Hybrid electric vehicle motor controller power supply architecture and hybrid electric vehicle control method

Abstract

The application provides a hybrid electric vehicle motor controller power supply architecture and a hybrid electric vehicle control method. The power supply architecture comprises a voltage regulating module power supply, a power generation module power supply and a driving module power supply, which are connected with a low-voltage input power supply through a protection module comprising a short circuit protection device, so that only the corresponding short circuit protection device is disconnected when a single module power supply fails, and the remaining module power supplies can continue to operate. Therefore, the driving safety, robustness and maintenance economy are significantly improved.

Description

Technical Field

[0001] This invention relates to the automotive field, and more particularly to a power architecture for a hybrid electric vehicle motor controller and a hybrid electric vehicle control method. Background Technology

[0002] With the rapid development of the new energy vehicle industry, pure electric vehicles face promotional bottlenecks due to insufficient driving range and limited charging efficiency, while traditional fuel vehicles are constrained by high energy costs and low electrification levels, making it difficult to meet the demands for intelligent and comfortable features. Against this backdrop, hybrid vehicles, which combine convenient energy replenishment with the advantages of electrification, have become an important direction for market development.

[0003] However, existing hybrid vehicle motor controllers have inherent flaws: typically, a hybrid vehicle's motor controller includes three functional power modules: a voltage regulator module, a generator module, and a drive module. These three modules are usually directly connected in parallel to a single low-voltage power supply line. When any of these modules experiences a short circuit or overload fault, the fault propagates, causing the low-voltage line to trip protectively, resulting in a simultaneous loss of power to all functional modules. This leads to two problems: firstly, if one module fails, the vehicle immediately becomes completely inoperable, posing a significant safety hazard at high speeds; secondly, the vehicle lacks the ability to reach a repair shop on its own, requiring external roadside assistance for transfer, significantly increasing maintenance costs and time, and creating economic issues related to repairs.

[0004] In conclusion, there are currently no good solutions to these problems. Summary of the Invention

[0005] To overcome the above-mentioned technical defects, the present invention aims to provide a power architecture for a hybrid electric vehicle motor controller and a hybrid electric vehicle control method.

[0006] This invention discloses a power architecture for a hybrid electric vehicle motor controller, comprising: The voltage regulation module power supply includes a front bridge voltage regulation power supply and a rear bridge voltage regulation power supply. The power generation module includes an upper bridge power generation power supply and a lower bridge power generation power supply. The power supply for the drive module includes the upper bridge drive power supply and the lower bridge drive power supply. The low-voltage input power supply is electrically connected to the voltage regulation module power supply, the generator module power supply, and the drive module power supply. The protection module includes at least three short-circuit protection devices. Each of the three short-circuit protection devices is electrically connected at one end to the low-voltage input power supply and at the other end to the power supply of the voltage regulating module, the power supply of the generator module, or the power supply of the drive module. This ensures that when the power supply of one module fails, the corresponding short-circuit protection device is disconnected, and the power supplies of the other modules are not affected.

[0007] Preferably, the protection module includes a first short-circuit protection device, a second short-circuit protection device, a third short-circuit protection device, and a fourth short-circuit protection device; The first short-circuit protection device is electrically connected to the front axle voltage regulator; The second short-circuit protection device is electrically connected to the rear axle voltage regulator. The third short-circuit protection device is electrically connected to the power supply of the power generation module; The fourth short-circuit protection device is electrically connected to the lower bridge drive power supply.

[0008] Preferably, the power architecture also includes an emergency input power supply, which is electrically connected to the lower bridge drive power supply, the front bridge voltage regulator power supply, and the rear bridge voltage regulator power supply.

[0009] Preferably, the short-circuit protection device is an electronic fuse.

[0010] This application also provides a hybrid electric vehicle control method, wherein the vehicle includes an engine, a battery, a motor, and a motor controller; the engine is connected to a generator, and the generator is electrically connected to the battery; the battery is also connected to the motor controller; the motor controller includes a power architecture as described in any of the foregoing embodiments, and is electrically connected to the generator, the battery, and the motor. When the lower bridge drive power supply fails, the lower bridge drive power supply is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the upper bridge drive power supply so as to drive the motor through the upper bridge drive power supply.

[0011] Preferably, when the power architecture includes an emergency input power supply: when the upper bridge drive power supply fails, the low-voltage input power supply also fails; the emergency input power supply supplies power to the lower bridge drive power supply and the voltage regulation module power supply, so as to control the motor to stop through the lower bridge drive power supply, and to connect the high voltage of the motor controller and the battery through the voltage regulation module to prevent the reverse current generated during the gradual stopping of the motor from damaging the motor controller.

[0012] Preferably, when the power supply to the power generation module fails, the power supply to the power generation module is disconnected from the low-voltage input power supply; The low-voltage input power supply powers the voltage regulation module to control the battery's power supply to the motor; The low-voltage input power supply powers the drive module to control and drive the motor.

[0013] Preferably, when the front bridge voltage regulator fails, the front bridge voltage regulator is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the rear bridge voltage regulator; the rear bridge voltage regulator performs voltage regulation to supply power to the motor and make the motor operate below its peak power. When the rear axle voltage regulator fails, it disconnects from the low-voltage input power supply. The low-voltage input power supply powers the front axle voltage regulator, which then regulates the voltage to power the motor and causes it to operate below its peak power.

[0014] Preferably, when the front bridge voltage regulator fails, the rear bridge voltage regulator supplies power to the motor through a half-wave boost method; When the rear axle voltage regulator fails, the front axle voltage regulator supplies power to the motor through a half-wave boost method.

[0015] Preferably, when the front bridge voltage regulator or the rear bridge voltage regulator fails, the generator module controls the generator so that the generator and the rear bridge voltage regulator or the front bridge voltage regulator work together to supply power to the motor.

[0016] Compared with existing technologies, the above technical solution has the following advantages: 1. This application achieves electrical decoupling between the voltage regulation module power supply, the generator module power supply, and the drive module power supply by using multiple independently configured short-circuit protection devices in the protection module power supply. When any functional module power supply experiences an overload or short-circuit fault, only the corresponding specific short-circuit protection device is triggered to disconnect, completely eliminating the risk of the fault being conducted to the low-voltage input power supply and other functional module power supplies. This fundamentally solves the problem of the entire vehicle's low-voltage system being paralyzed due to a single module power supply failure, giving the vehicle the ability to autonomously move to a repair shop after the generator module power supply or voltage regulation module power supply fails, significantly reducing reliance on roadside assistance and maintenance costs. 2. Furthermore, based on the finely designed short-circuit protection device, the following can be achieved: First, the voltage regulating module power supply adopts a dual-power architecture for the front and rear axles. When the voltage regulating power supply of a single axle arm fails, the low-voltage input power supply can supply power to the other normal axle arm power supply, maintaining the battery buck-boost control function and realizing a low-power operation mode. Second, when the generator module power supply fails, the motor controller immediately cuts off the power supply link of that module and switches to the low-voltage input power supply to supply power to the drive module power supply and the voltage regulating module power supply, switching to a pure battery drive mode to ensure basic driving capability. Third, when the upper axle drive power supply fails, the entire low-voltage input power supply and generator module power supply are shut down, and then an independent emergency input power supply is used to independently supply power to the lower axle drive power supply, ensuring that the vehicle can enter a safe parking mode and avoid reverse voltage difference damage to the motor and battery caused by motor reversal. In addition, a resettable electronic fuse is used as a short-circuit protection device. After the fault is cleared, the connection can be restored remotely or automatically, avoiding the maintenance time and component wear costs caused by replacing traditional fuses.

[0017] 3. Through a dynamic energy dispatching strategy for the entire vehicle, the aforementioned power architecture is transformed into the vehicle's operating mode: When the drive power supply fails, the power supply path is switched based on the location of the failed axle arm. When the upper axle fails, the emergency input power supply takes over the drive of the lower axle; when the lower axle fails, the low-voltage main power supply maintains the operation of the upper axle, always maintaining at least one axle drive capability, allowing the vehicle to stop smoothly and protecting the motor and battery. When the generator module fails, the vehicle maintains power through pure electric drive, enabling it to move autonomously to a repair shop without external assistance. Finally, when the voltage regulator module fails, the battery outputs low power through a single axle, still maintaining the vehicle's mobility. Furthermore, single-phase boost control compensates for the voltage demand of the voltage regulator module, ensuring the core electrical system continues to operate even in derating mode. This collaborative control mechanism ensures that the vehicle continues to provide basic driving functions under multiple fault conditions, completely avoiding the risk of high-speed stall and maximizing the driving range after a fault. Attached Figure Description

[0018] Figure 1 A schematic diagram of the power supply architecture and control components of the hybrid electric vehicle motor controller provided in this application; Figures 2-3 A schematic diagram of the power architecture of the voltage regulation module of the hybrid vehicle motor controller provided in this application when the power supply fails. Figure 4 A schematic diagram of the power architecture of the hybrid vehicle motor controller power generation module in the event of a power failure, as provided in this application. Figures 5-6 This is a schematic diagram of the power architecture of the hybrid vehicle motor controller power module in the event of a power failure, as provided in this application. Detailed Implementation

[0019] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0021] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0022] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, can be interpreted as "when," "in response to determination," or "when," or "in the event of a determination." In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0024] In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the convenience of the description of the invention and have no specific meaning in themselves. Therefore, "module" and "part" can be used interchangeably.

[0025] Please see Figure 1 , Figure 1 This is a schematic diagram of the power supply architecture and control components of the hybrid vehicle motor controller provided in this application.

[0026] like Figure 1 As shown, this invention discloses a power architecture for a hybrid electric vehicle motor controller, comprising: The voltage regulation module power supply includes a front bridge voltage regulation power supply and a rear bridge voltage regulation power supply. The power generation module includes an upper bridge power generation power supply and a lower bridge power generation power supply. The power supply for the drive module includes the upper bridge drive power supply and the lower bridge drive power supply. The low-voltage input power supply is electrically connected to the voltage regulation module power supply, the generator module power supply, and the drive module power supply. The protection module includes at least three short-circuit protection devices. Each of the three short-circuit protection devices is electrically connected at one end to the low-voltage input power supply and at the other end to the power supply of the voltage regulating module, the power supply of the generator module, or the power supply of the drive module. This ensures that when the power supply of one module fails, the corresponding short-circuit protection device is disconnected, and the power supplies of the other modules are not affected.

[0027] This can be understood as follows: the car's motor controller has three power modules: a voltage regulation module connected to the power battery to increase the battery voltage (for example, to increase the voltage of a battery of about 300V-400V to 500V-600V, thereby obtaining better motor power and energy consumption performance); a generator module to drive the generator so that the engine can drive the generator to generate electricity (the type of engine is not limited here; it can be used only as a generator or as both a generator and a power source, and this application does not impose any restrictions here); and a drive module to drive the motor.

[0028] The multiple independently configured short-circuit protection devices in the protection module of this application achieve electrical decoupling between the voltage regulation module power supply, the generator module power supply, and the drive module power supply. When any functional module power supply experiences an overload or short-circuit fault, only the corresponding specific short-circuit protection device is triggered to disconnect, completely eliminating the risk of the fault being conducted to the low-voltage input power supply and other functional module power supplies. This fundamentally solves the problem of the entire vehicle's low-voltage system being paralyzed due to the failure of a single module power supply, giving the vehicle the ability to autonomously move to a repair shop after the generator module power supply or voltage regulation module power supply fails, significantly reducing reliance on rescue and maintenance costs.

[0029] The above is an explanation of the basic principles of this application. The following section will describe in detail the specific possible power architecture designs with reference to the accompanying drawings.

[0030] It should be noted that the motor controller may include more or fewer devices than those mentioned above. For example, as shown in the figure, the power architecture of the hybrid electric vehicle motor controller provided in this application is designed to power the drive chips corresponding to the power supply of each module (such as the Boost_F upper bridge drive chip in the figure), thereby controlling various components of the vehicle through the drive chips.

[0031] Furthermore, it is understandable that the power supply modules do not directly participate in the control of the subsequent components of the vehicle. The power modules (such as the voltage regulation modules corresponding to the voltage regulation module power supply) still control the components of the vehicle. However, this application mainly focuses on the circuit design and the solution after the power supply of each module fails. Therefore, the modules themselves will not be described in detail here, but only the control method of the module power supply will be explained.

[0032] The specific implementation method of the low-voltage input power supply is also not limited, such as Figure 1 As shown, in one possible implementation, the low-voltage input power supply is achieved through a KL30 (which, in one possible implementation, can be understood as the positive terminal of a car battery) and a voltage regulator.

[0033] like Figure 1 As shown, the protection module further includes a first short-circuit protection device, a second short-circuit protection device, a third short-circuit protection device, and a fourth short-circuit protection device; The first short-circuit protection device is electrically connected to the front axle voltage regulator; The second short-circuit protection device is electrically connected to the rear axle voltage regulator. The third short-circuit protection device is electrically connected to the power supply of the power generation module; The fourth short-circuit protection device is electrically connected to the lower bridge drive power supply.

[0034] This can be understood as follows: the front and rear bridge voltage regulators of the voltage regulation module power supply each have a short-circuit protection device. The generator module power supply as a whole corresponds to one short-circuit protection device. The drive module power supply, however, only has a short-circuit protection device connecting the lower bridge drive power supply and the low-voltage power supply. The upper bridge drive power supply is directly connected to the low-voltage power supply.

[0035] The purpose of such detailed settings is: 1. The voltage regulating module power supply adopts a dual power supply architecture with front and rear bridges. When a single bridge arm voltage regulating power supply fails, the low-voltage input power supply can supply power to the other normal bridge arm power supply, maintain the battery buck-boost control function, and realize the low-power operation mode. 2. In the event of a complete power failure in the generator module, the motor controller immediately cuts off the power supply link to that module and switches to low-voltage input power to supply power to the drive module and voltage regulation module, thus switching to pure battery drive mode to ensure basic driving capability. Therefore, there is no need to further decouple the generator module power supply, and the vehicle can operate normally. 3. When the downbridge drive power supply fails, disconnect the downbridge drive power supply; the power supplies of the other modules will not be affected.

[0036] Fourth, by using lower hardware costs, the power supplies of each module of the motor controller were decoupled, thereby maximizing the vehicle's driving robustness while meeting functional safety requirements.

[0037] Furthermore, the power architecture also includes an emergency input power supply, which is electrically connected to the lower bridge drive power supply, the front bridge voltage regulator power supply, and the rear bridge voltage regulator power supply.

[0038] This can be understood as follows: For the lower axle drive power supply, on the one hand, it is electrically connected to the low-voltage input power supply through the fourth short-circuit protection device to provide power; on the other hand, it also has a separate emergency input power supply. Thus, when the upper axle drive power supply fails, the entire low-voltage input power supply and the generator module power supply are shut down, and then the independent emergency input power supply supplies power to the lower axle drive power supply and the voltage regulating power supply, ensuring that the vehicle can enter a safe parking mode and avoiding reverse voltage damage to the motor and battery caused by the motor reversing.

[0039] Those skilled in the art will understand that the specific implementation of the short-circuit protection device in any of the foregoing embodiments is not limited.

[0040] In one possible implementation, the short-circuit protection device can be a conventional fuse. However, as... Figure 1 As shown, in another possible implementation, preferably, the short-circuit protection device is an electronic fuse. By using a resettable electronic fuse as the short-circuit protection device, the connection can be remotely or automatically restored after the fault is cleared, avoiding the maintenance time and component wear costs associated with replacing traditional fuses.

[0041] The above is a detailed description of the power architecture of the hybrid vehicle motor controller provided in this application. The vehicle control method corresponding to this power architecture will be described below.

[0042] Please see Figures 2-6 , Figures 2-3 A schematic diagram of the power architecture of the voltage regulation module of the hybrid vehicle motor controller provided in this application when the power supply fails. Figure 4 A schematic diagram of the power architecture of the hybrid vehicle motor controller power generation module in the event of a power failure, as provided in this application. Figures 5-6 This is a schematic diagram of the power architecture of the hybrid vehicle motor controller power module in the event of a power failure, as provided in this application.

[0043] like Figures 1-6 As shown, this application also provides a hybrid electric vehicle control method. The vehicle includes an engine, a generator, a battery, a motor, and a motor controller. The engine is connected to the generator; the battery is electrically connected to the motor; the motor controller includes a power architecture as described in any of the foregoing embodiments and is electrically connected to the engine, battery, and motor. When the lower bridge drive power supply fails, the lower bridge drive power supply is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the upper bridge drive power supply so as to drive the motor through the upper bridge drive power supply.

[0044] Preferably, when the power architecture includes an emergency input power supply: When the upper bridge drive power supply fails, the low-voltage input power supply also fails; the emergency input power supply supplies power to the lower bridge drive power supply and the voltage regulation module power supply, so as to control the motor to stop through the lower bridge drive power supply, and connect the high voltage of the motor controller to the battery through the voltage regulation module to prevent the reverse current generated during the gradual stopping of the motor from damaging the motor controller.

[0045] The principle needs to be explained here: When either the upper or lower axle drive power supply fails, the car cannot continue to drive the motor using a single power supply. However, a drive power supply is still needed to allow the motor to stop smoothly, thus achieving safe braking. When the battery no longer drives the motor forward, a large back EMF is generated at the wheels. If this back EMF is not properly controlled and enters the motor controller, it could cause reverse overshoot, damaging the motor controller. Therefore, the voltage regulation module can be understood as regulating this back EMF, opening a path to allow the energy of the wheel-end back EMF to flow controllably through the motor controller and then into the battery. This prevents damage to the motor controller due to reverse overshoot, thereby reducing maintenance costs and improving the overall vehicle maintenance economy.

[0046] The above describes the vehicle control methods after a power failure in the drive module.

[0047] Furthermore, when the power supply to the generator module fails, the power supply to the generator module will be disconnected from the low-voltage input power supply; The low-voltage input power supply powers the voltage regulation module to control the battery's power supply to the motor; The low-voltage input power supply powers the drive module to control and drive the motor.

[0048] Furthermore, when the front bridge voltage regulator fails, the front bridge voltage regulator is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the rear bridge voltage regulator; the rear bridge voltage regulator regulates the voltage to supply power to the motor and makes the motor operate below its peak power. When the rear axle voltage regulator fails, it disconnects from the low-voltage input power supply. The low-voltage input power supply powers the front axle voltage regulator, which then regulates the voltage to power the motor and causes it to operate below its peak power.

[0049] Those skilled in the art will understand that the specific method of controlling the battery with another voltage regulator when any one of the voltage regulators fails is not limited.

[0050] like Figures 1-3 As shown, in one possible implementation, when the front bridge voltage regulator fails, the rear bridge voltage regulator supplies power to the motor through a half-wave boost method. When the rear axle voltage regulator fails, the front axle voltage regulator supplies power to the motor through a half-wave boost method.

[0051] This can be understood as follows: by using a half-wave boost method, when one voltage regulator fails, the other voltage regulator can still enable the battery to work, albeit at a lower power than the standard power, thus maintaining some of the car's mobility.

[0052] Furthermore, when the front bridge voltage regulator or the rear bridge voltage regulator fails, the generator module controls the generator so that the generator and the rear bridge voltage regulator or the front bridge voltage regulator work together to supply power to the motor.

[0053] This can be understood as follows: when only one voltage regulator is operating in the power supply module, it needs to run for twice the time to maintain a constant voltage for the motor to operate normally, using a half-wave boost method to increase the battery voltage. This causes the voltage regulator to heat up rapidly, forcing it to operate at reduced power. In this situation, the generator module can control the generator, and the electricity generated by the generator can also be connected to the circuit to power the motor. This reduces the stress on the voltage regulator, making its operation more stable. Furthermore, having both power the motor simultaneously provides a stronger output capability compared to relying solely on the voltage regulator, alleviating the problem of limited motor power and enhancing the vehicle's mobility.

[0054] In summary, through the vehicle's dynamic energy scheduling strategy, the aforementioned power architecture is transformed into the vehicle's operating mode: When the drive power supply fails, the power supply path is switched based on the location of the failed axle arm. When the upper axle fails, the emergency input power supply takes over the lower axle drive; when the lower axle fails, the low-voltage main power supply maintains the upper axle operation, always maintaining at least single-axle drive capability, allowing the vehicle to stop smoothly and protecting the motor and battery. When the generator module fails, the vehicle maintains power through pure electric drive, enabling it to move autonomously to a repair shop without external assistance. Finally, when the voltage regulator module fails, low-power battery output is achieved through a single axle, still maintaining some mobility of the vehicle. Furthermore, single-phase boost control compensates for the voltage demand of the voltage regulator module, ensuring the core electrical system continues to operate even in derating mode. This collaborative control mechanism ensures that the vehicle continues to provide basic driving functions under multiple fault conditions, completely avoiding the risk of high-speed stall and maximizing the driving range after a fault.

[0055] It should be noted that the embodiments of the present invention have better implementability and are not intended to limit the present invention in any way. Any person skilled in the art may use the above-disclosed technical content to change or modify it into equivalent effective embodiments. However, any modifications or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A power supply architecture for a hybrid electric vehicle motor controller, characterized in that, The power architecture includes: A voltage regulating module power supply, wherein the voltage regulating module includes a front bridge voltage regulating power supply and a rear bridge voltage regulating power supply; A power generation module, wherein the power generation module includes an upper bridge power generation power supply and a lower bridge power generation power supply; A power supply for a drive module, wherein the drive module includes an upper bridge drive power supply and a lower bridge drive power supply; A low-voltage input power supply is electrically connected to the voltage regulation module power supply, the power generation module power supply, and the drive module power supply. The protection module includes at least three short-circuit protection devices. Each of the three short-circuit protection devices is connected at one end to the low-voltage input power supply and at the other end to the power supply of the voltage regulating module, the power supply of the power generation module, or the power supply of the drive module. This ensures that when one module power supply fails, the corresponding short-circuit protection device is disconnected, and the power supplies of the remaining modules are not affected. The protection module includes a first short-circuit protection device, a second short-circuit protection device, a third short-circuit protection device, and a fourth short-circuit protection device; The first short-circuit protection device is electrically connected to the front axle voltage regulator; The second short-circuit protection device is electrically connected to the rear axle voltage regulator; The third short-circuit protection device is electrically connected to the power supply of the power generation module. The fourth short-circuit protection device is electrically connected to the lower bridge drive power supply; The upper bridge drive power supply is directly connected to the low-voltage power supply. The power architecture also includes an emergency input power supply, which is electrically connected to the lower bridge drive power supply, the front bridge voltage regulator power supply, and the rear bridge voltage regulator power supply.

2. The power architecture for a hybrid electric vehicle motor controller as described in claim 1, characterized in that, The short-circuit protection device is an electronic fuse.

3. A hybrid electric vehicle control method, characterized in that, The automobile includes an engine, a generator, a battery, a motor, and a motor controller; the engine is connected to the generator, and the generator is electrically connected to the motor controller; the battery is also electrically connected to the motor controller; the motor controller includes a power architecture as described in any one of claims 1-2, and is electrically connected to the generator, the battery, and the motor. When the lower bridge drive power supply fails, the lower bridge drive power supply is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the upper bridge drive power supply so as to drive the motor through the upper bridge drive power supply. When the battery no longer drives the motor in the forward direction, the voltage regulation module manages the back EMF, directing the energy of the wheel-end back EMF through the motor controller and into the battery.

4. The hybrid electric vehicle control method as described in claim 3, characterized in that, When the power architecture includes an emergency input power supply: when the upper bridge drive power supply fails, the low-voltage input power supply also fails; the emergency input power supply supplies power to the lower bridge drive power supply and the voltage regulation module power supply, so as to control the motor to stop through the lower bridge drive power supply, and to connect the high voltage of the motor controller and the battery through the voltage regulation module to prevent the reverse current generated during the gradual stopping of the motor from damaging the motor controller.

5. The hybrid electric vehicle control method as described in claim 3, characterized in that, When the power supply of the power generation module fails, disconnect the power supply of the power generation module from the low-voltage input power supply; The low-voltage input power supply is supplied to the voltage regulation module to control the battery to supply power to the motor; The low-voltage input power supply provides power to the drive module to control and drive the motor.

6. The hybrid electric vehicle control method as described in claim 3, characterized in that, When the front bridge voltage regulator fails, the front bridge voltage regulator is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the rear bridge voltage regulator; the rear bridge voltage regulator adjusts the voltage to supply power to the motor and makes the motor operate below its peak power. When the rear axle voltage regulator fails, the rear axle voltage regulator is disconnected from the low-voltage input power supply; the low-voltage input power supply supplies power to the front axle voltage regulator, and the front axle voltage regulator adjusts the voltage to supply power to the motor and makes the motor operate below its peak power.

7. The hybrid electric vehicle control method as described in claim 6, characterized in that, When the front axle voltage regulator fails, the rear axle voltage regulator supplies power to the motor via a half-wave boost method; When the rear axle voltage regulator fails, the front axle voltage regulator supplies power to the motor via a half-wave boost method.

8. The hybrid electric vehicle control method as described in claim 7, characterized in that, When the front axle voltage regulator or the rear axle voltage regulator fails, the power generation module controls the generator so that the generator, together with the rear axle voltage regulator or the front axle voltage regulator, supplies power to the motor.

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