle via the chassis CAN or the private CAN, and the steering control signal is used to instruct the steering system to adjust the steering angle of the electric vehicle.

15. The control method according to claim 12, characterized in that: The control method further comprises: During the driving of the electric vehicle, a suspension control signal is output to the suspension system of the electric vehicle through the chassis CAN or the private CAN, and the suspension control signal is used to instruct the suspension system to adjust the damping coefficient of the variable damper of the suspension system.

16. The control method according to claim 12, characterized in that: The control method further comprises: During the driving of the electric vehicle, a road surface state signal indicating the road surface state is sent to the automatic driving system of the electric vehicle, and the road surface state includes the adhesion coefficient between the wheels of the electric vehicle and the road surface, the slip rate of the wheels or the slip rate of the wheels.

17. An electric vehicle, characterized in that: The electric vehicle comprises a power battery, a drive motor and a motor controller as claimed in any one of claims 1 to 11; During the driving process of the electric vehicle, the motor controller is used to receive power from the power battery and control the drive motor to output torque to drive the wheels of the electric vehicle.

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