Vehicle motor torque monitoring method and device, equipment, storage medium, program product and vehicle

Abstract

The invention provides a vehicle motor torque monitoring method and device, equipment, a storage medium, a program product and a vehicle. The method comprises the steps that vehicle state signals collected by a vehicle end sensor module and phase current and rotor position signals of all execution motors are received; determining the actual torque of each execution motor based on the vehicle state signal and the phase current and the rotor position signal of each execution motor; and if it is determined that the execution motor is abnormal based on the actual torque, an alarm instruction is generated based on the abnormal execution motor. According to the embodiment of the invention, the torque of each execution motor is monitored through the moving bottom domain controller, and the alarm information is sent when the torque of each execution motor is abnormal, so that the performance requirement of the angle module is reduced on the basis of meeting the target safety level of the whole vehicle, and the hardware cost of the angle module is further reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle motor torque monitoring method, apparatus, device, storage medium, program product, and vehicle. Background Art

[0002] With the rapid development of autonomous driving technology, in-wheel motor four-wheel drive, brake-by-wire control, steer-by-wire control, and active suspension systems have gradually become research hotspots in electric vehicles. Traditionally, key subsystems such as the powertrain, braking system, and steering system must be independently developed according to ASILD (Automotive Safety Integrity Level D), resulting in high hardware costs and system complexity. Furthermore, existing technologies lack a unified monitoring mechanism for the actuators of each subsystem, making it difficult to achieve vehicle safety goals (such as ASILD) while simultaneously reducing the safety requirements of the subsystems, limiting product competitiveness.

[0003] Therefore, there is an urgent need for a solution that can ensure the safety goals of the entire vehicle through a centralized monitoring mechanism while reducing the functional safety level of the subsystem, so as to achieve a balance between cost optimization and performance improvement. Summary of the Invention

[0004] The purpose of the embodiments of the present application is to provide a vehicle motor torque monitoring method, device, equipment, storage medium, program product and vehicle to achieve a balance between cost optimization and performance improvement.

[0005] In a first aspect, an embodiment of the present application provides a vehicle motor torque monitoring method, which is applied to a dynamic bottom domain controller, comprising: Receive vehicle status signals and phase current and rotor position signals of each actuator motor collected by the vehicle-side sensor module; determining the actual torque of the actuator motor based on the vehicle state signal and the phase current and the rotor position signal of each actuator motor; If it is determined based on the actual torque that the actuator motor is abnormal, a warning instruction is generated based on the abnormal actuator motor.

[0006] The embodiment of the present application monitors the torque of each actuator motor through the dynamic bottom domain controller, and issues an alarm message when the torque of the actuator motor is abnormal, thereby reducing the performance requirements of the corner module on the basis of meeting the target safety level of the entire vehicle, thereby reducing the hardware cost of the corner module.

[0007] In a possible implementation of the first aspect, the actuator motor includes a hub motor, and the generating of an alarm instruction based on an abnormal actuator motor includes: generating a high-voltage circuit breaker instruction based on the abnormal wheel hub motor; The high-voltage disconnect instruction is sent to the high-voltage battery management module to disconnect the high-voltage power supply.

[0008] In the embodiments of this application, the vehicle's power system must be highly reliable and safe during autonomous or assisted driving. Abnormal torque output from the in-wheel motors can cause the vehicle's trajectory to deviate from expectations, potentially leading to serious accidents such as collisions. By promptly disconnecting the high-voltage power supply to the abnormal motor, the system can effectively restore the vehicle to a safe state, protecting passengers and other road users.

[0009] In a possible implementation of the first aspect, the execution motor includes an EMB motor, and the generating of an alarm instruction based on an abnormal execution motor includes: generating a low voltage circuit breaker command based on the abnormal EMB motor; The low-voltage disconnect instruction is sent to the low-voltage battery management module to disconnect the low-voltage power supply.

[0010] The braking system in this embodiment is a critical component of vehicle safety. Abnormal torque output from the EMB motor can affect the vehicle's braking performance and, in turn, its driving safety. By promptly shutting off the low-voltage power supply to the abnormal motor, the system can effectively restore the vehicle to a safe state, protecting passengers and other road users.

[0011] In a possible implementation of the first aspect, the actuator motor includes a steering motor, and the generating of an alarm instruction based on the abnormal actuator motor includes: generating a steering motor disconnection instruction based on the abnormal steering motor; The steering motor disconnect instruction is sent to the low-voltage battery management module to disconnect the power supply of the steering motor.

[0012] In the embodiments of this application, the steering system is crucial to vehicle control and safety. Abnormal steering motor torque output may affect the vehicle's steering performance, thereby endangering driving safety. By promptly disconnecting the power supply to the abnormal steering motor, the system can effectively guide the vehicle to a safe state, reduce potential accident risks, and protect the safety of passengers and other road users.

[0013] In a possible implementation of the first aspect, the actuator motor includes an active suspension motor, and the generating of an alarm instruction based on the abnormal actuator motor includes: generating an active suspension motor disconnection instruction based on the abnormal active suspension motor; The active suspension motor disconnect instruction is sent to a high-voltage battery management module to disconnect the high-voltage power supply of the active suspension motor.

[0014] In the embodiments of this application, the active suspension system improves vehicle handling stability and ride comfort by adjusting the suspension damping force. Abnormal torque output from the active suspension motor can disrupt vehicle balance and stability, especially in complex road conditions or emergency driving situations. Promptly disconnecting the high-voltage power supply to the abnormal motor can restore the vehicle to a safe state, protecting passengers and preventing potential traffic accidents.

[0015] In a possible implementation of the first aspect, the method for determining abnormality of the actuator motor is as follows: Calculating a torque deviation between the actual torque and a preset torque; If the torque deviation is greater than a preset deviation threshold, determining that the actuator motor is abnormal; The method for determining the preset deviation threshold includes: Controlling the vehicle to travel at a constant speed at a preset speed, and recording the torque value of the actuator motor in the current running state of the vehicle; A braking torque fault injection is performed on the actuator motor. When the injected torque value reaches a value that causes the vehicle driving trajectory deviation to exceed a preset length, the difference between the injected torque value and the torque value under uniform speed driving is determined as the preset deviation threshold.

[0016] In a second aspect, an embodiment of the present application provides a vehicle motor torque monitoring device, which is applied to a dynamic bottom domain controller, comprising: The signal receiving module is used to receive the vehicle status signal collected by the vehicle-side sensor module and the phase current and rotor position signals of each actuator motor; a torque determination module, configured to determine an actual torque of the actuator motor based on the vehicle state signal and the phase current and the rotor position signal of each actuator motor; An alarm module is configured to generate an alarm instruction based on the abnormal actuator motor if it is determined that the actuator motor is abnormal based on the actual torque.

[0017] In a third aspect, an embodiment of the present application provides an electronic device, including: a processor, a memory, and a bus, wherein: The processor and the memory communicate with each other via the bus; The memory stores program instructions that can be executed by the processor, and the processor can execute the method of the first aspect by calling the program instructions.

[0018] In a fourth aspect, an embodiment of the present application provides a non-transitory computer-readable storage medium, comprising: The non-transitory computer-readable storage medium stores computer instructions, which enable the computer to execute the method in various possible implementations of the first aspect.

[0019] In a fifth aspect, an embodiment of the present application provides a computer program product, comprising computer program instructions, which, when read and executed by a processor, execute the methods in each possible implementation manner of the first aspect.

[0020] In a sixth aspect, an embodiment of the present application provides a vehicle, comprising a dynamic bottom domain controller, a vehicle sensor module, and an actuator motor; the dynamic bottom domain controller is connected to the vehicle sensor module and the actuator motor respectively; The dynamic domain controller is used to execute the method described in the first aspect.

[0021] Other features and advantages of the present application will be described in the following description and, in part, will become apparent from the description or be understood by practicing the embodiments of the present application. The objectives and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 This is a schematic diagram of the first fault tree affecting SG1 provided in an embodiment of the present application; Figure 2 A schematic diagram of a second fault tree affecting SG1 provided in an embodiment of the present application; Figure 3 A schematic diagram of a third fault tree affecting SG1 provided in an embodiment of the present application; Figure 4 A fault tree diagram affecting SG2 provided in an embodiment of the present application; Figure 5 This is a schematic diagram of the first fault tree affecting SG3 provided in an embodiment of the present application; Figure 6 A schematic diagram of a second fault tree affecting SG3 provided in an embodiment of the present application; Figure 7 This is a schematic diagram of the first fault tree affecting SG4 provided in an embodiment of the present application; Figure 8 A schematic diagram of a second fault tree affecting SG4 provided in an embodiment of the present application; Figure 9 A fault tree diagram affecting SG5 provided in an embodiment of the present application; Figure 10 A schematic diagram of a torque monitoring system for a pure electric vehicle provided in an embodiment of the present application; Figure 11 A schematic flow chart of a vehicle motor torque monitoring method provided in an embodiment of the present application; Figure 12 A schematic structural diagram of a vehicle motor torque monitoring device provided in an embodiment of the present application; Figure 13 A schematic diagram of the physical structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0026] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0027] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0028] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0029] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0030] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0031] The rapid development of autonomous driving technology urgently requires continuous upgrades to powertrains and chassis systems. In-wheel motor four-wheel drive configurations, brake-by-wire, steer-by-wire, and active suspension systems have gradually become research hotspots for OEMs. Simultaneously, OEMs are also focusing on collaborative control technologies for powertrain and chassis systems to enhance vehicle safety, drivability, and handling stability. Both the powertrain and chassis systems are critical to the functional safety of the vehicle, and typically undergo independent functional safety analysis and design. Traditionally, powertrains, steering systems, and braking systems are developed to ASI L levels.

[0032] Among them, there are five high ASIL level vehicle safety goals, namely: SG1, the vehicle should avoid unexpected lateral movement or yaw, safety level ASILD; factors affecting SG1 include unexpected lateral movement or yaw caused by unexpected driving or energy recovery torque of a single wheel hub motor, such as Figure 1 As shown in Figure 2, a single EMB motor applies unexpected mechanical braking torque, resulting in unexpected measured vehicle motion or yaw, as shown in Figure 2. Figure 2 As shown in Figure 2, a single steering motor implements unexpected steering torque, resulting in unexpected lateral movement or yaw of the vehicle. Figure 3 shown.

[0033] SG2, the vehicle should avoid unexpected acceleration, safety level ASILD; factors affecting SG2 include unexpected acceleration of the vehicle caused by unexpected driving torque implemented by a single wheel hub motor, such as Figure 4 shown.

[0034] SG3, the vehicle should avoid unexpected deceleration, safety level ASILD; factors affecting SG3 include: a single wheel hub motor implements unexpected energy recovery torque, resulting in unexpected vehicle deceleration, such as Figure 5 As shown in Figure 2, a single EMB motor implements unexpected mechanical braking torque, causing the vehicle to decelerate unexpectedly. Figure 6 shown.

[0035] SG4, the vehicle should avoid unexpected braking force deficiency or failure, safety level ASILD; factors affecting SG4 include: a single wheel hub motor implements unexpected driving torque, resulting in unexpected vehicle power deficiency or loss, such as Figure 7 As shown in the figure, the unexpected mechanical braking torque loss of a single EMB motor causes the vehicle to have insufficient or ineffective braking force, as shown in the figure. Figure 8 shown.

[0036] SG5, the vehicle should avoid unexpected rollover, safety level ASILC. Factors affecting SG5 include a single active suspension motor implementing unexpected torque, causing the vehicle to roll over unexpectedly, such as Figure 9 shown.

[0037] Figure 10 A schematic diagram of a pure electric vehicle torque monitoring system provided in an embodiment of the present application primarily includes a vehicle-side sensor module, a dynamic domain controller module, four corner modules, and various actuator motors. The four in-wheel motors are responsible for implementing the drive torque and energy recovery torque of the four wheels; the four steering motors are responsible for implementing the steering action of the four wheels; the four EMB motors are responsible for implementing the mechanical braking torque of the four wheels; and the four active suspension motors are responsible for adjusting the damping force of the four suspensions. The four corner modules are responsible for receiving control commands from the dynamic domain controller module and driving the in-wheel motors, EMB motors, steering motors, and active suspension motors near the four wheels, respectively. The dynamic domain controller (Domain Controller) is the core control unit of the entire system, responsible for coordinating and managing the operation and control of the vehicle's powertrain, chassis system, and other related subsystems. The dynamic bottom domain controller module is responsible for receiving signals sent by the vehicle-side sensor module, sending wheel hub motor torque requests, EMB motor torque requests, steering motor torque requests, and active suspension motor torque requests to each corner module, and monitoring whether the torque execution of each wheel hub motor, EMB motor, steering motor, and suspension motor meets the torque request; the vehicle-side sensor module is responsible for collecting the phase current signals and rotor position signals of the four wheel hub motors, the phase current signals and rotor position signals of the four steering motors, the phase current signals and rotor position signals of the four EMB motors, the phase current signals and rotor position signals of the four active suspension motors, the driver operation signals (vehicle speed, accelerator pedal opening, gear position), and the vehicle status signals (vehicle speed, yaw angular velocity, lateral acceleration, longitudinal acceleration), and sending them to the dynamic bottom domain controller module.

[0038] The electronic and electrical components, software and hardware in the sensors, controllers, and actuators that support each system must support the ASILD level requirements in order to support the safety target requirements of the entire vehicle. Under the premise of safety, there is a lack of optimality requirements in the cost dimension.

[0039] In order to solve the above technical problems, an embodiment of the present application provides a vehicle motor torque monitoring method, which monitors the torque of each execution motor through a dynamic bottom domain controller, fully utilizing the performance of the dynamic bottom domain controller, thereby reducing the performance requirements of the diagonal module. Therefore, the corner module can adopt relatively low-performance hardware, reducing hardware costs and meeting the safety requirements of the entire vehicle.

[0040] It should be noted that the method provided in the embodiment of the present application is applied to a dynamic bottom domain controller, which realizes real-time monitoring of the vehicle motor torque and abnormal alarm functions by analyzing and processing the received signals.

[0041] Figure 11 A flow chart of a vehicle motor torque monitoring method provided in an embodiment of the present application is shown as follows: Figure 11 As shown, the method includes: Step 1101: receiving a vehicle status signal and phase current and rotor position signals of each actuator motor collected by a vehicle-side sensor module; Step 1102: Determine the actual torque of the actuator motor based on the vehicle state signal and the phase current and rotor position signal of each actuator motor; Step 1103: If it is determined based on the actual torque that the execution motor is abnormal, an alarm instruction is generated based on the abnormal execution motor.

[0042] During implementation, the dynamic bottom domain controller receives vehicle status signals from the vehicle-side sensor module, as well as the phase current and rotor position signals of each actuator motor. The vehicle status signals include key information such as vehicle speed, yaw rate, lateral acceleration, and longitudinal acceleration, reflecting the vehicle's current driving state and dynamic performance. The phase current and rotor position signals of each actuator motor directly reflect the motor's operating status. The phase current reflects the magnitude and variation of the current in the motor windings, while the rotor position signal determines the specific position of the motor rotor. These signals are crucial for accurately evaluating the motor's torque output.

[0043] The dynamic bottom domain controller determines the actual torque output of each actuator motor through complex calculation and estimation algorithms based on received vehicle status signals and the phase current and rotor position signals of each actuator motor. This process involves understanding and applying the motor's physical model and fusing various signal data. For example, based on the motor's phase current, rotor position, and motor parameters (such as motor constant and moment of inertia), the actual torque output of the motor under the current operating conditions is calculated using relevant formulas such as the motor's back-electromotive force equation and electromagnetic torque equation. The impact of vehicle status signals on motor torque demand can also be considered. For example, vehicle speed affects motor speed and, in turn, torque output. Signals such as yaw rate and lateral acceleration are related to the vehicle's steering and lateral stability, which may require torque distribution and regulation of the motor. These factors are combined to more accurately determine the motor's actual torque.

[0044] After determining the actual torque of the actuator motor, the dynamic bottom domain controller can analyze the actual torque of the motor to determine whether it is within the normal operating range. This usually involves comparing the actual torque with a preset torque threshold or an expected torque characteristic curve. If the actual torque exceeds or falls below the set reasonable range, or there are abnormal conditions such as excessive torque fluctuations or delayed torque response, the actuator motor is determined to be abnormal. Once the motor is determined to be abnormal, the dynamic bottom domain controller will generate a corresponding alarm instruction based on the abnormal actuator motor information. The alarm instruction may include detailed information such as the identification of the abnormal motor, the type of abnormality (such as excessive torque, too low torque, abnormal torque fluctuations, etc.), and the time when the abnormality occurred, so that the abnormal situation can be handled and analyzed in a timely and accurate manner to ensure the safety and reliability of vehicle driving.

[0045] The embodiment of the present application utilizes a dynamic bottom domain controller to monitor the torque of each execution motor and generates an alarm when a torque abnormality is detected. This fully utilizes the performance of the dynamic bottom domain controller and reduces the performance requirements of the diagonal module. Therefore, the corner module can use lower-performance hardware, reducing hardware costs and meeting the safety requirements of the entire vehicle.

[0046] Based on the above embodiment, the execution motor includes a hub motor, and the generation of an alarm instruction based on an abnormal execution motor includes: generating a high-voltage circuit breaker instruction based on the abnormal wheel hub motor; The high-voltage disconnect instruction is sent to the high-voltage battery management module to disconnect the high-voltage power supply.

[0047] In the specific implementation process, SG1, SG2, SG3 and SG4 in the high ASIL level vehicle safety goals are all related to the hub motor. Therefore, the safety level of the hub motor torque control function should take on the ASILD. In the traditional solution, the corner module corresponding to the hub motor should take on the safety level ASILD. In order to reduce the performance requirements of the corner module, the embodiment of the present application reduces the corner module from the safety level ASILD to the safety level ASILB, and switches the monitoring of the hub motor torque by the corner module to the monitoring of the hub motor torque by the dynamic bottom domain controller. That is, when the dynamic bottom domain controller detects that the torque output of the hub motor is abnormal, that is, when the deviation between the actual torque of the hub motor and the expected torque exceeds the set threshold value ΔTm, the system will generate a high-voltage circuit breaker instruction based on the abnormal hub motor.

[0048] After generating a high-voltage disconnect command, the DCU sends it to the high-voltage battery management module (HBM). The HBM is a key component responsible for managing the charging and discharging of the vehicle's high-voltage battery pack, monitoring battery status, and implementing safety protection functions. Upon receiving the HBM command, the module immediately disconnects the high-voltage power supply to the corresponding in-wheel motor.

[0049] The high-voltage battery management module controls high-voltage relays or other similar high-voltage switching devices to cut off the high-voltage power supply to the in-wheel motors. This action can quickly cut off the power supply to the motors, causing them to stop working, thereby preventing abnormal torque output from causing vehicle loss of control or other safety accidents.

[0050] In the embodiments of this application, the vehicle's power system must be highly reliable and safe during autonomous or assisted driving. Abnormal torque output from the in-wheel motors can cause the vehicle's trajectory to deviate from expectations, potentially leading to serious accidents such as collisions. By promptly disconnecting the high-voltage power supply to the abnormal motor, the system can effectively restore the vehicle to a safe state, protecting passengers and other road users.

[0051] Based on the above embodiment, the actuator motor includes an electronic mechanical brake (EMB) motor, and the generating of an alarm instruction based on an abnormal actuator motor includes: generating a low voltage circuit breaker command based on the abnormal EMB motor; The low-voltage disconnect instruction is sent to the low-voltage battery management module to disconnect the low-voltage power supply.

[0052] During the specific implementation process, the unexpected torque output of the EMB motor may violate the safety goals SG1, SG3, and SG4; therefore, the safety level of the torque control function of the EMB motor should originally be ASILD, that is, the corner module corresponding to the EMB motor should be ASILD. In the traditional solution, the corner module corresponding to the EMB motor should be ASILD. In order to reduce the performance requirements of the corner module, the embodiment of the present application reduces the corner module from the safety level ASILD to the safety level ASILB, and switches the monitoring of the EMB motor torque originally performed by the corner module to the monitoring of the EMB motor torque by the dynamic bottom domain controller. That is, when the deviation between the actual torque and the expected torque of the EMB motor exceeds the set threshold value ΔTb, the system will generate a low-voltage circuit breaker instruction based on the abnormal EMB motor.

[0053] After generating a low-voltage disconnect command, the EMB domain controller sends it to the low-voltage battery management module (LVBM). The LVBM is a key component responsible for managing the vehicle's low-voltage battery's charge and discharge processes, monitoring battery status, and implementing safety protection functions. Upon receiving the low-voltage disconnect command, the module immediately disconnects the low-voltage power supply to the corresponding EMB motor.

[0054] The LVBM controls a low-voltage relay or other similar low-voltage switching device to cut off the low-voltage power supply to the EMB motor. This action quickly shuts off the power supply to the motor, causing it to stop operating, thereby preventing abnormal torque output from causing vehicle loss of control or other safety accidents.

[0055] The braking system in this embodiment is a critical component of vehicle safety. Abnormal torque output from the EMB motor can affect the vehicle's braking performance and, in turn, its driving safety. By promptly shutting off the low-voltage power supply to the abnormal motor, the system can effectively restore the vehicle to a safe state, protecting passengers and other road users.

[0056] Based on the above embodiment, the execution motor includes a steering motor, and the generation of an alarm instruction based on an abnormal execution motor includes: generating a steering motor disconnection instruction based on the abnormal steering motor; The steering motor disconnect instruction is sent to the low-voltage battery management module to disconnect the power supply of the steering motor.

[0057] During the specific implementation process, the unexpected torque of the steering motor may violate the safety goal SG1; therefore, the safety level of the steering motor torque control function should originally be ASILD, that is, the corner module of the steering motor should be ASILD. In the traditional solution, the corner module corresponding to the steering motor should be ASILD. In order to reduce the performance requirements of the corner module, the embodiment of the present application reduces the corner module from the safety level ASILD to the safety level ASILB, and switches the steering motor torque originally monitored by the corner module to the steering motor torque monitored by the dynamic bottom domain controller. That is, the dynamic bottom domain controller continuously monitors the actual torque output of the steering motor, and determines whether its working status is normal by comparing the actual torque of the steering motor with the expected torque. When it is detected that the deviation between the actual torque and the expected torque of the steering motor exceeds the set threshold ΔTs, the system determines that the steering motor is abnormal. At this time, the dynamic bottom domain controller generates a corresponding steering motor circuit breaker instruction based on the abnormal steering motor information.

[0058] After generating a steering motor disconnect command, the dynamic subsystem controller sends it to the low-voltage battery management module (LVBM). The LVBM manages the vehicle's low-voltage battery's charge and discharge processes and performs safety protection functions. Upon receiving the disconnect command, it shuts off the steering motor's low-voltage power supply.

[0059] The low-voltage battery management module controls a low-voltage relay or other similar low-voltage switching device to disconnect the low-voltage power supply to the steering motor. This action quickly shuts off the power supply to the steering motor, causing it to cease operation. This prevents abnormal torque output from the steering motor, which could lead to loss of vehicle steering control and potentially cause traffic accidents.

[0060] In the embodiments of this application, the steering system is crucial to vehicle control and safety. Abnormal steering motor torque output may affect the vehicle's steering performance, thereby endangering driving safety. By promptly disconnecting the power supply to the abnormal steering motor, the system can effectively guide the vehicle to a safe state, reduce potential accident risks, and protect the safety of passengers and other road users.

[0061] Based on the above embodiment, the actuator motor includes an active suspension motor, and the generating of an alarm instruction based on an abnormal actuator motor includes: generating an active suspension motor disconnection instruction based on the abnormal active suspension motor; The active suspension motor disconnect instruction is sent to a high-voltage battery management module to disconnect the high-voltage power supply of the active suspension motor.

[0062] During specific implementation, the unexpected torque of the active suspension motor may violate the safety goal SG5. Therefore, the safety level of the active suspension motor torque control function should originally be ASILC, that is, the corner module should be ASILC. In traditional solutions, the corner module corresponding to the active suspension motor should be ASILC. In order to reduce the performance requirements of the corner module, the embodiment of the present application reduces the corner module from the safety level ASILC to the safety level ASILB, and switches the monitoring of the active suspension motor torque originally performed by the corner module to the monitoring of the active suspension motor torque by the dynamic bottom domain controller.

[0063] The dynamic suspension domain controller continuously monitors the active suspension motor's actual torque output. By analyzing the motor's phase current and rotor position signals, combined with vehicle status signals (such as speed and lateral acceleration), the controller estimates the motor's actual torque. If the deviation between the actual and expected torque exceeds a set threshold, ΔTf, the system identifies an active suspension motor anomaly.

[0064] If the active suspension motor is identified as abnormal, the dynamic floor domain controller generates an active suspension motor disconnect command based on this abnormality. This command contains specific operational instructions for disconnecting the active suspension motor's high-voltage power supply, aiming to quickly cut off the motor's power supply and prevent further impact on vehicle stability caused by abnormal operation.

[0065] After generating the disconnect command, the dynamic chassis domain controller immediately sends it to the high-voltage battery management module. The high-voltage battery management module oversees the charging and discharging of the vehicle's high-voltage battery and performs safety protection functions related to the high-voltage power supply. Upon receiving the disconnect command, the module executes the appropriate actions to disconnect the high-voltage power supply to the active suspension motor.

[0066] The high-voltage battery management module controls high-voltage relays or other high-voltage switching devices to disconnect the high-voltage power circuit of the active suspension motor. This immediately stops the abnormal active suspension motor from continuing to output abnormal torque, thereby maintaining vehicle stability and reducing potential accident risks.

[0067] In the embodiments of this application, the active suspension system improves vehicle handling stability and ride comfort by adjusting the suspension damping force. Abnormal torque output from the active suspension motor can disrupt vehicle balance and stability, especially in complex road conditions or emergency driving situations. Promptly disconnecting the high-voltage power supply to the abnormal motor can restore the vehicle to a safe state, protecting passengers and preventing potential traffic accidents.

[0068] It should be noted that the dynamic bottom domain controller can simultaneously perform monitoring based on at least one of the above-mentioned hub motors, EMB motors, steering motors and active suspension motors.

[0069] Based on the above embodiment, the method for determining abnormality of the actuator motor is as follows: Calculating a torque deviation between the actual torque and a preset torque; If the torque deviation is greater than a preset deviation threshold, determining that the actuator motor is abnormal; The method for determining the preset deviation threshold includes: Controlling the vehicle to travel at a constant speed at a preset speed, and recording the torque value of the actuator motor in the current running state of the vehicle; A braking torque fault injection is performed on the actuator motor. When the injected torque value reaches a value that causes the vehicle driving trajectory deviation to exceed a preset length, the difference between the injected torque value and the torque value under uniform speed driving is determined as the preset deviation threshold.

[0070] In the specific implementation process, the abnormality judgment method provided in the embodiments of this application can be used to judge the torque abnormality of the hub motor, EMB motor, steering motor, and active suspension motor provided in each of the above embodiments. It should be noted that the specific values corresponding to the preset torque and preset deviation threshold corresponding to different types of motors are different, and the preset torque can be pre-set according to the actual scenario. The setting of the preset deviation threshold for each motor is introduced below.

[0071] The preset deviation threshold of the hub motor: the torque difference ΔTm is determined through actual vehicle testing. That is, the driver maintains a steady driving trajectory at speeds of 30km / h, 80km / h, and 120km / h, and single hub motor drive and energy recovery torque fault injection are performed respectively. When the injected torque value reaches a value that causes the vehicle's driving trajectory to deviate by more than 0.75 meters, the difference between the fault injection torque and the original torque during steady speed driving is ΔTm.

[0072] The preset deviation threshold of the EMB motor: the torque difference ΔTb is determined through actual vehicle testing, that is, the driver maintains a steady driving trajectory at speeds of 30km / h, 80km / h, and 120km / h, and a single EMB motor braking torque fault is injected respectively. When the injected torque value reaches a value that causes the vehicle's driving trajectory to deviate by more than 0.75 meters, the difference between the fault injection torque and the original torque during steady speed driving is ΔTb.

[0073] The preset deviation threshold of the steering motor: the torque difference ΔTs is determined through actual vehicle testing. That is, the driver maintains a steady driving trajectory at speeds of 30km / h, 80km / h, and 120km / h, and a single steering motor drive and energy recovery torque fault injection are performed respectively. When the injected torque value reaches a value that causes the vehicle's driving trajectory to deviate by more than 0.75 meters, the difference between the fault injection torque and the original torque during steady-speed driving is ΔTs.

[0074] The preset deviation threshold of the active suspension motor: the torque difference ΔTf is determined through actual vehicle testing. That is, the driver maintains a steady driving trajectory at speeds of 30km / h, 80km / h, and 120km / h, and a single active suspension motor drive and energy recovery torque fault injection are performed respectively. When the injected torque value reaches a value that causes the vehicle's driving trajectory to deviate by more than 0.75 meters, the difference between the fault injection torque and the original torque during steady-speed driving is ΔTf.

[0075] It should be noted that the driving trajectory deviation exceeds the preset length, where the preset length can be set to 0.75 meters or other values, such as 0.8 meters, 0.7 meters, 0.77 meters, etc., which is not specifically limited in this embodiment of the application. In addition, during the test, the vehicle speed can also be set according to actual needs.

[0076] Figure 12 This is a schematic diagram of the structure of a vehicle motor torque monitoring device provided in an embodiment of the present application. The device can be a module, program segment or code on an electronic device. It should be understood that the device is similar to the above Figure 11 The method embodiment corresponds to the embodiment that can be executed Figure 11 The various steps involved in the method embodiment and the specific functions of the device can be found in the description above. To avoid repetition, detailed description is omitted here. The device includes: a signal receiving module 1201, a torque determination module 1202 and an alarm module 1203, wherein: The signal receiving module 1201 is used to receive the vehicle status signal collected by the vehicle-side sensor module and the phase current and rotor position signals of each actuator motor; The torque determination module 1202 is configured to determine the actual torque of the actuator motor based on the vehicle state signal and the phase current and the rotor position signal of each actuator motor; The alarm module 1203 is configured to generate an alarm instruction based on the abnormal actuator motor if it is determined based on the actual torque that the actuator motor is abnormal.

[0077] Based on the above embodiment, the execution motor includes a hub motor, and the alarm module 1203 is specifically configured to: generating a high-voltage circuit breaker instruction based on the abnormal wheel hub motor; The high-voltage disconnect instruction is sent to the high-voltage battery management module to disconnect the high-voltage power supply.

[0078] Based on the above embodiment, the actuator motor includes an EMB motor, and the alarm module 1203 is specifically configured to: generating a low voltage circuit breaker command based on the abnormal EMB motor; The low-voltage disconnect instruction is sent to the low-voltage battery management module to disconnect the low-voltage power supply.

[0079] Based on the above embodiment, the execution motor includes a steering motor, and the alarm module 1203 is specifically configured to: generating a steering motor disconnection instruction based on the abnormal steering motor; The steering motor disconnect instruction is sent to the low-voltage battery management module to disconnect the power supply of the steering motor.

[0080] Based on the above embodiment, the actuator motor includes an active suspension motor, and the alarm module 1203 is specifically configured to: generating an active suspension motor disconnection instruction based on the abnormal active suspension motor; The active suspension motor disconnect instruction is sent to a high-voltage battery management module to disconnect the high-voltage power supply of the active suspension motor.

[0081] Based on the above embodiment, the method for determining abnormality of the actuator motor is as follows: Calculating a torque deviation between the actual torque and a preset torque; If the torque deviation is greater than a preset deviation threshold, determining that the actuator motor is abnormal; The method for determining the preset deviation threshold includes: Controlling the vehicle to travel at a constant speed at a preset speed, and recording the torque value of the actuator motor in the current running state of the vehicle; A braking torque fault injection is performed on the actuator motor. When the injected torque value reaches a value that causes the vehicle driving trajectory deviation to exceed a preset length, the difference between the injected torque value and the torque value under uniform speed driving is determined as the preset deviation threshold.

[0082] Figure 13 The physical structure diagram of the electronic device provided in the embodiment of the present application is as follows: Figure 13 As shown, the electronic device includes: a processor (processor) 1301, a memory (memory) 1302 and a bus 1303; wherein: The processor 1301 and the memory 1302 communicate with each other via the bus 1303; The processor 1301 is used to call the program instructions in the memory 1302 to execute the methods provided by the above-mentioned method embodiments, for example, including: receiving the vehicle status signal and the phase current and rotor position signals of each execution motor collected by the vehicle-side sensor module; determining the actual torque of the execution motor based on the vehicle status signal and the phase current and the rotor position signal of each execution motor; if the execution motor is determined to be abnormal based on the actual torque, an alarm instruction is generated based on the abnormal execution motor.

[0083] Processor 1301 can be an integrated circuit chip with signal processing capabilities. Processor 1301 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), or a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of this application. A general-purpose processor can be a microprocessor or any conventional processor.

[0084] The memory 1302 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0085] This embodiment discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the methods provided by the above-mentioned method embodiments, for example, including: receiving a vehicle status signal and the phase current and rotor position signals of each execution motor collected by a vehicle-side sensor module; determining the actual torque of the execution motor based on the vehicle status signal and the phase current and rotor position signals of each execution motor; if the execution motor is determined to be abnormal based on the actual torque, generating an alarm instruction based on the abnormal execution motor.

[0086] This embodiment provides a non-transitory computer-readable storage medium, which stores computer instructions. The computer instructions enable the computer to execute the methods provided by the above-mentioned method embodiments, for example, including: receiving the vehicle status signal and the phase current and rotor position signals of each execution motor collected by the vehicle-side sensor module; determining the actual torque of the execution motor based on the vehicle status signal and the phase current and rotor position signals of each execution motor; if the execution motor is determined to be abnormal based on the actual torque, generating an alarm instruction based on the abnormal execution motor.

[0087] An embodiment of the present application also provides a vehicle, which includes a dynamic bottom domain controller, a vehicle sensor module and an execution motor; the dynamic bottom domain controller is connected to the vehicle sensor module and the execution motor respectively; the dynamic bottom domain controller is used to execute the vehicle motor torque monitoring method described in the above embodiments.

[0088] It should be noted that the vehicle may also include other components, such as a steering wheel, an on-board controller, seats, etc., which are not specifically limited in the embodiments of the present application.

[0089] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interface, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0090] In addition, the units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0091] Furthermore, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0092] In this document, relational terms such as first and second, etc. are used merely to distinguish one entity or operation from another entity or operation, but do not necessarily require or imply any actual relationship or order between these entities or operations.

[0093] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle motor torque monitoring method, characterized in that: Applicable to dynamic domain controllers, including: Receive vehicle status signals and phase current and rotor position signals of each actuator motor collected by the vehicle-side sensor module; determining the actual torque of the actuator motor based on the vehicle state signal and the phase current and the rotor position signal of each actuator motor; If it is determined based on the actual torque that the actuator motor is abnormal, a warning instruction is generated based on the abnormal actuator motor.

2. The method according to claim 1, characterized in that The execution motor includes a hub motor, and the generation of an alarm instruction based on the abnormal execution motor includes: generating a high-voltage circuit breaker instruction based on the abnormal wheel hub motor; The high-voltage disconnect instruction is sent to the high-voltage battery management module to disconnect the high-voltage power supply.

3. The method according to claim 1, characterized in that The execution motor includes an EMB motor, and the generation of an alarm instruction based on the abnormal execution motor includes: generating a low voltage circuit breaker command based on the abnormal EMB motor; The low-voltage disconnect instruction is sent to the low-voltage battery management module to disconnect the low-voltage power supply.

4. The method according to claim 1, wherein The execution motor includes a steering motor, and the generation of an alarm instruction based on the abnormal execution motor includes: generating a steering motor disconnection instruction based on the abnormal steering motor; The steering motor disconnect instruction is sent to the low-voltage battery management module to disconnect the power supply of the steering motor.

5. The method according to claim 1, wherein The actuator motor includes an active suspension motor, and the generating of an alarm instruction based on the abnormal actuator motor includes: generating an active suspension motor disconnection instruction based on the abnormal active suspension motor; The active suspension motor disconnect instruction is sent to a high-voltage battery management module to disconnect the high-voltage power supply of the active suspension motor.

6. The method according to claim 1, characterized in that The method for determining abnormality of the actuator motor is as follows: Calculating a torque deviation between the actual torque and a preset torque; If the torque deviation is greater than a preset deviation threshold, determining that the actuator motor is abnormal; The method for determining the preset deviation threshold includes: Controlling the vehicle to travel at a constant speed at a preset speed, and recording the torque value of the actuator motor in the current running state of the vehicle; A braking torque fault injection is performed on the actuator motor. When the injected torque value causes the vehicle's driving trajectory deviation to exceed a preset length, the difference between the injected torque value and the torque value under uniform speed driving is determined as the preset deviation threshold.

7. A vehicle motor torque monitoring device, characterized in that: Applicable to dynamic domain controllers, including: The signal receiving module is used to receive the vehicle status signal collected by the vehicle-side sensor module and the phase current and rotor position signals of each actuator motor; a torque determination module, configured to determine an actual torque of the actuator motor based on the vehicle state signal and the phase current and the rotor position signal of each actuator motor; An alarm module is configured to generate an alarm instruction based on the abnormal actuator motor if it is determined that the actuator motor is abnormal based on the actual torque.

8. An electronic device, characterized in that: include: A processor, memory, and bus, where: The processor and the memory communicate with each other via the bus; The memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the method according to any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium, characterized in that The non-transitory computer-readable storage medium stores computer instructions, which, when executed by a computer, enable the computer to perform the method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The method comprises computer program instructions, and when the computer program instructions are read and executed by a processor, the method according to any one of claims 1 to 6 is executed.

11. A vehicle, characterized in that: It includes a dynamic bottom domain controller, a vehicle sensor module and an execution motor; the dynamic bottom domain controller is connected to the vehicle sensor module and the execution motor respectively; The dynamic bottom domain controller is used to execute the method according to any one of claims 1-6.

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