Anomaly detection method of motor system, storage medium and vehicle

Abstract

The invention discloses an anomaly detection method of a motor system, a storage medium and a vehicle. The method comprises the following steps: in response to monitoring that a first temperature of a cooling liquid in a motor system is greater than a first preset temperature, determining a target torque corresponding to the first temperature based on a preset corresponding relationship, the preset corresponding relationship being used for representing pre-calibrated torques corresponding to different temperatures; controlling the output torque of a motor in the motor system to reach the target torque, and detecting a second temperature of the cooling liquid after the output torque of the motor reaches the target torque and waits for a preset time; and anomaly detection is performed on the motor system based on the second temperature and a second preset temperature, a first anomaly detection result is obtained, the first anomaly detection result is used for indicating whether cooling anomaly occurs in the motor system, and the second preset temperature is greater than the first preset temperature. According to the invention, the technical problem of low anomaly detection accuracy of the motor system in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the field of motor systems, and in particular to a method for detecting anomalies in a motor system, a storage medium, and a vehicle. Background Art

[0002] In vehicle systems, the motor controller is responsible for converting high-voltage direct current into controlled alternating current to drive the motor. The effectiveness of the cooling system is directly related to the heat dissipation of power devices such as insulated gate bipolar transistors (IGBTs), which in turn affects the operating safety and performance of the entire vehicle.

[0003] However, the cooling system monitoring mechanism of the existing technology has deficiencies in the internal circulation of the coolant and the cooling effect of the power devices, which makes it difficult to effectively identify cooling system anomalies in the early stages, and thus leads to a low accuracy rate in abnormality detection of the motor system in the existing technology.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0005] Embodiments of the present invention provide a method for detecting anomalies in a motor system, a storage medium, and a vehicle, to at least solve the technical problem of low accuracy in detecting anomalies in a motor system in related technologies.

[0006] According to one aspect of an embodiment of the present invention, a method for detecting an abnormality in a motor system is provided, comprising: in response to monitoring that a first temperature of a coolant in the motor system is greater than a first preset temperature, determining a target torque corresponding to the first temperature based on a preset correspondence, wherein the preset correspondence is used to represent torques corresponding to different pre-calibrated temperatures; controlling the output torque of a motor in the motor system to reach a target torque, and detecting a second temperature of the coolant after the output torque of the motor reaches the target torque and waits for a preset time; performing an abnormality detection on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result, wherein the first abnormality detection result is used to indicate whether a cooling abnormality occurs in the motor system, and the second preset temperature is greater than the first preset temperature.

[0007] Furthermore, based on the second temperature and the second preset temperature, the motor system is subjected to abnormality detection to obtain a first abnormality detection result, including: in response to the second temperature being greater than or equal to the second preset temperature, determining that the first abnormality detection result is that a cooling abnormality occurs in the motor system; in response to the second temperature being less than the second preset temperature, determining that the first abnormality detection result is that no cooling abnormality occurs in the motor system.

[0008] Furthermore, in response to the first abnormality detection result being a cooling abnormality in the motor system, the method also includes: obtaining a current vehicle speed of the vehicle in which the motor system is located; in response to the current vehicle speed not being within a preset speed range, adjusting the current vehicle speed based on a braking instruction so that the adjusted vehicle speed is within a preset speed range; in response to the current vehicle speed being within the preset speed range, or in response to the adjusted vehicle speed being within the preset speed range, controlling the motor system to be in an open-circuit mode so that the vehicle is in a parked state, wherein the open-circuit mode is used to indicate that multiple switch tubes of the transistor module are in an open-circuit state by stopping sending a pulse width modulation signal.

[0009] Furthermore, in response to the first abnormality detection result that the motor system does not have a cooling abnormality, the method also includes: performing an abnormality detection on the current operating state of the motor to obtain a second abnormality detection result, wherein the second abnormality detection result is used to indicate whether the motor system has a motor operation abnormality; in response to the second abnormality detection result that the motor system has a motor operation abnormality, obtaining the current voltage of the motor; in response to the current voltage not being in a preset voltage range, obtaining the current speed of the motor, and based on the current speed and the preset speed range, obtaining an adjusted voltage, and controlling the adjusted voltage to be in a preset voltage range; in response to the current voltage being in the preset voltage range, controlling the motor to be in a stopped state.

[0010] Furthermore, based on the current speed and the preset speed range, an adjusted voltage is obtained, and the adjusted voltage is controlled to be within the preset voltage range, including: in response to the current speed not being within the preset speed range, controlling the motor system to be in short-circuit mode so that the adjusted speed is within the preset speed range, wherein the short-circuit mode is used to indicate that the back electromotive force generated by the motor flows back to the battery or power supply through the transistor module; in response to the adjusted speed being within the preset speed range, or, in response to the current speed being within the preset speed range, controlling the motor system to be in open-circuit mode so that the adjusted voltage is within the preset voltage range.

[0011] Furthermore, controlling the motor system to be in a short-circuit mode includes: in response to the upper bridge arm or lower bridge arm of the power switching device in the motor system being in a fault state, controlling the upper bridge arm in the fault state or the lower bridge arm in the fault state to be in a short-circuit state; in response to the upper bridge arm and the lower bridge arm being in a fault state, controlling the motor controller and the motor in the motor system to be in a disconnected state.

[0012] Furthermore, the method also includes: collecting multiple module temperatures of the transistor module in the motor system; determining the temperature change trend of the transistor module based on the multiple module temperatures, wherein the temperature change trend is used to indicate whether the module temperature of the transistor module shows an upward trend; in response to any two module temperatures among the multiple module temperatures being greater than a preset temperature threshold, determining a first temperature based on the temperature change trend, the preset temperature threshold and the multiple module temperatures; in response to no two module temperatures among the multiple module temperatures being greater than the preset temperature threshold, determining the first temperature based on the multiple module temperatures.

[0013] Further, determining the first temperature based on the temperature change trend, the preset temperature threshold and multiple module temperatures includes: in response to the temperature change trend being that the module temperature of the transistor module presents an upward temperature trend, determining the first temperature based on the sum of the first module temperature and the preset temperature threshold, wherein the temperature difference between the first module temperature and a first adjacent module temperature is greater than the preset temperature threshold, and the first adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the first module temperature among the multiple module temperatures; in response to the temperature change trend being that the module temperature of the transistor module does not present an upward temperature trend, determining the first temperature based on the difference between the second module temperature and the preset temperature threshold, wherein the temperature difference between the second module temperature and a second adjacent module temperature is greater than the preset temperature threshold, and the second adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the second module temperature among the multiple module temperatures.

[0014] According to another aspect of an embodiment of the present invention, an abnormality detection device for a motor system is also provided, including: a determination module for determining a target torque corresponding to the first temperature based on a preset correspondence relationship in response to monitoring that a first temperature of the coolant in the motor system is greater than a first preset temperature, wherein the preset correspondence relationship is used to represent the torque corresponding to different pre-calibrated temperatures; a control module for controlling the output torque of the motor in the motor system to reach the target torque, and detecting the second temperature of the coolant after the output torque of the motor reaches the target torque and waits for a preset time; a detection module for performing abnormality detection on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result, wherein the first abnormality detection result is used to indicate whether a cooling abnormality occurs in the motor system, and the second preset temperature is greater than the first preset temperature.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute the method in each embodiment of the present invention.

[0016] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present invention is executed when the program is run.

[0017] In an embodiment of the present invention, when a first coolant temperature in a motor system is detected to be greater than a first preset temperature, a target torque corresponding to the first temperature is determined based on a preset correspondence. Then, after the motor output torque reaches the target torque and a preset time has passed, a second coolant temperature is detected. Finally, an abnormality detection is performed on the motor system based on the second temperature and the second preset temperature, resulting in a first abnormality detection result. It is readily apparent that when the present invention detects that the first coolant temperature exceeds the first preset temperature, the motor output torque is proactively adjusted to a target torque that matches the current temperature based on the preset correspondence. Then, after the torque reaches the target torque, a preset time is waited to allow the cooling system to respond to the torque reduction and lower the temperature. After the preset time, the coolant temperature, i.e., the second temperature, is re-detected and compared with the second preset temperature to determine whether the cooling system is abnormal. The second preset temperature is higher than the second preset temperature. This higher threshold reflects temperature hysteresis and cooling efficiency considerations, ensuring that even when the torque is reduced, a cooling system fault is only determined when the coolant temperature remains above the normal range. The above process avoids unnecessary intervention by dynamically adjusting torque and combining it with temperature gradient detection. It can more accurately distinguish normal temperature fluctuations from true cooling system anomalies. It also ensures that timely measures can be taken when cooling anomalies actually occur, thereby improving the accuracy and response speed of detection, and thus solving the technical problem of low accuracy in abnormality detection of motor systems in related technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of a method for detecting abnormality of a motor system according to an embodiment of the present invention;

[0020] Figure 2 It is a schematic diagram of cooling abnormality protection;

[0021] Figure 3 It is a cooling abnormality judgment flow chart;

[0022] Figure 4 is a flow chart of active short-circuit mode protection according to an embodiment of the present invention;

[0023] Figure 5is a motor control flow chart according to an embodiment of the present invention;

[0024] Figure 6 It is a circuit diagram of a transistor module of a power switching device;

[0025] Figure 7 It is a schematic diagram of the structure of a motor monitoring system;

[0026] Figure 8 It is a flow chart of a temperature jump filtering processing method;

[0027] Figure 9 It is a voltage control flow chart;

[0028] Figure 10 It is a schematic diagram of an active short-circuit power supply circuit;

[0029] Figure 11 It is an active short-circuit power supply flow chart;

[0030] Figure 12 2 is a schematic diagram of an abnormality detection device for a motor system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] According to an embodiment of the present invention, an embodiment of a method for detecting an abnormality in a motor system is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0034] Figure 1 FIG. 1 is a flow chart of a method for detecting abnormality of a motor system according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0035] In step S102 , in response to monitoring that a first temperature of the coolant in the motor system is greater than a first preset temperature, a target torque corresponding to the first temperature is determined based on a preset correspondence relationship, wherein the preset correspondence relationship is used to represent torques corresponding to different pre-calibrated temperatures.

[0036] The above-mentioned motor system may refer to the core components in the vehicle. The motor system may include but is not limited to motors, inverters, cooling systems, sensors and control units, etc. The specific motor system needs to be determined based on the vehicle type and vehicle system design, which is not limited here. The functions of the motor system may include but is not limited to converting electrical energy into kinetic energy to drive the vehicle, performing energy conversion efficiency, thermal management, fault diagnosis, etc. The specific functions of the motor system need to be determined based on actual needs and are not limited here.

[0037] The above-mentioned coolant may refer to the medium used in the cooling cycle of the motor system. The types of coolant may include but are not limited to water-based liquids, organic ester coolants, oil-based coolants, and conductive coolants. The specific type of coolant needs to be determined according to the vehicle system requirements and is not limited here. When the motor and inverter are working, the coolant circulates through these components, absorbing and removing the heat generated during the operation, and keeping the system temperature within a safe range.

[0038] The first temperature may refer to a real-time monitored temperature of the coolant in the motor system. The first temperature may be used to reflect the current thermal state of the motor system.

[0039] The above-mentioned first preset temperature can refer to a pre-set temperature threshold. The first preset temperature can be determined based on the thermal design and safety requirements of the motor system, and is not limited here. The first preset temperature can be used as a judgment condition for whether to execute overheating protection. When the monitored first temperature reaches or exceeds this threshold, the system triggers corresponding protection measures to prevent the motor system from overheating, avoiding component damage or system failure.

[0040] The above-mentioned preset correspondence may refer to a mapping relationship between a preset temperature and torque. The types of preset correspondence may include but are not limited to mathematical function relationships, preset correspondence tables, etc. The specific preset correspondence needs to be determined based on design specifications, experimental data or theoretical calculations, and is not limited here. The preset correspondence can be used to guide the torque output strategy of the motor system at different temperatures.

[0041] The above-mentioned target torque may refer to the torque value that the motor controller expects the motor to output at a certain temperature. The types of target torque may include but are not limited to maximum torque, safety torque, etc. The specific target torque may be determined based on the efficiency, load capacity, and coolant temperature of the motor, which is not limited here. The target torque can be used to control motor output, perform fault protection, etc.

[0042] In an optional embodiment, when the first temperature of the coolant is detected to be greater than the upper safe operating temperature limit (i.e., a first preset temperature), the motor system adjusts the target torque based on a preset temperature-torque relationship, reducing output power, thereby reducing system heat generation and avoiding safety risks associated with overheating. This process, through the preset relationship, determines the target torque optimal for the current temperature, ensuring safe and reliable operation of the motor system under varying temperature conditions.

[0043] Step S104 : controlling the output torque of the motor in the motor system to reach the target torque, and detecting the second temperature of the coolant after the output torque of the motor reaches the target torque and a preset time has passed.

[0044] The above-mentioned output torque may refer to the rotational torque applied by the motor to the transmission system during actual operation. The output torque may serve as a bridge for converting electric power into physical power, thereby propelling the vehicle forward and directly affecting the vehicle's acceleration capability and driving performance.

[0045] The above-mentioned preset time may refer to a specific period of time that is preset to wait after the output torque reaches the target torque. The preset time may include but is not limited to a few seconds, minutes, etc. The specific preset time needs to be determined according to actual needs and is not limited here. The preset time can be used to ensure that after the torque is adjusted, the coolant temperature has time to reach a new stable state, so as to accurately evaluate the cooling effect.

[0046] The second temperature mentioned above may refer to the coolant temperature measured again after the motor system executes the torque adjustment strategy and waits for a preset time. The second temperature may be used as a basis for the system to further judge the cooling status and handle faults.

[0047] In an optional embodiment, after the motor's output torque reaches the target torque and a preset time has passed, the coolant temperature is measured again to obtain a second temperature. This waiting time allows the coolant sufficient time to circulate and dissipate heat through the radiator, thereby avoiding false alarms or over-protection actions caused by transient temperature fluctuations. The obtained second temperature serves as a key indicator of the cooling system's effective response and the need for further protective measures, ensuring the rationality of subsequent actions and thus improving vehicle safety and reliability during operation.

[0048] Step S106 , performing abnormality detection on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result, wherein the first abnormality detection result is used to indicate whether a cooling abnormality occurs in the motor system, and the second preset temperature is greater than the first preset temperature.

[0049] The above-mentioned abnormality detection may refer to judging whether the cooling system is working normally and whether there is a risk of overheating in the motor system by comparing the second temperature with the second preset temperature. The types of abnormality detection may include but are not limited to temperature abnormality detection, performance abnormality detection, sensor data abnormality detection, etc. The specific abnormality detection needs to be determined according to the actual detection target and is not limited here. Abnormality detection can be used for early warning of the system and fault location, etc.

[0050] The second preset temperature can refer to a high-temperature threshold pre-set in the motor control system, used to determine whether the motor system is experiencing a severe cooling anomaly. The second preset temperature is higher than the first preset temperature, indicating a more severe or urgent temperature increase. When the second coolant temperature reaches or exceeds the second preset temperature, the system initiates emergency protection procedures, such as immediate speed reduction or safe mode entry, to prevent irreversible damage to critical components. Furthermore, the second preset temperature helps differentiate the severity of cooling anomalies and provide the system with differentiated response strategies.

[0051] The above-mentioned first abnormality detection result may refer to a cooling abnormality judgment made by the motor control system based on a comparison between the monitored second temperature of the coolant and the second preset temperature. The first abnormality detection result may include but is not limited to cooling abnormality of the motor system output line and no cooling abnormality of the motor system. The specific first abnormality detection result needs to be determined based on the actual detection situation. The first abnormality detection result can be used as a decision-making basis to guide the motor controller to decide the next operation, such as whether it is necessary to enter safety mode, reduce torque or take other protective measures.

[0052] The above-mentioned cooling abnormality may refer to the temperature or flow state of the coolant in the motor system exceeding the normal operating range, causing the temperature to rise, affecting the system performance, and even causing damage to components. The types of cooling abnormalities may include but are not limited to temperature abnormalities, flow abnormalities, pressure abnormalities, sensor failures, etc. The specific cooling abnormality needs to be determined according to the actual situation and is not limited here. The identification of cooling abnormalities can be used as the first step in detecting motor system abnormalities, which helps to promptly discover and repair problems in the cooling system.

[0053] In an optional embodiment, comparing the second temperature with a second preset temperature to detect anomalies and determine a first anomaly detection result is a key function in the motor controller's thermal management system. This process not only monitors coolant status in real time, ensuring critical components operate at safe temperatures, but also enables prompt action when cooling anomalies are detected to prevent system failure and ensure safe and reliable vehicle operation.

[0054] In an optional embodiment, after receiving the second coolant temperature, the controller compares it with a second preset temperature stored in the system database. Unlike the first preset temperature, the second preset temperature is a more stringent safety threshold, signaling that the cooling system is in a critical state and requiring immediate emergency action. This comparison process generates a first anomaly detection result. If the second temperature does not exceed the second preset temperature, the cooling system remains within control and the motor system can continue to operate. The system continuously monitors temperature changes for immediate response. However, if the second temperature reaches or exceeds the second preset temperature, the first anomaly detection result indicates a cooling anomaly, indicating that the motor system is at risk of overheating and requires immediate cooling measures. This anomaly detection mechanism based on the second preset temperature strengthens the motor system's thermal management protection by setting a higher temperature threshold. Even if the first preset temperature fails to effectively reduce the temperature, action can still be taken before the second preset temperature is triggered, preventing damage to critical components. Furthermore, timely receipt of the first anomaly detection result allows for rapid assessment of the cooling system's health, providing decision-makers with immediate information and enabling more timely and accurate implementation of protective measures.

[0055] For example, when a vehicle is traveling on a busy city road, the motor system is operating normally. It is detected that the first temperature of the motor system coolant exceeds the first preset temperature, indicating that there may be a fault in the cooling system. The system then calculates the corresponding target torque based on the preset temperature-torque correspondence and automatically adjusts the motor output torque to the target torque. After a preset time, the system detects the second temperature of the coolant again and finds that the temperature is higher than the second preset temperature, far exceeding the safe range. This triggers the first abnormality detection result, confirming that the cooling system is abnormal. Subsequently, the vehicle's automatic driving module intervenes, obtains the current vehicle speed, and finds that the speed is too high. As a result, the vehicle automatically decelerates to the preset speed range and switches the motor system to open-circuit mode, allowing the vehicle to stop safely, avoiding motor overheating and vehicle safety issues caused by cooling system failure, and improving driving safety.

[0056] In an embodiment of the present invention, when a first coolant temperature in a motor system is detected to be greater than a first preset temperature, a target torque corresponding to the first temperature is determined based on a preset correspondence. Then, after the motor output torque reaches the target torque and a preset time has passed, a second coolant temperature is detected. Finally, an abnormality detection is performed on the motor system based on the second temperature and the second preset temperature, resulting in a first abnormality detection result. It is readily apparent that when the present invention detects that the first coolant temperature exceeds the first preset temperature, the motor output torque is proactively adjusted to a target torque that matches the current temperature based on the preset correspondence. Then, after the torque reaches the target torque, a preset time is waited to allow the cooling system to respond to the torque reduction and lower the temperature. After the preset time, the coolant temperature, i.e., the second temperature, is re-detected and compared with the second preset temperature to determine whether the cooling system is abnormal. The second preset temperature is higher than the second preset temperature. This higher threshold reflects temperature hysteresis and cooling efficiency considerations, ensuring that even when the torque is reduced, a cooling system fault is only determined when the coolant temperature remains above the normal range. The above process avoids unnecessary intervention by dynamically adjusting torque and combining it with temperature gradient detection. It can more accurately distinguish normal temperature fluctuations from true cooling system anomalies. It also ensures that timely measures can be taken when cooling anomalies actually occur, thereby improving the accuracy and response speed of detection, and thus solving the technical problem of low accuracy in abnormality detection of motor systems in related technologies.

[0057] Optionally, an abnormality detection is performed on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result, including: in response to the second temperature being greater than or equal to the second preset temperature, determining that the first abnormality detection result is that a cooling abnormality occurs in the motor system; in response to the second temperature being less than the second preset temperature, determining that the first abnormality detection result is that no cooling abnormality occurs in the motor system.

[0058] In an optional embodiment, the second temperature is compared with a second preset temperature. If the second temperature reaches or exceeds the second preset temperature, the system will quickly determine that the first abnormality detection result is a cooling abnormality, which means that the temperature of the motor system is already at a dangerous level and immediate action is required to prevent further temperature increases. On the contrary, if the second temperature is lower than the second preset temperature, the first abnormality detection result will be determined as no cooling abnormality, which means that the system is still within the safe operating range and can continue to operate according to the current operating conditions while maintaining close monitoring of the temperature. The above abnormality detection mechanism can not only respond immediately to cooling abnormalities in the motor system, but also increase the system's thermal management threshold by setting the second preset temperature, so that protective measures can be activated before the temperature reaches a more dangerous level. It can not only protect electronic components from damage, but also minimize system failures caused by temperature abnormalities, maintain the stability of vehicle operation, and improve overall driving safety.

[0059] For example, imagine an electric car traveling on a hot summer highway. Its motor system is operating at a high output power to maintain high speed. The motor controller uses the insulated gate bipolar transistor (IGBT) module's temperature sensor to obtain real-time surface temperature (i.e., the first temperature) of the IGBT module. At a certain point, the controller detects that the first temperature of the IGBT module has abnormally risen to 75°C, exceeding the first preset temperature of 70°C. The controller immediately activates the torque reduction function, reducing the motor's output torque from 100% to 70% to reduce heat generation.

[0060] Next, the controller waited for a preset 5-second cooling evaluation period, during which the IGBT module temperature dropped slightly but remained elevated. After the waiting period, the controller measured the IGBT module's surface temperature again. This recorded temperature, referred to as the second temperature, is assumed to be 77°C. Since the second preset temperature is set at 80°C, this second temperature, 77°C, while higher than the first preset temperature, is still lower than the second preset temperature. Therefore, the first anomaly detection result indicates no cooling anomaly. Despite this, the system remains vigilant, continuously monitoring temperature changes and preparing to adjust its strategy at any time. If, during subsequent monitoring, the IGBT module temperature rises again, even reaching or exceeding 80°C, the first anomaly detection result will immediately change to a cooling anomaly, and the system will initiate more drastic protective measures, such as forcibly reducing the vehicle speed to 40 km / h and limiting maximum torque output, to prevent IGBT module failure due to overheating and ensure the safety of the vehicle and passengers.

[0061] As can be seen above, anomaly detection based on the second temperature and the second preset temperature not only enables mild response measures, such as torque reduction, to avoid unnecessary system shutdowns in the early stages of a temperature rise, but also decisively initiates more drastic protective actions when the temperature approaches dangerous levels. This ensures that the motor system and the entire vehicle receive timely and effective protection under extreme conditions, maintaining safe and reliable operation. The values ​​used in the above process are examples only. Specific values ​​should be determined based on actual conditions and are not limited here.

[0062] In an optional embodiment, Figure 2 It is a schematic diagram of cooling abnormality protection, such as Figure 2 As shown, it mainly includes the horizontal axis temperature, the vertical axis torque, the delayed protection slope, T0, T1, and T2. T0 is the temperature corresponding to a torque of 20%, and T1 is the maximum safe temperature of the IGBT module when it outputs peak torque. In theory, the normal operating temperature should not exceed this value. If the temperature rises to T2 (higher than T1) and does not drop even after the torque reduction operation, this indicates that the cooling system cannot effectively remove the heat, triggering a cooling abnormality alarm. This graph provides a basis for early warning of cooling abnormalities by comparing the correlation between torque output and module temperature, ensuring that the health status of the cooling system can be accurately judged even under complex operating conditions.

[0063] Figure 3 It is a cooling abnormality judgment flow chart, such as Figure 3 As shown in FIG, the process mainly includes three steps, namely, S301, calibrating the normal temperature corresponding to the transistor module according to the working condition of the motor system, considering the control error margin, setting the torque corresponding temperature threshold of the delayed protection, and calculating the delayed protection slope, that is, if the corresponding torque exceeds this temperature limit, the cooling abnormality protection is started; S302, based on the real-time motor system operating status, obtaining the current coolant temperature, flow, motor torque information and transistor module temperature information; S303, based on the delayed protection slope, if the corresponding torque exceeds this temperature limit and lasts for a preset time, it is judged as a cooling abnormality.

[0064] Optionally, in response to the first abnormality detection result being a cooling abnormality in the motor system, the method further includes: obtaining a current vehicle speed of the vehicle in which the motor system is located; in response to the current vehicle speed not being within a preset speed range, adjusting the current vehicle speed based on a braking instruction so that the adjusted vehicle speed is within a preset speed range; in response to the current vehicle speed being within the preset speed range, or in response to the adjusted vehicle speed being within the preset speed range, controlling the motor system to be in an open-circuit mode so that the vehicle is in a parked state, wherein the open-circuit mode is used to indicate that multiple switching tubes of the transistor module are in an open-circuit state by stopping sending a pulse width modulation signal.

[0065] The above-mentioned current vehicle speed may refer to the actual driving speed of the vehicle at the current moment. The current vehicle speed may be measured in real time by sensors such as the wheel rotation frequency and the odometer. The current vehicle speed may be used as one of the important parameters for determining whether emergency stopping measures need to be taken immediately. If cooling abnormalities occur at high speeds, it may be required to decelerate to a safe speed before stopping to avoid traffic accidents.

[0066] The above-mentioned preset vehicle speed range can refer to a series of target speed ranges set to ensure the safe parking of the vehicle when the motor system activates the protection mechanism. The preset vehicle speed range can be used to guide the motor controller at what speed to activate the open-circuit mode to avoid sudden loss of power when driving at high speed, which poses a greater safety threat.

[0067] The above-mentioned braking command may refer to a deceleration or stop command issued by the motor controller or other vehicle control system to the braking system. When the motor system detects a cooling abnormality and the current vehicle speed exceeds the preset safety range, the braking command is activated to control the vehicle to decelerate to the preset speed range, thereby reducing the additional heat generated by components such as IGBT due to energy recovery during braking, and protecting key components.

[0068] The above-mentioned braking signal may be issued in the following ways, but is not limited to:

[0069] The first method: When the vehicle's electronic control unit detects a situation requiring deceleration or stopping, such as in the case of motor cooling anomaly detection, the electronic control unit can directly send electronic signals to the braking system. These signals are received by the brake system's electronic control module and converted into physical braking action;

[0070] The second method: The anti-lock braking system prevents the wheels from locking during emergency braking. However, in scenarios where gradual deceleration is required, the electronic control unit can also send instructions through the anti-lock braking system control unit, using the anti-lock braking system's precise control capabilities to achieve smooth deceleration;

[0071] The third way: through driver assistance systems, such as automatic emergency braking, adaptive cruise control, etc. These assistance systems can issue braking commands independently or work with electronic control units to deal with emergencies.

[0072] The above-mentioned method of issuing the braking command is only an example. The specific method of issuing the command needs to be determined according to the vehicle type and vehicle system design and is not limited here.

[0073] The aforementioned open-circuit mode is a protective operating state that blocks current from flowing through the motor, preventing overheating or even damage to components caused by continued operation of the motor in the event of a cooling system failure. Activating open-circuit mode after the vehicle decelerates to a preset speed range ensures a safe stop while reducing energy consumption and heat generation in the motor system.

[0074] The aforementioned parked state refers to a vehicle that is stationary, with all moving parts inactive and no external power interaction. This state can serve as a final safeguard for the motor system after detecting a cooling anomaly. This prevents uncontrolled vehicle movement, eliminates potential accidents, and provides a safe environment for maintenance personnel to inspect and repair the cooling system.

[0075] The above-mentioned pulse width modulation signal (Pulse Width Modulation, abbreviated as PWM) can refer to a method of controlling the average output voltage by changing the width of the output pulse. The pulse width modulation signal can be used to adjust the on-time ratio of switching tubes such as IGBTs, thereby controlling the speed and torque of the motor.

[0076] The above-mentioned transistor module may refer to an integrated unit composed of multiple transistors. The types of transistor modules may include but are not limited to IGBT modules, Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET) modules, silicon rectifier modules, etc. The specific transistor module needs to be determined according to the system design requirements and is not limited here. The transistor module can be used for high-frequency switching and large current control. It is a core component in modern motor drive and power conversion systems. The transistor module adjusts the operating state of the motor by controlling the on-off and size of the current to achieve functions such as acceleration, deceleration and braking of the vehicle. In open-circuit mode, all IGBT switches of the transistor module will be placed in a non-conducting state to cut off the connection between the motor and the power supply to achieve emergency parking requirements.

[0077] The switching transistor mentioned above may refer to a transistor used as a switching element in an electronic circuit. Switching transistors may include, but are not limited to, diodes, bipolar junction transistors (BJTs), metal oxide semiconductor field effect transistors (MOSFETs), and insulated gate bipolar transistors (IGBTs). The specific switching transistor is determined based on the system design and is not limited here. The switching transistor can be used to switch between an on state and an off state, thereby realizing the switching function of the circuit.

[0078] In an optional embodiment, when the motor system detects a cooling anomaly, it first determines whether the vehicle's current speed exceeds a preset speed range. If so, the system automatically issues a braking command, gradually reducing the vehicle's speed to within the preset speed range. Once the vehicle reaches or is already within the preset speed range, the motor controller immediately switches to open-circuit mode, halting the output of the pulse-width modulation signal and shutting off all of the transistor module's switches. This disconnects the motor from the power supply, achieving a safe stop and protecting the motor system from damage while ensuring passenger safety. This multi-layered fault response strategy demonstrates the new energy vehicle thermal management system's emphasis on safety and its ability to provide precise control.

[0079] For example, if an electric car traveling uphill on a mountain road exceeds a preset speed range, the vehicle will first automatically decelerate to that range before switching the motor to open-circuit mode, bringing the vehicle to a stop. This speed adjustment ensures that if a cooling system anomaly occurs, the vehicle can quickly return to a safe state, preventing any exacerbation of cooling system issues caused by excessive speed, thereby protecting the driver and passengers.

[0080] In an optional embodiment, Figure 4 is a flow chart of active short-circuit mode protection according to an embodiment of the present invention. Figure 4 As shown, the process mainly includes the following steps: S401 calibrates the maximum temperature of the transistor module according to the worst working condition of the motor system. If the temperature of the transistor module that outputs the peak torque exceeds the limit, the circuit needs to be adjusted and changed; S402 calibrates the maximum temperature difference between two points according to the worst working condition of the motor system, that is, the temperature difference will not exceed this range under any circumstances. If it exceeds, it means that an abnormal temperature jump has occurred, and filtering is used to correct it; S403 obtains the current coolant temperature, flow, motor torque information and transistor module temperature information based on the real-time motor system operating status, and judges the cooling status; S404 obtains the current vehicle speed to judge the safety of the switching state. If it is low speed or shutdown, it directly enters the open circuit mode. If it is high speed, it first reduces the speed to a safe range and then enters the open circuit mode; S405 As the brakes are stepped on, the vehicle speed slowly decreases until it stops and waits for rescue.

[0081] Optionally, in response to the first abnormality detection result that the motor system does not have a cooling abnormality, the method also includes: performing an abnormality detection on the current operating state of the motor to obtain a second abnormality detection result, wherein the second abnormality detection result is used to indicate whether the motor system has a motor operation abnormality; in response to the second abnormality detection result that the motor system has a motor operation abnormality, obtaining the current voltage of the motor; in response to the current voltage not being in a preset voltage range, obtaining the current speed of the motor, and based on the current speed and the preset speed range, obtaining an adjusted voltage, and controlling the adjusted voltage to be in a preset voltage range; in response to the current voltage being in the preset voltage range, controlling the motor to be in a stopped operating state.

[0082] The above-mentioned current voltage may refer to the power supply or bus voltage actually measured when the motor is working. The types of current voltage may include but are not limited to DC bus voltage, battery pack voltage and AC power supply voltage. The specific current voltage needs to be determined according to the motor type and is not limited here. The current voltage can be used to reflect the immediate status of the power supply in the motor system and to evaluate whether the motor is in normal working condition.

[0083] The above-mentioned preset voltage interval may refer to a pre-set voltage range. The preset voltage interval may be determined by the designer or manufacturer of the motor system based on the rated operating voltage of the motor. The preset voltage interval may be used to ensure that the motor operates within the voltage range allowed by its design, with neither overvoltage nor undervoltage, thereby maximizing motor efficiency and safety and avoiding motor failures caused by voltage abnormalities.

[0084] The above-mentioned current speed may refer to the actual rotation speed of the motor at the current moment. The current speed may be monitored and obtained in real time through built-in sensors such as Hall effect sensors and encoders. The current speed may be used as a key parameter to measure the working state and performance of the motor, and is closely related to the torque and power output of the motor. When the voltage is abnormal, the current speed information may help determine whether it is necessary to adjust the voltage or take other measures to avoid abnormal motor operation.

[0085] The above-mentioned preset speed range can refer to a set of pre-set motor speed ranges. The preset speed range can be determined based on the motor system design parameters and is not limited here. The setting of the preset speed range can be used to limit the operation of the motor within a certain speed range, which helps to improve the energy utilization efficiency of the motor, extend its service life, and provide a speed reference when the system voltage is unstable, so as to adjust the voltage and maintain the stability of the motor speed.

[0086] In an optional embodiment, when the first abnormality detection result indicates that there is no cooling abnormality in the motor system, the system will further detect whether the motor has an operating abnormality and obtain a second abnormality detection result; if the second abnormality detection result is that the motor is operating abnormally, the current voltage will be obtained and it will be determined whether the current voltage exceeds the preset voltage range; if the current voltage is not within the preset voltage range, the system will adjust the voltage of the motor based on the current speed of the motor and the preset speed range to return it to the preset voltage range to maintain normal operation of the motor; if the current voltage is already within the preset voltage range, or the adjusted voltage is already in the preset voltage range, the motor will be put into a stopped state to prevent further damage or potential danger.

[0087] This multi-layered anomaly detection and response mechanism ensures the flexibility and safety of the motor system in the face of various potential faults, enabling the system to take appropriate measures at the first opportunity to prevent damage to the motor due to abnormal cooling or operation, while also ensuring the stable operation of the entire vehicle or equipment and the safety of users.

[0088] For example, suppose an electric car is driving and detects that the vehicle's motor is operating abnormally. The system then detects the current voltage of the motor. If the current voltage exceeds the preset voltage range, the system will automatically adjust the motor's current speed and other operating parameters. If the adjusted voltage is still not within the safe range, the vehicle will eventually stop the motor, avoiding further damage to the motor due to abnormal voltage and protecting the overall safety of the motor system and the vehicle.

[0089] In an optional embodiment, Figure 5 is a motor control flow chart according to an embodiment of the present invention, such as Figure 5 As shown, the method includes the following steps: S501 monitors the real-time operating status of the motor, and when the real-time operating status indicates a motor fault, obtains the real-time speed value of the motor; S502 controls the motor controller of the motor to enter a corresponding working state according to the real-time speed value; S503 obtains the real-time bus voltage of the motor, and when the real-time bus voltage is not less than a first preset voltage, returns to the step of obtaining the real-time speed value of the motor until the real-time bus voltage is less than the first preset voltage, and controls the motor controller to stop the motor.

[0090] Optionally, based on the current speed and the preset speed range, an adjusted voltage is obtained, and the adjusted voltage is controlled to be within the preset voltage range, including: in response to the current speed not being within the preset speed range, controlling the motor system to be in short-circuit mode so that the adjusted speed is within the preset speed range, wherein the short-circuit mode is used to indicate that the back electromotive force generated by the motor flows back to the battery or power supply through the transistor module; in response to the adjusted speed being within the preset speed range, or, in response to the current speed being within the preset speed range, controlling the motor system to be in open-circuit mode so that the adjusted voltage is within the preset voltage range.

[0091] The above-mentioned short-circuit mode may refer to an operating mode in a motor system in which the motor speed is controlled or the back electromotive force (BEMF) is eliminated by purposefully short-circuiting the motor windings. The types of short-circuit modes may include but are not limited to full-bridge short-circuit, half-bridge short-circuit, etc. The specific short-circuit mode needs to be determined according to actual needs and is not limited here. The short-circuit mode can quickly reduce the motor speed when the motor needs to be urgently decelerated or stopped, thereby helping to achieve rapid braking; it can also effectively consume the higher back electromotive force energy generated by the high motor speed, thereby avoiding damage to power electronic devices caused by excessive back electromotive force.

[0092] Back EMF (BEMF) refers to the electromotive force (EMF) generated in the motor windings when the rotor rotates and cuts through the magnetic field. Its direction is opposite to that of the applied voltage. Essentially, it results from the motor's transformation into a generator during rotation. The magnitude of the BEMF is directly related to the motor's speed and magnetic field strength. The faster the speed or the stronger the magnetic field, the greater the BEMF. The uses of back EMF include, but are not limited to, regulating motor speed, energy recovery, motor control, and protecting power electronics.

[0093] The above-mentioned open-circuit mode may refer to disconnecting the motor from the inverter or power supply so that the motor winding is in a state where no current flows through. The types of open-circuit modes may include but are not limited to stopping sending pulse width modulation signals, so that the power transistors no longer switch, and the motor stops receiving drive signals. The open-circuit mode, as well as the open-circuit mode in which all or part of the power transistors in the inverter bridge circuit are disconnected to physically disconnect the motor from the power supply. The specific open-circuit mode needs to be determined according to actual needs and is not limited here. The open-circuit mode can disconnect the motor from the inverter (open-circuit mode) when the motor system detects that it needs to stop running, such as when overheating, overcurrent or system failure occurs, to prevent the motor from continuing to run or further damage to the power electronic devices.

[0094] In an optional embodiment, when the current speed of the motor exceeds the preset speed range, the motor system is controlled to enter short-circuit mode, and the current speed is quickly adjusted to a safe range by consuming the back electromotive force of the motor; once the current speed is adjusted to the preset speed range, or if the current speed itself is within the preset range, the motor system will switch to open-circuit mode, disconnect the motor from the inverter, and adjust the voltage to the preset voltage range, thereby completing the entire protection and adjustment process in the event of abnormal motor operation or abnormal cooling, ensuring the safe operation of the vehicle or equipment. In the above process, when the motor system fails and the speed is not in the safe range, the speed is adjusted by entering short-circuit mode to return it to the preset speed range. This fault management mode ensures that when the motor system fails, the motor working state can be adjusted in a targeted manner to prevent secondary damage caused by excessively high or low speeds, thereby improving the self-protection capability of the system.

[0095] Optionally, controlling the motor system to be in a short-circuit mode includes: in response to the upper bridge arm or the lower bridge arm of the power switching device in the motor system being in a fault state, controlling the upper bridge arm in the fault state or the lower bridge arm in the fault state to be in a short-circuit state; in response to the upper bridge arm and the lower bridge arm being in a fault state, controlling the motor controller and the motor in the motor system to be in a disconnected state.

[0096] The above-mentioned power switching device may refer to a semiconductor device used to switch large currents and high voltages in a motor system. The types of power switching devices may include but are not limited to metal oxide semiconductor field effect transistors (MOSFETs), insulated gate bipolar transistors (IGBTs), thyristors, etc. The specific power switching device needs to be determined according to system requirements and is not limited here. The power switching device can be used to switch current quickly and efficiently, realize power conversion, and protect the system by entering a short circuit or disconnection state when necessary.

[0097] The upper and lower arms described above form the basic structure of an H-bridge inverter. Each arm contains three power switches, connected to the positive and negative poles of the power supply and the three-phase windings of the motor, respectively. The upper arm's power switches are located on the positive side of the H-bridge, while the lower arm's power switches are located on the negative side. The upper and lower arms can be alternately turned on and off to generate three-phase AC power for the motor, controlling its speed and torque.

[0098] The above-mentioned fault state may refer to a state in which the power switching device is unable to work normally. The fault state may include but is not limited to a disconnected state, a short-circuit state, etc. The specific fault state should be determined based on actual conditions and is not limited here. The detection and determination of the fault state can be used as a basis for guiding further maintenance and processing of the motor system.

[0099] The aforementioned short-circuit condition can occur in a power switching device. When a device fails, its internal or external connections may create a low-impedance path between the positive and negative terminals of the power supply, causing a large amount of current to flow directly without passing through the load. In the upper and lower arms of a motor control system, a short-circuit condition can be avoided by purposefully controlling certain transistors to remain in the on state, thereby short-circuiting the motor winding directly to the power supply. This dissipates back EMF energy or rapidly reduces the speed, thereby protecting the power electronic components from damage caused by high voltage or high temperature.

[0100] The disconnected state (open circuit) described above can refer to a physical or logical disconnection between the power switch or the entire motor controller and the motor. This means that there is no current path between the motor windings and the power electronics. In motor control systems, the disconnected state is often used to immediately stop power delivery in the event of a serious motor fault or anomaly, preventing further damage to the motor or other system components and ensuring the safety of personnel and equipment.

[0101] In an optional embodiment, when it is detected that the upper or lower bridge arm of a power switching device in the motor system is in a faulty state, the upper or lower bridge arm in the faulty state is controlled to enter a short-circuit state to protect the remaining power electronic devices and the motor from overvoltage or overcurrent. If both the upper and lower bridge arms are in a faulty state, the system will immediately take more radical protective measures, namely, controlling the connection between the motor controller and the motor to be disconnected, entering a disconnected state, and preventing any power from flowing to the motor to ensure system safety. Through the above control logic, the motor system can intelligently respond to sudden power switching device failures, effectively protecting other system components through short-circuit or disconnection, avoiding more extensive damage, and ensuring that the motor system can operate safely and reliably under various operating conditions.

[0102] For example, if a fault is detected in the upper or lower arm of a power switch in a motor system, the system automatically controls the faulty portion to enter short-circuit mode. For example, in an electric vehicle, if a fault is detected in the lower arm of a power switch, the system quickly short-circuits that portion to prevent the fault from spreading further. At the same time, by disconnecting the motor, the motor is prevented from operating in the faulty state, mitigating safety risks associated with equipment failure.

[0103] In an optional embodiment, Figure 6 It is a circuit diagram of a power switching device transistor module, such as Figure 6 As shown, the circuit includes: high-voltage power supply, high-voltage relay, DC bus capacitor, power module, comparator, motor and fuse. Figure 6The detailed circuit layout of the IGBT as a power switching device in the inverter circuit is provided. The figure shows the following key components and their functions: Among them, the high-voltage power supply is used to provide high-voltage electrical energy for the inverter operation; the high-voltage relay is used to control the on and off of the high-voltage circuit and is an important switch connecting the inverter to the power supply; the DC bus capacitor is used to smooth the voltage fluctuations in the high-voltage circuit; the power module contains IGBT transistors, which are used to convert high-voltage DC power to AC power to drive the motor; the comparator is used to detect the difference between the IGBT temperature signal and the reference value and is the basis for temperature monitoring; the motor is used as the output load of the inverter to realize the conversion of electrical energy; and the fuse is used for circuit protection to prevent overcurrent and short circuit.

[0104] In an optional embodiment, Figure 7 This is a schematic diagram of the motor monitoring system structure, such as Figure 7 As shown in the figure, the system structure mainly includes: high-voltage power supply, high-voltage relay 1, high-voltage relay 2, high-voltage relay 3, discharge unit, DC bus capacitor, power module, drive unit, control unit, coolant temperature sensor, power management module, fuses (FU1, FU2, FU3), and motor.

[0105] Specifically, high-voltage relay 1, high-voltage relay 2, and high-voltage relay 3: High-voltage relays are important switches connecting the high-voltage power supply to the motor controller, controlling the on / off state of the high-voltage circuit. Discharge unit: When the motor controller is turned off or the vehicle loses power, the discharge unit safely releases excess energy stored in the DC bus capacitor. DC bus capacitor: The DC bus capacitor stabilizes the voltage at the inverter input, reducing voltage fluctuations and ensuring smooth inverter operation. Power module: The power module is the core component of the inverter and contains multiple power switching devices such as IGBTs or MOSFETs. These devices are organized into an upper arm and a lower arm. By controlling the switching states, they convert DC power into three-phase AC power to drive the motor. In this figure, the upper arm and lower arm each consist of three switching elements. The control signals for these elements are sent by the control unit to regulate the motor's speed and torque. Power module: The power module is the core component of the inverter and contains multiple power switching devices such as IGBTs. These devices are organized into an upper arm and a lower arm. By controlling the switching states, they convert DC power into three-phase AC power to drive the motor. In this diagram, the upper and lower arms each consist of three switching elements. The control unit generates control signals for these elements to regulate the motor's speed and torque. The control unit generates PWM control signals to precisely control the switching states of the power module, thereby regulating the motor's operation. The control unit also receives fault monitoring signals from the drive unit and motor speed data from the speed information acquisition function. Based on this information, the control unit monitors the motor system in real time and, when an anomaly is detected, intelligently adjusts the operating mode to prevent further malfunctions. The coolant temperature sensor monitors the motor coolant temperature in real time and is a key component in evaluating the cooling system's effectiveness. The power management module monitors and controls the power supply status in the motor system. When a fault is detected, it adjusts the voltage to a safe range and controls the state of the IGBTs to protect the motor and power supply. Fuses (FU1, FU2, FU3) protect the circuit. When the current in the circuit exceeds a preset value, the fuse automatically disconnects the circuit to prevent damage from overload or short circuit. Motor: The motor is the target load of the motor monitoring system. It is powered by the inverter module and converts electrical energy into kinetic energy to drive the vehicle forward.

[0106] Fault Monitoring: This function monitors the health of the motor system in real time. Upon detecting any anomaly in the motor, inverter, or cooling system, it immediately sends an alarm signal to the control unit. Speed ​​Information Acquisition: This function monitors the motor's speed in real time. The control unit adjusts the frequency and duty cycle of the PWM signal based on this real-time speed information to control the motor's operating status. The aforementioned motor monitoring system architecture illustrates how to integrate functions such as temperature monitoring, torque adjustment, fault response, and safety mode switching into the motor control system. This allows for rapid and accurate decision-making in the face of cooling system anomalies, protecting the motor from damage while ensuring the vehicle's normal operation and passenger safety.

[0107] Optionally, the method further includes: collecting multiple module temperatures of a transistor module in the motor system; determining a temperature change trend of the transistor module based on the multiple module temperatures, wherein the temperature change trend is used to indicate whether the module temperature of the transistor module shows an increasing temperature trend; in response to any two module temperatures among the multiple module temperatures being greater than a preset temperature threshold, determining a first temperature based on the temperature change trend, the preset temperature threshold and the multiple module temperatures; in response to no two module temperatures among the multiple module temperatures being greater than the preset temperature threshold, determining the first temperature based on the multiple module temperatures.

[0108] The above-mentioned multiple module temperatures can refer to a series of temperature measurement values ​​collected from different positions of the transistor module or different transistors. Multiple module temperatures can be collected by sensors such as thermocouples, thermistors, and integrated temperature sensors. Multiple module temperatures can be used to timely detect hotspots, evaluate module health, and improve cooling systems.

[0109] The above-mentioned temperature change trend may refer to the result of analyzing the change trend of the temperatures of multiple modules over time. The types of temperature change trends may include but are not limited to an upward trend, a downward trend, or a stable state. The specific temperature change trend needs to be determined based on the actual temperature measurement results and is not limited here. The temperature change trend can be used to evaluate the thermal stability of the transistor module. If a significant temperature increase trend occurs, it may mean that the cooling system efficiency is declining, the load is too large, or other faults are developing. Measures need to be taken, such as activating a protection mechanism or adjusting the load, to avoid equipment damage caused by excessive temperature.

[0110] The above-mentioned preset temperature threshold may refer to a pre-set temperature reference value. The types of preset temperature thresholds may include but are not limited to warning thresholds, emergency thresholds, etc. The specific preset temperature threshold needs to be determined based on the material properties, working environment and safety requirements of the transistor module, and is not limited here. The preset temperature threshold can be used to provide a warning or action triggering standard. When the temperature of any one or more modules exceeds this threshold, it indicates that the system may be in an unsafe or inappropriate operating state.

[0111] In an optional embodiment, multiple module temperatures are first collected using multiple temperature sensors distributed at different locations on the transistor module. Subsequently, the temperature change trend of the transistor module is determined based on the multiple module temperatures. When any two of the multiple module temperatures exceed a preset temperature threshold, a first temperature is determined as an emergency temperature reference value based on the temperature change trend, the preset temperature threshold, and the multiple module temperatures. When the multiple module temperatures remain below the preset temperature threshold, the first temperature is determined based on the multiple module temperatures. Through the above steps, the motor controller can actively monitor and manage the heat of the transistor module, promptly identify and respond to cooling anomalies, and avoid damage to the motor or power electronic components due to overheating, or even larger safety accidents. This not only enhances the self-protection capability of the motor system, but also improves the safety and reliability of the vehicle under various complex operating conditions.

[0112] For example, during a long period of high-speed driving, the vehicle continuously collected and analyzed multiple temperature data points from the transistor module in the motor system. It discovered a clear upward trend in module temperature, with two consecutive temperature readings exceeding a preset temperature threshold. Based on the sum of the rising temperature trend and the preset temperature threshold, the system determined a first temperature, which served as a more stringent safety reference. This triggered appropriate protective measures, preventing damage to the transistor module caused by the abnormal temperature rise, thereby ensuring stable operation of the motor system and vehicle safety.

[0113] Optionally, determining the first temperature based on the temperature change trend, a preset temperature threshold and multiple module temperatures includes: in response to the temperature change trend being that the module temperature of the transistor module presents an upward temperature trend, determining the first temperature based on the sum of the first module temperature and the preset temperature threshold, wherein the temperature difference between the first module temperature and a first adjacent module temperature is greater than the preset temperature threshold, and the first adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the first module temperature among the multiple module temperatures; in response to the temperature change trend being that the module temperature of the transistor module does not present an upward temperature trend, determining the first temperature based on the difference between the second module temperature and the preset temperature threshold, wherein the temperature difference between the second module temperature and a second adjacent module temperature is greater than the preset temperature threshold, and the second adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the second module temperature among the multiple module temperatures.

[0114] The above-mentioned first module temperature may refer to the first transistor module temperature reading that exceeds a preset temperature threshold value identified by the system when a temperature rising trend is detected. The first module temperature may be used to enable the system to promptly identify an abnormal temperature rise, and then determine whether the cooling system has failed or is overloaded.

[0115] The first adjacent module temperature may refer to data from the next module temperature collection point immediately following the first module temperature. The first adjacent module temperature may be used to enable the system to evaluate the trend of temperature increase and determine whether to activate an emergency cooling or fault protection mechanism to prevent damage caused by further temperature increase.

[0116] The above-mentioned sum value may refer to a higher reference temperature obtained by the system by adding the first module temperature reading (i.e., the first module temperature) that currently exceeds the preset temperature threshold to the preset temperature threshold when the temperature change trend of the transistor module is identified as an upward state. This reference temperature is the first temperature. The purpose of this sum value calculation is to enable the system to immediately take more stringent control measures in the event of a rapid temperature rise to prevent the temperature from continuing to rise to a dangerous level. By introducing a first temperature that is higher than the current measured temperature as a new reference point, the system can trigger a cooling or protection mechanism in advance, effectively curbing the trend of temperature rise, protecting power electronic devices from overheating damage, and ensuring the safe operation of the motor system and even the entire vehicle.

[0117] This difference can refer to situations where the temperature trend of a transistor module isn't consistently rising—that is, when the system identifies a stable or declining temperature state—the difference between any two consecutive temperature readings could still exceed the preset temperature threshold. The second module temperature mentioned here refers to those that don't show a clear upward trend, but the difference between them and the next adjacent module temperature (i.e., the temperature reading at the next point in time) exceeds the system's set safe temperature range. This difference calculation accurately measures momentary or localized temperature fluctuations, ensuring that even against a backdrop of generally stable temperatures, the system doesn't overlook potential localized overheating issues.

[0118] The second module temperature may refer to a module temperature reading that exceeds a preset temperature threshold even when the temperature is not detected to be rising. The second module temperature may be used to indicate a local temperature change detected against a backdrop of overall temperature stability. Therefore, detection of the second module temperature may be used to prevent and control local overheating.

[0119] The second adjacent module temperature may refer to the data of the next module temperature collection point immediately following the second module temperature. Through the second adjacent module temperature, the system can confirm whether the temperature anomaly is a transient phenomenon or whether further protective measures are required, such as speed reduction, torque reduction, or changing the cooling strategy.

[0120] In an optional embodiment, if the detected temperature trend indicates an upward trend in the module temperature of a transistor module, and the temperature difference between any two consecutive time points (i.e., the temperature of a first module and the temperature of a first adjacent module) exceeds a preset threshold, the system will determine a first temperature based on the sum of the first module temperature and the preset temperature threshold, which will serve as the triggering reference for subsequent fault protection measures. This means that the system will adopt a more stringent temperature standard to deal with rapid temperature increases, thereby protecting the transistor module from damage.

[0121] If the detected temperature change trend is that the module temperature of the transistor module does not show an upward trend, but there is still a temperature difference between any two consecutive time points (i.e., the temperature of the second module and the temperature of the second adjacent module) that exceeds the preset threshold, this may indicate a local or transient overheating phenomenon. At this time, the system will determine the first temperature based on the difference between the second module temperature reading and the preset temperature threshold. This means that the system will consider the deviation of the current temperature from the safety threshold to determine whether protective measures need to be taken. This strategy allows the system to respond to non-global temperature anomalies, improving the targetedness and effectiveness of protection.

[0122] The above process can not only quickly identify the trend of temperature rise, but also sensitively capture instantaneous or local temperature anomalies, ensuring that the transistor module can maintain a safe temperature range under various operating conditions, avoiding device failure or system shutdown caused by overheating. At the same time, by dynamically adjusting the first temperature strategy, unnecessary protection actions are reduced, avoiding excessive restrictions on motor performance, improving the overall operating efficiency of the system, and ensuring the continuous stability and efficient operation of the motor system.

[0123] For example, an electric car, after a period of high-speed driving, suddenly encounters a traffic jam and slows down to a low speed. The system continuously monitors the temperature of the transistor module. Although the overall trend does not show a continuous increase, at a certain moment, it detects that the difference between two consecutive temperature readings exceeds the preset temperature threshold. Based on this transient anomaly, the system determines the first temperature based on the difference between the second module temperature and the preset temperature threshold, and promptly initiates protective measures. Even in the absence of a global temperature increase trend, it can effectively capture and respond to local temperature anomalies, avoiding potential damage to the transistor module and motor system from local overheating, and enhancing the vehicle's safety protection capabilities in complex driving environments.

[0124] In an optional embodiment, Figure 8 It is a flow chart of temperature jump filtering processing method, such as Figure 8 As shown, the method includes the following steps: S801 obtains the transistor module temperature through the transistor module temperature sensor and transmits it to the single-chip microcomputer for processing; S802 when the temperature rises, the difference in the transistor module temperature collected between two points is greater than the preset temperature threshold, then the first temperature is processed according to the previous point temperature plus the threshold temperature; S803 when the temperature drops, the difference in the transistor module temperature collected between two points is greater than the preset temperature threshold, then the jump point temperature is processed according to the previous point temperature minus the threshold temperature; S804 if the difference in the transistor module temperature collected between the two points is less than or equal to the preset temperature threshold, then it is processed according to the actual value; S805 completes the filtering processing of the temperature jump, and the single-chip microcomputer outputs the correct temperature.

[0125] In an optional embodiment, Figure 9 It is a voltage control flow chart, such as Figure 9 As shown, the method includes the following steps: S901 obtains the first power supply voltage of the motor when the real-time operating status indicates a motor fault; S902 controls the second power supply voltage to power the motor when the first power supply voltage is less than the second preset voltage, and obtains the real-time speed value of the motor.

[0126] Figure 10 It is a schematic diagram of an active short-circuit power supply circuit, such as Figure 10The figure shows a more detailed circuit configuration for active short-circuit power supply mode, demonstrating how the system dynamically adjusts the IGBT operating state under different fault conditions to control motor speed and voltage and ensure system safety. The circuit diagram includes basic components such as a high-voltage power supply, busbar capacitors, resistors, comparators, and diodes, creating a stable high-voltage circuit platform. The comparator detects the difference between the temperature signal and the preset value and is the basis for initiating active short-circuit protection. In the power management section, under fault conditions, the IGBT module is controlled to enter a specific operating mode, such as short-circuit mode, to adjust the voltage and control the motor speed. Diodes and capacitors are used for circuit protection and voltage smoothing. By controlling the upper or lower bridge arm of the IGBT to enter the short-circuit state, the system can effectively control the motor speed and avoid safety risks caused by voltage anomalies.

[0127] Figure 11 It is an active short-circuit power supply flow chart, such as Figure 11 As shown, the main steps include: S1101 monitoring the real-time operating status of the motor, and obtaining the first power supply voltage of the motor when the real-time operating status indicates a motor fault; S1102 controlling the second power supply voltage to power the motor when the first power supply voltage is less than the second preset voltage, and obtaining the real-time speed value of the motor; S1103 comparing the real-time speed value with the preset speed value, and when the real-time speed value is greater than the preset speed value, controlling the lower bridge arm of the power switching device or the power switching device when the working status of the upper bridge arm of the power switching device or the lower bridge arm of the power switching device indicates a fault. The upper bridge arm of the power switch device enters an active short-circuit state; S1104, when the operating status of both the upper bridge arm and the lower bridge arm of the power switch device indicate a fault, controls the motor controller to disconnect the three-phase copper busbar connecting the motor; S1105, when the real-time speed value is not greater than the preset speed value, controls the motor controller to enter an open-circuit operating state; S1106 obtains the real-time bus voltage of the motor. If the real-time bus voltage is not less than a first preset voltage, the system returns to the step of obtaining the real-time motor speed value until the real-time bus voltage is less than the first preset voltage, at which point the motor controller is controlled to shut down the motor. The above process describes how, when a motor anomaly is detected, the system determines whether to enter active short-circuit mode based on the real-time speed and voltage status, thereby protecting the motor from further damage.

[0128] According to another aspect of an embodiment of the present invention, a motor system abnormality detection device is also provided, which can execute the motor system abnormality detection method of the above embodiment. The specific implementation method and preferred application scenario are the same as the above embodiment and will not be repeated here.

[0129] Figure 12 FIG. 1 is a schematic diagram of an abnormality detection device for a motor system according to an embodiment of the present invention. Figure 12As shown, the device includes the following: a determination module 1202 , a control module 1204 , and a detection module 1206 .

[0130] A determination module 1202 is used to determine a target torque corresponding to the first temperature based on a preset correspondence in response to monitoring that the first temperature of the coolant in the motor system is greater than a first preset temperature, wherein the preset correspondence is used to represent the torque corresponding to different pre-calibrated temperatures; a control module 1204 is used to control the output torque of the motor in the motor system to reach the target torque, and detect the second temperature of the coolant after the output torque of the motor reaches the target torque and waits for a preset time; a detection module 1206 is used to perform an abnormality detection on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result, wherein the first abnormality detection result is used to indicate whether a cooling abnormality occurs in the motor system, and the second preset temperature is greater than the first preset temperature.

[0131] Optionally, the detection module includes: in response to the second temperature being greater than or equal to the second preset temperature, determining that the first abnormality detection result is that the motor system has a cooling abnormality; in response to the second temperature being less than the second preset temperature, determining that the first abnormality detection result is that the motor system has no cooling abnormality.

[0132] Optionally, the detection module also includes: obtaining the current speed of the vehicle in which the motor system is located; in response to the current vehicle speed not being in the preset speed range, adjusting the current vehicle speed based on the braking instruction so that the adjusted vehicle speed is in the preset speed range; in response to the current vehicle speed being in the preset speed range, or, in response to the adjusted vehicle speed being in the preset speed range, controlling the motor system to be in an open-circuit mode so that the vehicle is in a parked state, wherein the open-circuit mode is used to indicate that multiple switching tubes of the transistor module are in an open-circuit state by stopping sending pulse width modulation signals.

[0133] Optionally, the detection module also includes: performing abnormality detection on the current operating state of the motor to obtain a second abnormality detection result, wherein the second abnormality detection result is used to indicate whether the motor system has a motor operation abnormality; in response to the second abnormality detection result indicating that the motor system has a motor operation abnormality, obtaining the current voltage of the motor; in response to the current voltage not being in a preset voltage range, obtaining the current speed of the motor, and based on the current speed and the preset speed range, obtaining an adjusted voltage, and controlling the adjusted voltage to be in a preset voltage range; in response to the current voltage being in the preset voltage range, controlling the motor to be in a stopped operating state.

[0134] Optionally, the detection module also includes: in response to the current speed not being in the preset speed range, controlling the motor system to be in short-circuit mode so that the adjusted speed is in the preset speed range, wherein the short-circuit mode is used to indicate that the back electromotive force generated by the motor flows back to the battery or power supply through the transistor module; in response to the adjusted speed being in the preset speed range, or, in response to the current speed being in the preset speed range, controlling the motor system to be in open-circuit mode so that the adjusted voltage is in the preset voltage range.

[0135] Optionally, the detection module also includes: in response to the upper bridge arm or lower bridge arm of the power switching device in the motor system being in a fault state, controlling the upper bridge arm in the fault state or the lower bridge arm in the fault state to be in a short-circuit state; in response to the upper bridge arm and the lower bridge arm being in a fault state, controlling the motor controller and the motor in the motor system to be in a disconnected state.

[0136] Optionally, the device also includes: a device for collecting multiple module temperatures of a transistor module in a motor system; determining a temperature change trend of the transistor module based on the multiple module temperatures, wherein the temperature change trend is used to indicate whether the module temperature of the transistor module shows an increasing temperature trend; a device for determining a first temperature based on the temperature change trend, the preset temperature threshold and the multiple module temperatures in response to any two module temperatures among the multiple module temperatures being greater than a preset temperature threshold; and a device for determining a first temperature based on the multiple module temperatures in response to no two module temperatures among the multiple module temperatures being greater than the preset temperature threshold.

[0137] Optionally, the device further includes: determining, in response to the temperature change trend being that the module temperature of the transistor module presents an upward temperature trend, a first temperature based on a sum of a first module temperature and a preset temperature threshold, wherein the temperature difference between the first module temperature and a first adjacent module temperature is greater than the preset temperature threshold, and the first adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the first module temperature among the multiple module temperatures; and determining, in response to the temperature change trend being that the module temperature of the transistor module presents no upward temperature trend, a first temperature based on a difference between a second module temperature and a preset temperature threshold, wherein the temperature difference between the second module temperature and a second adjacent module temperature is greater than the preset temperature threshold, and the second adjacent module temperature is a module temperature collected at a next time point adjacent to the collection time point of the second module temperature among the multiple module temperatures.

[0138] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the processor of the device where the program is located is controlled to execute the methods of various embodiments of the present invention.

[0139] The computer storage medium mentioned in the above steps can be a medium used to store discrete physical quantities in a computer memory. Computer storage media primarily include semiconductors, magnetic cores, magnetic drums, magnetic tapes, and laser discs. The stored program included in a computer-readable storage medium can be a set of instructions that a computer can recognize and execute, running on an electronic computer and serving as an information tool to meet certain human needs.

[0140] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present invention is executed when the program is run.

[0141] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0142] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as 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 interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0143] 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 units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0144] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0145] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0146] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for detecting abnormality in a motor system, characterized in that: include: In response to monitoring that a first temperature of the coolant in the motor system is greater than a first preset temperature, determining a target torque corresponding to the first temperature based on a preset correspondence, wherein the preset correspondence is used to represent torques corresponding to different pre-calibrated temperatures; controlling the output torque of a motor in the motor system to reach the target torque, and detecting a second temperature of the coolant after the output torque of the motor reaches the target torque and a preset time has passed; The motor system is detected for abnormality based on the second temperature and the second preset temperature to obtain a first abnormality detection result, wherein the first abnormality detection result is used to indicate whether the motor system has a cooling abnormality, and the second preset temperature is greater than the first preset temperature.

2. The abnormality detection method of the motor system according to claim 1, characterized in that: Performing abnormality detection on the motor system based on the second temperature and the second preset temperature to obtain a first abnormality detection result includes: In response to the second temperature being greater than or equal to the second preset temperature, determining that the first abnormality detection result is that the motor system has the cooling abnormality; In response to the second temperature being lower than the second preset temperature, it is determined that the first abnormality detection result is that the motor system does not have the cooling abnormality.

3. The abnormality detection method of the motor system according to claim 1 or 2, characterized in that: In response to the first abnormality detection result being that the motor system has the cooling abnormality, the method further includes: Obtaining the current speed of the vehicle in which the motor system is located; In response to the current vehicle speed not being within the preset vehicle speed range, adjusting the current vehicle speed based on the braking command so that the adjusted vehicle speed is within the preset vehicle speed range; In response to the current vehicle speed being within the preset vehicle speed range, or in response to the adjusted vehicle speed being within the preset vehicle speed range, the motor system is controlled to be in an open-circuit mode to put the vehicle into a parked state, wherein the open-circuit mode is used to indicate that multiple switching tubes of the transistor module are in an open-circuit state by stopping sending pulse width modulation signals.

4. The abnormality detection method of the motor system according to claim 1 or 2, characterized in that: In response to the first abnormality detection result being that the motor system does not have the cooling abnormality, the method further includes: Performing an abnormality detection on a current operating state of the motor to obtain a second abnormality detection result, wherein the second abnormality detection result is used to indicate whether an abnormality occurs in the motor operation of the motor system; In response to the second abnormality detection result indicating that the motor system has the motor operation abnormality, obtaining a current voltage of the motor; In response to the current voltage not being within the preset voltage range, obtaining a current speed of the motor, and obtaining an adjusted voltage based on the current speed and the preset speed range, and controlling the adjusted voltage to be within the preset voltage range; In response to the current voltage being within a preset voltage interval, the motor is controlled to be in a stopped state.

5. The abnormality detection method of the motor system according to claim 4, characterized in that: Obtaining an adjusted voltage based on the current speed and a preset speed range, and controlling the adjusted voltage to be within the preset voltage range, comprising: In response to the current speed not being within the preset speed range, controlling the motor system to be in a short-circuit mode so that the adjusted speed is within the preset speed range, wherein the short-circuit mode is used to indicate that the back electromotive force generated by the motor flows back to the battery or power supply through the transistor module; In response to the adjusted speed being within the preset speed range, or in response to the current speed being within the preset speed range, the motor system is controlled to be in an open-circuit mode so that the adjusted voltage is within the preset voltage range.

6. The abnormality detection method of the motor system according to claim 5, characterized in that: Controlling the motor system to be in a short-circuit mode includes: In response to an upper bridge arm or a lower bridge arm of a power switching device in the motor system being in a fault state, controlling the upper bridge arm in the fault state or the lower bridge arm in the fault state to be in a short-circuit state; In response to the upper bridge arm and the upper bridge arm being in the fault state, a motor controller in the motor system is controlled to be in a disconnected state from the motor.

7. The abnormality detection method for a motor system according to any one of claims 1 to 6, characterized in that: The method further comprises: collecting a plurality of module temperatures of a transistor module in the motor system; determining a temperature change trend of the transistor module based on the multiple module temperatures, wherein the temperature change trend is used to indicate whether the module temperature of the transistor module presents an increasing trend; In response to any two module temperatures among the multiple module temperatures being greater than a preset temperature threshold, determining the first temperature based on the temperature change trend, the preset temperature threshold, and the multiple module temperatures; In response to no two module temperatures among the plurality of module temperatures being greater than the preset temperature threshold, the first temperature is determined based on the plurality of module temperatures.

8. The abnormality detection method of the motor system according to claim 7, characterized in that: Determining the first temperature based on the temperature change trend, a preset temperature threshold, and the multiple module temperatures includes: In response to the temperature change trend being that the module temperature of the transistor module presents the temperature rising trend, determining the first temperature based on a sum of a first module temperature and the preset temperature threshold, wherein a temperature difference between the first module temperature and a first adjacent module temperature is greater than the preset temperature threshold, and the first adjacent module temperature is a module temperature acquired at a next time point adjacent to the time point of acquisition of the first module temperature among the multiple module temperatures; In response to the temperature change trend indicating that the module temperature of the transistor module does not show the temperature rising trend, the first temperature is determined based on a difference between a second module temperature and the preset temperature threshold, wherein a temperature difference between the second module temperature and a second adjacent module temperature is greater than the preset temperature threshold, and the second adjacent module temperature is a module temperature collected at a next time point adjacent to the time point of collecting the second module temperature among the multiple module temperatures.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the method according to any one of claims 1 to 8 is executed in a processor of a device where the program is controlled.

10. A vehicle, characterized in that: include: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the method according to any one of claims 1 to 8.

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