An electric vehicle drive motor controller

Abstract

The application 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 a control mainboard; the sensing assembly is used for collecting motor operation states; 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 a gear gap through a position sensor and generates a bidirectional torque pulse, so that the motor is guided to realize smooth meshing and eliminate mechanical impact; the inverter control module corrects electrical nonlinearities caused by dead zones and voltage drops through a current sensor, thereby ensuring the accuracy of basic torque output; the problems that torque is misaligned due to the electrical nonlinearities of the controller and the mechanical nonlinearities of the transmission chain during the process that the controller drives the motor, and the problems that driving smoothness and the service life of components are reduced are solved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle control technology, and more specifically to an electric vehicle drive motor controller. Background Technology

[0002] Electric vehicles, representing new energy vehicles, have become one of the development trends in the automotive industry. As a core component of electric vehicles, the drive motor controller precisely inverts the high-voltage DC power from the battery into three-phase AC power with controllable frequency and amplitude, thereby driving the traction motor to output torque as needed, realizing functions such as vehicle starting, acceleration, cruising, deceleration, and energy recovery.

[0003] Currently, most mainstream drive motor controllers in the industry adopt control strategies based on field-oriented control or direct torque control. However, both of these methods rely on an idealized system model when controlling the motor. This model assumes that the inverter inside the controller is linear and treats the entire physical transmission chain from the motor to the wheel as a rigid connection. However, actual vehicle operation differs significantly from this ideal model. Because the transmission system is not completely rigid, it has mechanical backlash (such as tooth backlash) and torsional elasticity. For example, when switching between acceleration and deceleration, the motor needs to overcome the backlash of the reducer gears to re-establish the power connection. This process produces a noticeable power interruption and mechanical shock, which affects driving smoothness. The decline in performance and the resulting strong impacts between gears lead to a reduction in service life. In addition to the mechanical nonlinearity of the external transmission chain, there are also electrical nonlinearity factors within the controller. The dead time set by the power inverter to prevent bridge arm shoot-through, as well as the on-state voltage drop and switching delay of the power devices themselves, will cause a deviation between the actual output voltage and the command voltage, thereby causing torque pulsation. This results in slight vibrations in the vehicle under conditions such as low-speed crawling and congested traffic. Although existing technologies use a fixed dead time compensation voltage combined with torque change rate limitation for compensation, this compensation method cannot adapt to the drift of system characteristics caused by wear, aging, and temperature changes during the vehicle's life cycle.

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

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

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] An electric vehicle drive motor controller includes a housing, a control main board, and terminal interfaces, and further includes a power inverter, a sensing assembly, and a control assembly. The power inverter is mounted on the control main board. The sensing assembly is used to collect the motor's operating status. The control assembly includes a main control module, a drivetrain control module, and an inverter control module. The main control module is used to receive torque requests and transmit torque commands to the power inverter. The drivetrain control module is used to identify the drivetrain status online and transmit compensation signals to the main control module. The inverter control module is used to identify the nonlinear characteristics of the power inverter online and transmit correction signals 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 terminal of the power inverter and is used to acquire the motor rotor current signal at high frequency; the position sensor is used to acquire the motor rotor position signal at high frequency.

[0009] In the above scheme, the current sensor can monitor the instantaneous current flowing through the three-phase windings of the motor in real time. This not only ensures that the main control module can complete basic torque control through the current signal, but also serves as an input signal for the inverter control module in this scheme. This allows the inverter control module to identify dead zones, voltage drops, and other characteristics online by analyzing the deviation between commands and actual feedback. Meanwhile, the position sensor can accurately measure the real-time angular position and speed of the motor rotor. In this scheme, the angular velocity and angular position information can be transmitted to the transmission chain control module to help the transmission chain control module identify sudden changes in angular velocity during torque reversal and calculate the backlash 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 enclosure.

[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 motherboard 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 rotation angle into a raw electrical signal, which is then transmitted 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 converter chip) and auxiliary circuits. It can amplify, filter, and convert the received signal into an analog-to-digital signal, and finally calculate 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 mounted on the control motherboard and is used to receive signals transmitted by the position signal processing circuit when the torque command direction reverses, 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 between the actual angular acceleration and the theoretical no-load angular acceleration, and then calculate the angle rotated during the approximate period to obtain the equivalent backlash width. The transmission chain compensation module is mounted on the control motherboard and is electrically connected to the transmission chain observation module.

[0015] In the above scheme, when the torque command changes from positive to negative, the transmission chain observation module triggers backlash observation. By sampling the motor rotor position and speed signals at high frequency, the angular acceleration of the motor is calculated in real time. Since the motor is theoretically in an unloaded or very lightly loaded state at the moment the torque command crosses zero (this includes components such as gears on the motor shaft; unloaded only means that no other shafts and driven gears are being driven to rotate), the transmission chain observation module compares the actual angular acceleration of the motor with the theoretical unloaded angular acceleration (the unloaded angular acceleration under the torque command). When the two are within a similar range of allowable error, it can be determined that the motor is in the "no-load stroke" of traversing the backlash. By recording the angle rotated during this stroke, the equivalent backlash width can be obtained. This identification process is performed every time the torque reverses and is continuously updated, thereby adapting to the backlash changes caused by wear and tear from long-term vehicle use. The same process is followed 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, which is then transmitted 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 performs proactive compensation in advance based on the latest observed equivalent backlash width. The transmission chain compensation module calculates a precise torque pulse based on the equivalent backlash width obtained by the transmission chain observation module. 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, so that the driven gear can quickly approach the driving gear on the motor shaft. At the moment when the two are about to make contact, a positive torque pulse is applied, so that the speed of the driving gear and the speed of the driven gear on the motor shaft make contact with almost completely equal tangential speeds. The two tooth surfaces can achieve a soft landing with almost no impact at the moment of contact, thereby extending gear life and optimizing the driving experience, making the driving experience smooth. After the backlash crossing and contact compensation is completed, the main controller will stop the compensation pulse and return to the original negative torque command, so that the vehicle can start 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 mounted on the control main board and is used to receive the current signal from the current sensor and the position signal from 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 mounted on the control main board and electrically connected to the inverter observation module.

[0019] In the above scheme, the inverter observation module and 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 applied to 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 subsequent drop in the original ideal voltage command. By actively increasing the voltage command based on the original voltage command, this finally calibrated command voltage is applied to the motor to ensure that the initially 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 in an online lookup table. When the main control module sends the command voltage, the inverter compensation module finds the effective voltage in the lookup table that is closest to the command voltage 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 beneficial effects of the present invention are as follows:

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

[0024] 2. This invention monitors the actual output current in real time using a current sensor. It also includes an inverter observation module and an inverter compensation module. The inverter observation module calculates the actual effective voltage on the motor using the current signal and compares it with the command voltage issued by the main control module to obtain the error value. A set of data consisting of the effective voltage, command voltage, and error voltage is transmitted to the inverter compensation module, forming a dynamically updated multidimensional lookup table. When the main control module issues a new command voltage, the inverter compensation module performs pre-compensation using this lookup table to ensure that the voltage ultimately applied to the motor accurately matches the expected value, thus improving the vehicle's dynamic response and control performance.

[0025] 3. This invention provides a "compensation signal" from the transmission chain control module and a "correction signal" from the inverter control module. The two work together to serve the main control module. This modular collaborative architecture enables the controller to simultaneously cope with mechanical wear and electrical parameter drift, ensuring that mechanical torque compensation is based on accurate torque output. This achieves high-precision control of the entire vehicle drive system from the electrical to the mechanical levels. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

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

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

[0029] Figure 3 This is a schematic diagram illustrating the working principle of the present invention;

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

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

[0032] In the diagram: 1. Cabinet; 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. Drivetrain Control Module; 621. Drivetrain Observation Module; 622. Drivetrain Compensation Module; 63. Inverter Control Module; 631. Inverter Observation Module; 632. Inverter Compensation Module. Detailed Implementation

[0033] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0034] Please see Figures 1 to 5 This invention provides a drive motor controller for an electric vehicle, the technical solution of which is as follows:

[0035] As a specific embodiment of the present invention, refer to Figure 1 , Figure 2 and Figure 3 An electric vehicle drive motor controller includes a housing 1, a control main board 2, and a terminal interface 3. It also includes a power inverter 4, a sensor assembly 5, and a control assembly 6. The power inverter 4 is mounted on the control main board 2. The sensor assembly 5 is used to collect the motor's operating status. 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 receives torque requests and transmits torque commands to the power inverter 4. The transmission chain control module 62 identifies the transmission status online and transmits compensation signals to the main control module 61. The inverter control module 63 identifies the nonlinear characteristics of the power inverter 4 online and transmits correction signals 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 sensing assembly 5 includes a position sensor 51 and a current sensor 52. The current sensor 52 is electrically connected to the output of the power inverter 4 and is used to acquire the motor rotor current signal at high frequency. The position sensor 51 is used to acquire the motor rotor position signal at high frequency. The current sensor 52 can monitor the instantaneous current flowing through the three-phase windings of the motor in real time. It can not only ensure that the main control module 61 can complete basic torque control through the current signal, but also serve as the input signal for the inverter control module 63 in this scheme. This allows the inverter control module 63 to identify dead zone, voltage drop, and other characteristics online by analyzing the deviation between the command and the actual feedback. The position sensor 51 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 62 to help the transmission chain control module 62 identify sudden changes in angular velocity during torque reversal and calculate the backlash width in the current state.

[0037] As a specific embodiment of the present invention, refer to Figure 1 , Figure 2 and Figure 3 Terminal interface 3 includes 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 enclosure 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 motherboard 2. The three-phase AC connector 32 is used to transmit the output signal of the power inverter 4 to the external motor, while the low-voltage signal terminal connector 33 is used to transmit the position signal provided by the position sensor 51.

[0038] As one 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 on the control motherboard 2 and receives the position signal transmitted by the resolver sensor 511 through the low-voltage signal terminal connector 33. The resolver sensor 511 at the motor end converts the mechanical rotation angle into a raw electrical signal, and transmits it to the position signal processing circuit 512 in the controller through the low-voltage signal terminal connector 33 and a shielded wire harness (since the signal returned by the resolver is a low-amplitude analog sine / cosine signal, it will be subject to electromagnetic interference from the power inverter 4, so a shielded wire 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 convert the received signal into an analog-to-digital signal, and finally calculate it into a high-precision digital angle, ensuring that the subsequent drive train control module 62 can obtain high-quality, low-noise input data.

[0039] As one 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 mounted on the control main board 2. When the torque command direction is reversed, the transmission chain observation module 621 receives the signal transmitted by the position signal processing circuit 512 and calculates the actual angular acceleration of the motor. It compares 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, if 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). It determines the approximate range between the actual angular acceleration of the motor and the theoretical no-load angular acceleration (this approximate range can be determined by performing no-load tests on the actual motor under different torque commands, and measuring its angular acceleration offset range; here, a fixed error percentage of ±5% is used). Then, it calculates the angle rotated during the approximate period to obtain the equivalent backlash width. The transmission chain compensation module 622 is mounted on the control main board 2 and is electrically connected to the transmission chain observation module 621.

[0040] Compared to traditional gasoline vehicles, most electric vehicles nowadays no longer employ natural deceleration. To maximize driving range, modern electric vehicles utilize energy recovery (i.e., one-pedal mode). When the driver presses the pedal, they request a positive driving torque from the main control module 61, with the request increasing the depth of the pedal press. Upon releasing the pedal, instead of allowing the car to coast, a negative braking torque (i.e., generator torque) is sent to the main control module 61. Upon receiving this negative torque command, the main control module 61 controls the power inverter 4 to switch the motor from electric motor mode to generator mode. At this point, the inertia of the wheels reverses, causing the motor to rotate. The motor cuts magnetic lines of field in the rotating magnetic field, generating current. This current is then sent back to the battery by the main control module 61 for charging. Therefore, for this type of electric vehicle... When the torque command changes from positive to negative, the transmission chain observation module 621 triggers backlash observation. By sampling the motor rotor position and speed signals at high frequency, the angular acceleration of the motor is calculated in real time. Since the motor is theoretically in an unloaded or very lightly loaded state at the moment the torque command crosses zero (this includes components such as gears on the motor shaft; unloaded only means that no other shafts and driven gears are being driven to rotate), the transmission chain observation module 621 compares the actual angular acceleration of the motor with the theoretical unloaded angular acceleration. When the two are within a similar range of allowable error, it can determine that the motor is in the "no-load stroke" of traversing the backlash. By recording the angle rotated during this stroke, the equivalent backlash width can be obtained. This identification process is performed every time the torque reverses and is continuously updated, thereby adapting to the backlash changes caused by wear and tear from long-term vehicle use.

[0041] The transmission chain compensation module 622 receives the equivalent backlash width transmitted by the transmission chain observation module 621 and calculates a torque pulse signal for smooth transmission compensation, which is then transmitted to the main control module 61. Before the next torque command crosses zero, the transmission chain compensation module 622 performs proactive compensation based on the latest observed equivalent backlash width. Based on the equivalent backlash width obtained from the transmission chain observation module 621, the transmission chain compensation module 622 calculates a precise torque pulse. This torque pulse waveform needs to include the following stages: first, outputting a negative pulse torque (large amplitude but extremely short duration) to overcome the motor's own inertia and force it to decelerate rapidly, thereby... The driven gear is allowed to quickly approach the driving gear on the motor shaft. At the instant they are about to make contact, a positive torque pulse is applied, causing the speeds of the driving and driven gears on the motor shaft to make contact at almost identical tangential speeds. The two tooth surfaces can achieve a soft landing with almost no impact at the moment of contact, thereby extending gear life and optimizing the driving experience, making the driving experience smooth. After the backlash crossing and contact compensation is completed, 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 retried when the torque crosses zero), allowing the vehicle to begin smooth energy recovery deceleration.

[0042] As one 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 mounted on the control main board 2. It receives the current signal from the current sensor 52 and the position signal from the position signal processing circuit 512, calculates the effective voltage acting on the motor, and then compares the calculated effective voltage with the command voltage issued by the main control module 61. The inverter compensation module 632 is mounted on the control main board 2 and 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, optimizing dead-zone effects and on-state voltage drop to ensure that 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 acting on the motor based on the current signal (calculated according to the motor's own parameters, V). 有效= Resistor voltage + Inductor voltage + Back EMF voltage, where the resistor voltage and inductor voltage can be obtained from the motor's own parameter data, while the back EMF voltage can be obtained by multiplying the motor's angular velocity calculated by the position signal processing circuit 512 by the motor's own back EMF constant. The effective voltage is then compared with the command voltage issued by the main control module 61, and the difference between the two is calculated. 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 subsequent decrease of the original ideal voltage command. By actively increasing the voltage based on the original voltage command, this finally calibrated command voltage is applied to the motor to ensure that the initially desired effective voltage can be obtained.

[0043] The inverter compensation module 632 receives the command voltage, effective voltage, and error voltage transmitted by the inverter observation module 631 and stores and updates them online into a lookup table. When the main control module 61 sends 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 it online to generate a multi-dimensional lookup table. When the controller needs to output voltage, the inverter compensation module 632 will find the effective voltage that is equal to or closest to this 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 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. To further improve the compensation effect, a temperature sensor can be introduced. During vehicle operation, the power... The operating temperature of inverter 4 is not fixed, and the electrical characteristics of power semiconductor devices are extremely sensitive to temperature. After introducing a temperature sensor, the real-time temperature information collected can also be sent to inverter compensation module 632, and the command voltage, effective voltage and error voltage under the temperature condition can be matched. At this time, inverter compensation module 632 will match the data with similar effective voltage in the multi-dimensional 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). Before the vehicle is used, some standard data obtained through testing can be stored in inverter compensation module 632. After a period of use, these data will be updated to best fit the actual situation of the vehicle.

[0044] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as defined by the appended claims and their equivalents.

Claims

1. An electric vehicle drive motor controller, comprising a housing (1), a control motherboard (2), and a terminal interface (3), characterized in that: It also includes a power inverter (4), a sensor assembly (5), and a control assembly (6); the power inverter (4) is mounted on the control motherboard (2); the sensor assembly (5) is used to collect the motor operating status; 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 torque requests and transmit torque commands to the power inverter (4); the transmission chain control module (62) is used to identify the transmission status online and transmit compensation signals 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 correction signals to the main control module (61); The sensing 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 current signal of the motor rotor at high frequency; the position sensor (51) is used to collect the position signal of the motor rotor at high frequency. 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) arranged on the side wall of the enclosure (1); 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 on the control motherboard (2) and receives the position signal transmitted by the resolver sensor (511) through a low-voltage signal terminal connector (33); 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 installed on the control motherboard (2). 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. It compares the actual angular acceleration of the motor with the theoretical no-load angular acceleration and determines that the error between the actual angular acceleration of the motor and the theoretical no-load angular acceleration is within a fixed percentage range of ±5%. It records the angle rotated during the no-load stroke of the continuous error range to obtain the equivalent backlash width. The transmission chain compensation module (622) is installed on the control motherboard (2) and is electrically connected to the transmission chain observation module (621).

2. The electric vehicle drive motor controller according to claim 1, characterized in that: The transmission chain compensation module (622) is used to receive the equivalent backlash width transmitted by the transmission chain observation module (621) and calculate a torque pulse signal for smooth transmission compensation, which is then transmitted to the main control module (61).

3. The electric vehicle drive motor controller according to claim 1, 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 mounted on the control motherboard (2). The inverter observation module (631) is used to receive the current signal from the current sensor (52) and the position signal from the position signal processing circuit (512) and calculate the effective voltage actually acting on the motor. Then, the calculated effective voltage is compared with the command voltage issued by the main control module (61). The inverter compensation module (632) is mounted on the control motherboard (2) and electrically connected to the inverter observation module (631).

4. The electric vehicle drive motor controller according to claim 3, 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 in a lookup table online. When the main control module (61) issues the 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 corresponding to the found effective voltage to the main control module (61) for calibration.

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