Electric automobile driving motor controller

Abstract

The invention relates to the technical field of electric vehicle control, in particular to an electric vehicle driving motor controller which comprises a power inverter, a sensing assembly and a control assembly. The power inverter is installed on the control mainboard. The sensing assembly is used for collecting the running state of the motor; the control assembly comprises a main control module, a transmission chain control module and an inverter control module; the transmission chain control module accurately measures the backlash through a position sensor and generates a bidirectional torque pulse to guide a motor to realize smooth meshing and eliminate mechanical shock; the inverter control module corrects electrical nonlinearity caused by a dead zone and voltage drop through a current sensor, so that the accuracy of basic torque output is ensured; the problem that the driving smoothness and the service life of parts are reduced due to torque misalignment caused by the electrical nonlinear characteristic of the controller and the mechanical nonlinear characteristic of a transmission chain in the process that the controller drives the motor is solved.

Description

Technical Field

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

[0002] New energy vehicles, represented by electric vehicles, have become one of the development trends in the automotive industry. As the core component of electric vehicles, the drive motor controller accurately inverts the high-voltage direct current from the battery into three-phase alternating current with controllable frequency and amplitude, thereby driving the traction motor to output torque on demand and realize vehicle starting, acceleration, cruising, deceleration and energy recovery functions.

[0003] At present, the mainstream drive motor controllers in the industry generally adopt control strategies based on field-oriented control or direct torque control. However, the above two methods are based on an idealized system model when controlling the motor. The model assumes that the inverter inside the controller is linear and regards the entire physical transmission chain from the motor to the wheel as a rigid connection. However, in the actual vehicle operation process, there are significant differences from this ideal model. Since the transmission system is not completely rigid, there are mechanical gaps (such as tooth gaps) and torsional elasticity. For example, when switching between acceleration and deceleration, the motor needs to cross the gap between the reducer gears to re-establish the power connection. This process will produce obvious power interruption and mechanical shock, making driving smooth. The performance is reduced and a hard impact occurs between the gears, which reduces the service life. In addition to the mechanical nonlinearity of the external transmission chain, there are also electrical nonlinear factors inside the controller. The dead time set by the power inverter to prevent the bridge arm from passing through, as well as the on-state voltage drop and switching delay of the power device itself, will cause a deviation between the actual output voltage and the command voltage, thereby causing torque pulsation, causing the vehicle to have slight jitter in conditions such as low-speed creeping and following in congestion. Although the existing technology uses a fixed dead-zone compensation voltage combined with a torque change rate limit for compensation, this compensation method cannot adapt to the system characteristic drift caused by wear, aging, and temperature changes during the vehicle's life cycle.

[0004] In view of the above situation, in order to overcome the above technical problems, the present invention designs a drive motor controller for an electric vehicle. Summary of the Invention

[0005] The present invention provides an electric vehicle drive motor controller, which solves the problem of torque misalignment caused by the controller's own electrical nonlinear characteristics and the mechanical nonlinear characteristics of the transmission chain during the process of driving the motor, resulting in reduced driving smoothness and component life. By setting a transmission chain control module and an inverter control module, the angular acceleration and rotation angle when the torque passes through zero are observed and compensated, guiding the motor to achieve "soft landing" smooth engagement to eliminate the influence of mechanical nonlinearity. At the same time, the current signal is observed and the dead zone and voltage drop are compensated in real time, ensuring the linearity of the basic torque output and eliminating the influence of electrical nonlinearity.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A drive motor controller for an electric vehicle comprises a housing, a control mainboard, and a terminal interface, as well as a power inverter, a sensor assembly, and a control assembly; the power inverter is mounted on the control mainboard; the sensor assembly is used to collect the operating status of the motor; the control assembly comprises a main control module, a transmission chain control module, and an inverter control module; the main control module is used to receive torque requests and transmit torque instructions to the power inverter; the transmission chain control module is used to online identify the transmission status and transmit a compensation signal to the main control module; and the inverter control module is used to online identify the nonlinear characteristics of the power inverter and transmit a correction signal to the main control module.

[0008] Preferably, the sensing assembly includes a position sensor and a current sensor; the current sensor is electrically connected to the output end of the power inverter and is used to collect the motor rotor current signal at high frequency; the position sensor is used to collect the motor rotor position signal at high frequency.

[0009] In the above scheme, the instantaneous current flowing through the three-phase winding of the motor can be monitored in real time through the current sensor. Not only can the current signal be used to ensure that the main control module can complete basic torque control, but in this scheme, it can also be used as the input signal of the inverter control module, so that the inverter control module can realize online identification of dead zone, voltage drop and other characteristics by analyzing the instruction and actual feedback deviation; the position sensor can accurately measure the real-time angular position and speed of the motor rotor. In this scheme, the angular velocity information and angular position information can be transmitted to the transmission chain control module to help the transmission chain control module identify the sudden change of angular velocity during the torque reversal process and reversely calculate the tooth gap width in the current state.

[0010] Preferably, the terminal interface includes a high-voltage DC connector, a three-phase AC connector and a low-voltage signal terminal connector arranged on the side wall of the box.

[0011] In the above scheme, the high-voltage DC connector can be connected to the DC power supply to power the circuits and various modules on the control motherboard. The three-phase AC connector is used to transmit the output signal of the power inverter to the external motor, and the low-voltage signal terminal connector is used to transmit the position signal provided by the position sensor.

[0012] Preferably, the position sensor includes a resolver sensor and a position signal processing circuit; the resolver sensor is mounted on the motor; the position signal processing circuit is integrated on the control main board and receives the position signal transmitted by the resolver sensor through a low-voltage signal terminal connector.

[0013] In the above scheme, the resolver sensor at the motor end converts the mechanical angle into a raw electrical signal and transmits it to the position signal processing circuit in the controller through a low-voltage signal terminal connector. The position signal processing circuit is a circuit system composed of an RDC chip (resolver-to-digital conversion chip) and auxiliary circuits. It can amplify, filter and perform analog-to-digital conversion on the received signal, and finally resolve it into a high-precision digital angle, ensuring that the subsequent transmission chain control module can obtain high-quality, low-noise input data.

[0014] Preferably, the transmission chain control module includes a transmission chain observation module and a transmission chain compensation module; the transmission chain observation module is arranged on the control main board, and the transmission chain observation module is used to receive the signal transmitted by the position signal processing circuit when the torque command direction is reversed and calculate the actual angular acceleration of the motor, compare the actual angular acceleration of the motor with the theoretical no-load angular acceleration, judge the approximate range of the actual angular acceleration of the motor and the theoretical no-load angular acceleration, and calculate the angle rotated during the approximate period to obtain the equivalent tooth gap width; the transmission chain compensation module is arranged on the control main board and is electrically connected to the transmission chain observation module.

[0015] In the above scheme, when the torque command is detected to change from positive to negative, the transmission chain observation module triggers the tooth gap observation. The motor angular acceleration is calculated in real time through the high-frequency sampling of the motor rotor position and speed signals. Since the motor is theoretically in a no-load or extremely light-load state at the moment the torque command crosses zero (this includes components such as gears on the motor shaft. No-load only means that other shafts and driven gears are not driven to rotate), the transmission chain observation module compares the actual angular acceleration of the motor with the theoretical no-load angular acceleration (the no-load angular acceleration under the torque command). When the two are within a similar range of allowable errors, it can be determined that the motor is crossing the "idle stroke" of the tooth gap. By recording the angle rotated during this stroke, the equivalent tooth gap width can be obtained. This identification process will be performed every time the torque is reversed and is continuously updated to adapt to the tooth gap changes caused by long-term wear and tear on the vehicle. The same process is used when the torque command changes from negative to positive.

[0016] Preferably, the transmission chain compensation module is used to receive the equivalent backlash width transmitted by the transmission chain observation module and calculate a torque pulse signal for smooth transmission compensation and transmit it to the main control module.

[0017] In the above scheme, before the next torque command is about to cross zero, the transmission chain compensation module actively compensates in advance based on the latest observed equivalent backlash width. Based on the equivalent backlash width obtained by the transmission chain observation module, the transmission chain compensation module calculates a precise torque pulse. This torque pulse waveform needs to include the following stages: first, a negative pulse torque (large amplitude but extremely short duration) is output to overcome the motor's own inertia and force it to decelerate rapidly, allowing the driven gear to quickly approach the driving gear on the motor shaft. At the moment the two are about to contact, a positive torque pulse is applied, allowing the speeds of the driving gear and the driven gear on the motor shaft to contact at almost completely equal tangential velocities. At the moment of contact, the two tooth surfaces will be able to achieve a nearly shockless soft landing, thereby extending gear life and optimizing the driving experience. After the backlash compensation is completed and contact is achieved, the main controller will stop the compensation pulse and restore the original negative torque command, allowing the vehicle to begin smooth energy recovery deceleration.

[0018] Preferably, the inverter control module includes an inverter observation module and an inverter compensation module; the inverter observation module is arranged on the control main board, and the inverter observation module is used to receive the current signal of the current sensor and the position signal of the position signal processing circuit and calculate the effective voltage actually acting on the motor, and then compare the calculated effective voltage with the command voltage issued by the main control module; the inverter compensation module is arranged on the control main board and is electrically connected to the inverter observation module.

[0019] In the above scheme, the inverter observation module and the inverter compensation module can sense the electrical nonlinear characteristics of the power inverter in real time, optimize the dead zone effect and on-state voltage drop, and ensure that the controller can output torque linearly and accurately; the inverter observation module receives the current signal from the current sensor, calculates the effective voltage actually acting on the motor based on the current signal, and compares the effective voltage with the command voltage issued by the main control module to calculate the difference between the two. At this time, the inverter compensation module receives the difference transmitted by the inverter observation module and issues a new voltage command to the main control module to compensate for the part of the original ideal voltage command that will subsequently decrease. By actively increasing the original voltage command and applying the final calibrated command voltage to the motor, it is ensured that the original desired effective voltage can be obtained.

[0020] Preferably, the inverter compensation module is used to receive the command voltage, effective voltage and error voltage transmitted by the inverter observation module and store and update them online into a lookup table. When the main control module issues a command voltage, the inverter compensation module finds the effective voltage closest to the command voltage in the lookup table and sends the command voltage corresponding to the found effective voltage to the main control module for calibration.

[0021] In the above scheme, the inverter compensation module continuously stores the command voltage, effective voltage and error voltage sent by the inverter observation module during the operation of the controller, and learns and updates online to generate a multi-dimensional lookup table. When the controller needs to output voltage, the inverter compensation module will find the effective voltage that is equal to or closest to the output voltage from this lookup table, and feed back the command voltage corresponding to this effective voltage as a compensation signal to the main control module, thereby ensuring that the effective voltage generated by the voltage output by the main control module acting on the motor is equal to the originally desired ideal voltage.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. Compared with traditional drive motor controllers with fixed compensation or no compensation, this solution calculates the actual angular acceleration of the motor through the position sensor and sends it to the transmission chain observation module at each torque reversal. The transmission chain observation module compares the actual angular acceleration of the motor with the theoretical no-load angular acceleration to calculate the equivalent tooth gap width that changes due to wear in real time and online. Based on this precise data, the transmission chain compensation module will issue a "negative-positive" bidirectional torque pulse (when the torque command changes from positive to negative) before the next tooth gap engagement, forcing the motor to decelerate and then achieve a "soft landing" with the driven gear at a matching speed. This fundamentally eliminates the commutation shock, greatly optimizes the driving experience in "single-pedal mode", and extends the service life of the transmission gear.

[0024] 2. The present invention monitors the actual output current in real time through a current sensor, and is also provided with an inverter observation module and an inverter compensation module. The inverter observation module calculates the real effective voltage on the motor through the current signal, and compares it with the command voltage issued by the main control module to obtain an error value. A set of data consisting of the effective voltage, command voltage and error voltage will be transmitted to the inverter compensation module to form a dynamically updated multi-dimensional lookup table. When the main control module issues a new command voltage, the inverter compensation module will perform pre-compensation through the lookup table to ensure that the voltage finally acting on the motor can accurately match the expected value, thereby improving the dynamic response and control performance of the vehicle.

[0025] 3. The present invention enables the transmission chain control module to provide a "compensation signal" and the inverter control module to provide a "correction signal". The two work together to serve the main control module. This modular collaborative architecture enables the controller to simultaneously deal with mechanical wear and electrical parameter drift, ensuring that mechanical torque compensation is based on precise torque output, and realizing high-precision control of the entire vehicle drive system from the electrical to the mechanical level. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 It is the overall structural diagram of the present invention;

[0028] Figure 2 This is a schematic diagram of the internal structure of the box of the present invention;

[0029] Figure 3 It is a working principle diagram of the present invention;

[0030] Figure 4 This is a compensation flow chart of the transmission chain control module of the present invention;

[0031] Figure 5 This is a compensation flow chart of the inverter control module of the present invention.

[0032] In the figure: 1. Box; 2. Control main board; 3. Terminal interface; 31. High-voltage DC connector; 32. Three-phase AC connector; 33. Low-voltage signal terminal connector; 4. Power inverter; 5. Sensor assembly; 51. Position sensor; 511. Resolver sensor; 512. Position signal processing circuit; 52. Current sensor; 6. Control assembly; 61. Main control module; 62. Transmission chain control module; 621. Transmission chain observation module; 622. Transmission chain compensation module; 63. Inverter control module; 631. Inverter observation module; 632. Inverter compensation module. DETAILED DESCRIPTION

[0033] In order to better understand the above technical solution, the above technical solution will be described in detail below with reference to the accompanying drawings and specific implementation methods.

[0034] See also Figures 1 to 5 The present invention provides an electric vehicle drive motor controller, the technical solution is as follows:

[0035] As a specific embodiment of the present invention, refer to Figure 1 、 Figure 2 and Figure 3 A drive motor controller for an electric vehicle comprises a housing 1, a control mainboard 2 and a terminal interface 3, and also comprises a power inverter 4, a sensor assembly 5 and a control assembly 6; the power inverter 4 is mounted on the control mainboard 2; the sensor assembly 5 is used to collect the operating status of the motor; the control assembly 6 comprises a main control module 61, a transmission chain control module 62 and an inverter control module 63; the main control module 61 is used to receive a torque request and transmit the torque instruction to the power inverter 4; the transmission chain control module 62 is used to online identify the transmission status and transmit a compensation signal to the main control module 61; the inverter control module 63 is used to online identify the nonlinear characteristics of the power inverter 4 and transmit a correction signal to the main control module 61.

[0036] As a specific embodiment of the present invention, refer to Figure 1 、 Figure 2 and Figure 3 The sensor assembly 5 includes a position sensor 51 and a current sensor 52. The current sensor 52 is electrically connected to the output terminal of the power inverter 4 and is used to collect the motor rotor current signal at high frequency. The position sensor 51 is used to collect the motor rotor position signal at high frequency. The current sensor 52 can monitor the instantaneous current flowing through the three-phase winding of the motor in real time. Not only can the current signal be used to ensure that the main control module 61 can complete basic torque control, but in this solution, it can also serve as an input signal for the inverter control module 63, allowing the inverter control module 63 to analyze the deviation between the instruction and the actual feedback to realize online identification of dead zone, voltage drop and other characteristics. The position sensor 51 can accurately measure the real-time angular position and speed of the motor rotor. In this solution, the angular velocity information and angular position information can be transmitted to the transmission chain control module 62, helping the transmission chain control module 62 to identify the sudden change of angular velocity during the torque reversal process and reversely calculate the tooth gap width in the current state.

[0037] As a specific embodiment of the present invention, refer to Figure 1 、 Figure 2 and Figure 3 The terminal interface 3 includes a high-voltage DC connector 31, a three-phase AC connector 32, and a low-voltage signal terminal connector 33, which are arranged on the side wall of the box body 1. The high-voltage DC connector 31 can be connected to a DC power supply to power the circuits and various modules on the control board 2. The three-phase AC connector 32 is used to transmit the output signal of the power inverter 4 to the external motor, and the low-voltage signal terminal connector 33 is used to transmit the position signal provided by the position sensor 51.

[0038] As a specific embodiment of the present invention, Figure 1 、 Figure 2and Figure 3 The position sensor 51 includes a resolver sensor 511 and a position signal processing circuit 512. The resolver sensor 511 is mounted on the motor. The position signal processing circuit 512 is integrated into the control motherboard 2 and receives the position signal transmitted by the resolver sensor 511 via the low-voltage signal terminal connector 33. The resolver sensor 511 on the motor side converts the mechanical rotation angle into a raw electrical signal and transmits it to the position signal processing circuit 512 in the controller via the low-voltage signal terminal connector 33 and a shielded wiring harness (because the signal returned by the resolver is a low-amplitude analog sine / cosine signal, it is subject to electromagnetic interference from the power inverter 4, so a shielded wiring harness is required to prevent signal distortion). The position signal processing circuit 512 is a circuit system composed of an RDC chip (resolver-to-digital converter chip) and auxiliary circuits. It can amplify, filter, and perform analog-to-digital conversion on the received signal, and finally resolve it into a high-precision digital angle, ensuring that the subsequent transmission chain control module 62 can obtain high-quality, low-noise input data.

[0039] As a specific embodiment of the present invention, Figure 1 、 Figure 2 、 Figure 3 and Figure 4 The transmission chain control module 62 includes a transmission chain observation module 621 and a transmission chain compensation module 622; the transmission chain observation module 621 is set on the control main board 2, and the transmission chain observation module 621 is used to receive the signal transmitted by the position signal processing circuit 512 when the torque command direction is reversed and calculate the actual angular acceleration of the motor, compare the actual angular acceleration of the motor with the theoretical no-load angular acceleration (the no-load angular acceleration under the torque command, for example, the torque given by the torque command is T, then the theoretical no-load angular acceleration is α=T / J, where J is a pre-calibrated and stored moment of inertia parameter), determine the approximate range of the actual angular acceleration of the motor and the theoretical no-load angular acceleration (the approximate range can be determined by performing a no-load test on the actual motor in use, testing it under different torque commands, and determining its angular acceleration offset range, where a fixed error percentage of ±5% is used), and calculate the angle rotated during the approximate period to obtain the equivalent tooth gap width; the transmission chain compensation module 622 is set on the control main board 2 and is electrically connected to the transmission chain observation module 621;

[0040] Compared with traditional gasoline vehicles, most electric vehicles no longer use the logic of natural deceleration. In order to increase the driving range as much as possible, modern electric vehicles will use energy recovery (i.e. single-pedal mode). When the driver steps on the pedal, he will request a positive driving torque from the main control module 61, and the deeper he steps, the greater the positive torque requested. When the pedal is released, instead of letting the car slide freely as traditionally, a negative braking torque (i.e. power generation torque) is sent to the main control module 61. When the main control module 61 receives a negative torque instruction, it will control the power inverter 4 to switch the motor from motor mode to generator mode. At this time, the inertia of the wheels will in turn drag the motor to rotate, and the motor will cut the magnetic flux lines in the rotating magnetic field to generate current. This current will be sent back to the battery by the main control module 61 for charging, so for this type of electric vehicle When the torque command is detected to change from positive to negative, the transmission chain observation module 621 triggers backlash observation. The motor's angular acceleration is calculated in real time through high-frequency sampling of the motor rotor position and speed signals. Since the motor is theoretically in a no-load or extremely light-loaded state at the moment the torque command crosses zero (this includes components such as gears on the motor shaft; no-load simply means that other shafts and driven gears are not driven to rotate), the transmission chain observation module 621 compares the actual motor angular acceleration with the theoretical no-load angular acceleration. When the two are within a similar range of allowable errors, it can be determined that the motor is traversing the "idle travel" of the backlash. By recording the angle rotated during this travel period, the equivalent backlash width can be obtained. This identification process is performed at each torque reversal and is continuously updated, thereby adapting to changes in backlash caused by long-term vehicle use and wear.

[0041] The transmission chain compensation module 622 is used to receive the equivalent tooth gap width transmitted by the transmission chain observation module 621 and calculate a torque pulse signal for smooth transmission compensation and transmit it to the main control module 61; before the next torque command is about to cross zero, the transmission chain compensation module 622 performs active compensation in advance based on the latest equivalent tooth gap width observed. The transmission chain compensation module 622 calculates an accurate torque pulse based on the equivalent tooth gap width obtained by the transmission chain observation module 621. This torque pulse waveform needs to include the following stages: first output a negative pulse torque (with a large amplitude but extremely short duration) to overcome the inertia of the motor itself and force it to decelerate quickly, thereby The driven gear can quickly approach the driving gear on the motor shaft, and a positive torque pulse is applied at the moment the two are about to contact, so that the speed of the driving gear on the motor shaft and the speed of the driven gear are in contact at almost completely equal tangential speeds. The two tooth surfaces will be able to achieve an almost impact-free soft landing at the moment of contact, thereby extending the life of the gear and optimizing the driving experience to make the driving experience smooth. After completing the compensation for the tooth gap crossing and contact, the main controller will stop the compensation pulse and return to the original negative torque command (and under this active torque pulse, the observation compensation will not be re-triggered when the torque passes through zero), so that the vehicle begins to perform smooth energy recovery deceleration.

[0042] As a specific embodiment of the present invention, Figure 1 、 Figure 2 、 Figure 3 and Figure 5 The inverter control module 63 includes an inverter observation module 631 and an inverter compensation module 632; the inverter observation module 631 is set on the control main board 2, and the inverter observation module 631 is used to receive the current signal of the current sensor 52 and the position signal of the position signal processing circuit 512 and calculate the effective voltage actually acting on the motor, and then compare the calculated effective voltage with the command voltage issued by the main control module 61; the inverter compensation module 632 is set on the control main board 2 and is electrically connected to the inverter observation module 631. Through the inverter observation module 631 and the inverter compensation module 632, the electrical nonlinear characteristics of the power inverter 4 can be sensed in real time, the dead zone effect and the on-state voltage drop can be optimized, and the controller can output torque linearly and accurately; the inverter observation module 631 receives the current signal from the current sensor 52, and calculates the effective voltage actually acting on the motor based on the current signal (calculated according to the motor's own parameters, V 有效=resistance voltage+inductance voltage+back electromotive force voltage, where the resistance voltage and inductance voltage can be obtained through the motor's own parameter data, and the back electromotive force voltage can be obtained by multiplying the motor angular velocity calculated by the position signal processing circuit 512 by the motor's own back electromotive force constant), and the effective voltage is compared with the command voltage issued by the main control module 61 to calculate the difference between the two. At this time, the inverter compensation module 632 receives the difference transmitted by the inverter observation module 631 and issues a new voltage command to the main control module 61 to compensate for the part of the original ideal voltage command that will subsequently decrease. By actively increasing the original voltage command and applying this final calibrated command voltage to the motor, it is ensured that the originally desired effective voltage can be obtained;

[0043] The inverter compensation module 632 is used to receive the command voltage, effective voltage and error voltage transmitted by the inverter observation module 631 and store and update them online into a lookup table. When the main control module 61 issues a command voltage, the inverter compensation module 632 finds the effective voltage in the lookup table that is closest to the command voltage, and sends the command voltage recorded in the lookup table corresponding to the found effective voltage to the main control module 61 for calibration. During the operation of the controller, the inverter compensation module 632 continuously stores the ideal voltage, effective voltage and error voltage sent by the inverter observation module 631, and learns and updates online to generate a multi-dimensional lookup table. When the controller needs to output a voltage, the inverter compensation module 632 will find an effective voltage that is equal to or closest to the output voltage from the lookup table, and feed back the command voltage corresponding to this effective voltage as a compensation signal to the main control module 61, thereby ensuring that the effective voltage generated by the voltage output by the main control module 61 acting on the motor is equal to the originally desired command voltage. In order to further improve the compensation effect, a temperature sensor can be further introduced. During the operation of the vehicle, the power The operating temperature of the inverter 4 is not fixed, and the electrical characteristics of the power semiconductor device are extremely sensitive to temperature. After the temperature sensor is introduced, the real-time temperature information collected can also be sent to the inverter compensation module 632, and the command voltage, effective voltage and error voltage under the temperature conditions can be matched. At this time, the inverter compensation module 632 will match the data with similar effective voltage in the multidimensional lookup table according to the real-time temperature and the voltage to be output (if the data difference is large, interpolation calculation can be used to further improve the accuracy), and some standard data obtained through testing can be stored in the inverter compensation module 632 before the vehicle is used. After a period of use, these data will be updated to best fit the actual situation of the vehicle.

[0044] The above shows and describes the basic principles, main features and advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above-mentioned embodiments, and the above-mentioned embodiments and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the claimed present application. The scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. A drive motor controller for an electric vehicle, comprising a housing (1), a control mainboard (2) and a terminal interface (3), characterized in that: The invention also includes a power inverter (4), a sensor assembly (5) and a control assembly (6); the power inverter (4) is mounted on a control mainboard (2); the sensor assembly (5) is used to collect the running state of the motor; the control assembly (6) includes a main control module (61), a transmission chain control module (62) and an inverter control module (63); the main control module (61) is used to receive a torque request and transmit a torque instruction to the power inverter (4); the transmission chain control module (62) is used to identify the transmission state online and transmit a compensation signal to the main control module (61); the inverter control module (63) is used to identify the nonlinear characteristics of the power inverter (4) online and transmit a correction signal to the main control module (61).

2. The electric vehicle drive motor controller according to claim 1, characterized in that: The sensing assembly (5) includes a position sensor (51) and a current sensor (52); the current sensor (52) is electrically connected to the output end of the power inverter (4) and is used for high-frequency acquisition of the current signal of the motor rotor; the position sensor (51) is used for high-frequency acquisition of the position signal of the motor rotor.

3. The electric vehicle drive motor controller according to claim 2, characterized in that: The terminal interface (3) comprises a high-voltage DC connector (31), a three-phase AC connector (32) and a low-voltage signal terminal connector (33) arranged on the side wall of the box (1).

4. The electric vehicle drive motor controller according to claim 3, characterized in that: The position sensor (51) comprises a resolver sensor (511) and a position signal processing circuit (512); the resolver sensor (511) is mounted on a motor; the position signal processing circuit (512) is integrated on a control mainboard (2) and receives a position signal transmitted by the resolver sensor (511) via a low-voltage signal terminal connector (33).

5. The electric vehicle drive motor controller according to claim 4, characterized in that: The transmission chain control module (62) includes a transmission chain observation module (621) and a transmission chain compensation module (622); the transmission chain observation module (621) is arranged on the control main board (2), and the transmission chain observation module (621) is used to receive the signal transmitted by the position signal processing circuit (512) when the torque command direction is reversed and calculate the actual angular acceleration of the motor, compare the actual angular acceleration of the motor with the theoretical no-load angular acceleration, determine the approximate range of the actual angular acceleration of the motor and the theoretical no-load angular acceleration, and calculate the angle rotated during the approximate period to obtain the equivalent tooth gap width; the transmission chain compensation module (622) is arranged on the control main board (2) and is electrically connected to the transmission chain observation module (621).

6. The electric vehicle drive motor controller according to claim 5, characterized in that: The transmission chain compensation module (622) is used to receive the equivalent tooth gap width transmitted by the transmission chain observation module (621) and calculate a torque pulse signal for smooth transmission compensation and transmit it to the main control module (61).

7. The electric vehicle drive motor controller according to claim 2, characterized in that: The inverter control module (63) includes an inverter observation module (631) and an inverter compensation module (632); the inverter observation module (631) is arranged on the control mainboard (2), and the inverter observation module (631) is used to receive the current signal of the current sensor (52) and the position signal of the position signal processing circuit (512) and calculate the effective voltage actually acting on the motor, and then compare the calculated effective voltage with the command voltage issued by the main control module (61); the inverter compensation module (632) is arranged on the control mainboard (2) and is electrically connected to the inverter observation module (631).

8. The electric vehicle drive motor controller according to claim 7, characterized in that: The inverter compensation module (632) is used to receive the command voltage, effective voltage and error voltage transmitted by the inverter observation module (631) and store and update them online into a lookup table. When the main control module (61) issues a command voltage, the inverter compensation module (632) finds the effective voltage closest to the command voltage in the lookup table and sends the command voltage corresponding to the found effective voltage to the main control module (61) for calibration.

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