Fault protection method and device for motor system of electric vehicle and electronic equipment

Abstract

The invention discloses a fault protection method and device for a motor system of an electric vehicle and electronic equipment. The method comprises the following steps: acquiring a voltage signal, a power supply signal, a state signal and a current signal of a motor system of the electric vehicle; determining a first fault result according to the voltage signal and the power signal; determining a second fault result according to the first fault result and the state signal; determining a third fault result according to the first fault result, the second fault result and the current signal; and according to the first fault result, the second fault result and the third fault result, target protection operation corresponding to the electric vehicle motor system is determined. According to the invention, the technical problem of low fault protection reliability of the motor system of the electric vehicle when the motor system of the electric vehicle breaks down in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicles, and more specifically, to a fault protection method, device, and electronic device for an electric vehicle motor system. Background Technology

[0002] In related technologies, the electric vehicle motor system, as the core power system of an electric vehicle, is susceptible to failure, which can affect the safe operation of the vehicle and the safety of its occupants. A reliable fault protection mechanism can promptly detect abnormal states in the motor system and take swift action to prevent further deterioration of the fault and reduce potential harm to the vehicle and its occupants. However, in related technologies, the reliability of fault protection mechanisms for electric vehicle motor systems is low when a fault occurs.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a fault protection method, device, and electronic device for an electric vehicle motor system, to at least solve the technical problem of low reliability of fault protection for electric vehicle motor systems when a fault occurs in the related art.

[0005] According to one aspect of the present invention, a fault protection method for an electric vehicle motor system is provided, comprising: acquiring a voltage signal, a power supply signal, a status signal, and a current signal of the electric vehicle motor system, wherein the status signal is used to indicate the operating status of a control module corresponding to the electric vehicle motor system; determining, based on the voltage signal and the power supply signal, a first fault result of whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode; determining, based on the first fault result and the status signal, a second fault result of whether to perform a second protection operation on the electric vehicle motor system, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode; determining, based on the second fault result and the current signal, a third fault result of whether to perform a third protection operation on the electric vehicle motor system, wherein the third protection operation is used to control the electric vehicle motor to brake in a third braking mode, wherein the braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode; and determining a target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result.

[0006] Optionally, determining the first fault result of whether to perform a first protection operation on the electric vehicle motor system based on the voltage signal and the power signal includes: verifying the power signal to obtain a verification signal; determining fault parameters corresponding to a plurality of target signals, wherein the plurality of target signals include the voltage signal, the power signal, and the verification signal; and determining the first fault result of whether to perform a first protection operation on the electric vehicle motor system based on the fault parameters corresponding to the plurality of target signals, wherein when at least one of the fault parameters corresponding to the plurality of target signals is a predetermined parameter, the first fault result is to perform the first protection operation.

[0007] Optionally, determining the target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result includes any of the following methods: if the first fault result is to execute the first protection operation, determining the target protection operation corresponding to the electric vehicle motor system based on the first fault result; if the first fault result is not to execute the first protection operation, determining the target protection operation corresponding to the electric vehicle motor system based on the second fault result; if the first fault result is not to execute the first protection operation, and the second fault result is not to execute the second protection operation, determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result.

[0008] Optionally, after determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result when the first fault result is that the first protection operation is not performed and the second fault result is that the second protection operation is not performed, the method further includes: performing the target protection operation on the electric vehicle motor system and obtaining a fourth fault result and a fifth fault result corresponding to the electric vehicle motor system, wherein the fourth fault result is a determination result of performing the first protection operation on the electric vehicle motor system and the fifth fault result is a determination result of performing the second protection operation on the electric vehicle motor system; determining whether to continue performing the updated execution result of the target protection operation based on the fourth fault result and the fifth fault result; and determining an updated protection operation based on the updated execution result to perform protection on the electric vehicle motor system.

[0009] Optionally, the first protection operation includes: controlling the upper three bridge arms of the power control module corresponding to the electric vehicle motor system to be in a conducting state and controlling the lower three bridge arms to be in a disconnected state; the second protection operation includes: controlling the upper three bridge arms of the power control module to be in a disconnected state and controlling the lower three bridge arms to be in a conducting state; the third protection operation includes: controlling the upper three bridge arms of the power control module to be in a disconnected state and controlling the lower three bridge arms to be in a disconnected state; wherein, the upper three bridge arms are used to control the circuit connection / disconnection between the positive terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor, and the lower three bridge arms are used to control the circuit connection / disconnection between the negative terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor.

[0010] Optionally, the first protection operation further includes: acquiring temperature data corresponding to the electric vehicle motor; determining the conduction frequency corresponding to the upper three bridge arms based on the temperature data; and controlling the conduction state of the upper three bridge arms based on the conduction frequency.

[0011] Optionally, before acquiring the current signal, the process includes: detecting the current state of the electric vehicle motor system to obtain an initial signal corresponding to the current state; determining the operating parameters corresponding to the electric vehicle motor system; and adjusting the initial signal according to the operating parameters to obtain the current signal.

[0012] According to one aspect of the present invention, a fault protection device for an electric vehicle motor system is provided, comprising: an acquisition module, configured to acquire a voltage signal, a power supply signal, a status signal, and a current signal of the electric vehicle motor system, wherein the status signal is used to indicate the operating status of a control module corresponding to the electric vehicle motor system; a first determination module, configured to determine, based on the voltage signal and the power supply signal, whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode; and a second determination module, configured to determine, based on the first fault result and the status signal, whether to perform a second protection operation on the electric vehicle motor system. The second fault result is determined by the first fault result, the second fault result, and the current signal, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode; the third determining module is used to determine a third fault result, based on the first fault result, the second fault result, and the current signal, whether to perform a third protection operation on the electric vehicle motor system, wherein the third protection operation is used to control the electric vehicle motor to brake in a third braking mode, the braking speed of the third braking mode being less than the braking speed of the second braking mode, and the braking speed of the second braking mode being less than the braking speed of the first braking mode; the fourth determining module is used to determine a target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result.

[0013] According to one aspect of the present invention, an electronic device is provided, comprising: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the fault protection method for an electric vehicle motor system as described in any of the preceding claims.

[0014] According to one aspect of the present invention, a computer-readable storage medium is provided, comprising: when instructions in the computer-readable storage medium are executed by a processor of an electronic device, enabling the electronic device to perform the fault protection method for an electric vehicle motor system as described above.

[0015] In this embodiment of the invention, voltage signals, power signals, status signals, and current signals of an electric vehicle motor system are acquired. The status signals represent the operating status of the control module corresponding to the electric vehicle motor system. Based on the voltage signals and power signals, a first fault result is determined regarding whether to perform a first protection operation on the electric vehicle motor system. The first protection operation controls the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode. Based on the first fault result and the status signals, a second fault result is determined regarding whether to perform a second protection operation on the electric vehicle motor system. The second protection operation controls the electric vehicle motor to brake in a second braking mode. Based on the first fault result, the second fault result, and the current signals, a third fault result is determined regarding whether to perform a third protection operation on the electric vehicle motor system. The third protection operation controls the electric vehicle motor to brake in a third braking mode, where the braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode. Based on the first fault result, the second fault result, and the third fault result, a target protection operation corresponding to the electric vehicle motor system is determined. By integrating voltage, power, status, and current signals, the operating status of the electric vehicle motor system can be reflected from different perspectives. Combined with different fault results, the braking effect is progressively enhanced for different fault severity levels. This effectively protects the motor while minimizing the impact on vehicle operation, thus solving the technical problem of low reliability of electric vehicle motor system fault protection when a fault occurs. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart of a fault protection method for an electric vehicle motor system according to an embodiment of the present invention;

[0018] Figure 2 This is a structural block diagram of a fault protection device for an electric vehicle motor system according to an embodiment of the present invention. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] Example 1

[0022] According to an embodiment of the present invention, an embodiment of a fault protection method for an electric vehicle motor system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0023] Figure 1 This is a flowchart of a fault protection method for an electric vehicle motor system according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0024] S102, acquire the voltage signal, power signal, status signal and current signal of the electric vehicle motor system. The status signal is used to indicate the operating status of the control module corresponding to the electric vehicle motor system.

[0025] In step S102 of this application, the voltage signal, power supply signal, status signal and current signal of the electric vehicle motor system are acquired.

[0026] This involves the electric vehicle motor system, which is the core power system of the electric vehicle drive system. Its main function is to convert the electrical energy output by the power battery into mechanical energy to drive the vehicle.

[0027] This involves voltage signals, which are electrical signals used to monitor the voltage status in the electric vehicle motor system. These voltage signals can be of two types: first, the voltage signal of the main circuit (bus) of the electric vehicle motor (hereinafter referred to as "motor") in the electric vehicle motor system (collected by the high-voltage detection module (HV Det)), reflecting the voltage level supplied by the power battery to the motor, used to determine whether an overvoltage fault exists; second, the voltage signal of the three-phase windings of the motor, assisting in determining whether there are voltage abnormalities in the motor windings. The signals are transmitted in the form of electrical signals (such as high level and low level), providing voltage-dimensional data for subsequent fault judgment (such as whether the first protection operation is triggered).

[0028] This involves power signals, which are the signals indicating the operating status of the power supply to the motor in an electric vehicle motor system, including signals output by the power management module (PMIC). Examples include a stable high-level signal output when the PMIC is working normally, or a low-level signal output when the PMIC fails.

[0029] This involves status signals, which are used to indicate the operating status of the control module corresponding to the electric vehicle motor system. The control module includes a microcontroller (MCU).

[0030] This involves current signals, which are electrical signals used to monitor the current status in the electric vehicle motor system. These signals mainly include the current signals of the three-phase windings of the motor in the electric vehicle motor system. They can be collected by the current detection module (OC Det) to reflect the current load situation when the motor is running and to determine whether there is an overcurrent fault.

[0031] This includes a control module, which is responsible for signal processing, logic judgment, and instruction issuance, and includes an MCU.

[0032] This includes the operating status, which refers to the working state of the control module (such as the MCU), including normal operating status and abnormal operating status.

[0033] By acquiring voltage, power, status, and current signals, the real-time operating status of an electric vehicle's motor system can be reflected from multiple dimensions. Voltage signals are used to monitor the supply voltage level and motor winding voltage state within the electric vehicle's motor system. Power signals reflect the operating status of the power module in the electric vehicle's motor system. Status signals indicate the operating status of the control module in the electric vehicle's motor system, and current signals monitor the motor's current load. Acquiring these signals enables the system to detect abnormal conditions in the operation of the electric vehicle's motor system in a timely and accurate manner, thus providing a reliable basis for subsequent fault diagnosis and protection operations. This effectively improves the reliability and accuracy of fault protection, reduces the impact of motor faults on vehicle operation, and ensures the safe operation of the vehicle.

[0034] S104, based on the voltage signal and the power signal, determine whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode.

[0035] In step S104 provided in this application, a first fault result is determined based on the voltage signal and the power signal, indicating whether to perform a first protection operation on the electric vehicle motor system.

[0036] This involves a first protection operation, which is a first protection measure executed on the electric vehicle motor system when a corresponding fault condition (such as overvoltage or power management module failure) is detected, in order to protect the motor from the effects of overvoltage or power failure.

[0037] This involves a first fault result, which is the result of analyzing voltage and power signals to determine whether a voltage or power fault exists in the electric vehicle motor system. This first fault result indicates whether a first protection operation needs to be performed on the electric vehicle motor system. For example, if at least one of the voltage or power signals indicates a fault, the first fault result indicates a voltage or power fault in the electric vehicle motor system, and the first protection operation is performed; otherwise, the first protection operation is not performed.

[0038] This involves a first braking method, which is a method that enables the electric vehicle motor to brake at a relatively fast speed.

[0039] Voltage signals (including bus and three-phase winding voltages) can directly reflect whether the motor supply voltage in the electric vehicle motor system exceeds the standard (overvoltage fault). Power signals (such as PMIC output level) can intuitively reflect the stability of the power supply system in the electric vehicle motor system (power module failure fault). Therefore, based on the analysis of these two types of signals, high-urgency faults can be accurately identified, and the first fault result of whether to execute the first protection operation can be determined. In the event of a fault, the electric vehicle motor can be quickly braked for high-risk faults in the electric vehicle motor system (such as overvoltage, power management module failure), so as to intercept the core faults of the electric vehicle motor system in a timely manner and avoid the fault from expanding and causing serious damage to the electric vehicle motor system.

[0040] S106, based on the first fault result and the status signal, determine whether to perform a second protection operation on the electric vehicle motor system, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode.

[0041] In step S106 provided in this application, a second fault result is determined based on the first fault result and the status signal, indicating whether to perform a second protection operation on the electric vehicle motor system.

[0042] This involves a second protection operation, which is a second protection measure executed on the electric vehicle motor system when a corresponding fault condition is detected (such as the first fault result being that the first protection operation is not executed, and the status signal indicating a fault signal).

[0043] This involves a second fault result, which is determined based on the first fault result and the analysis of the status signals, indicating whether a control module fault exists in the electric vehicle motor system. This second fault result indicates whether a second protection operation needs to be performed on the electric vehicle motor system. For example, if the first fault result indicates that the first protection operation should not be performed, and the status signal indicates a fault signal, then the second fault result indicates that a control module fault exists in the electric vehicle motor system, and the second protection operation will be performed.

[0044] This involves a second braking method, which is a method that makes the braking speed of the electric vehicle motor relatively moderate.

[0045] By introducing status signals to simultaneously determine the operating status of the control module in the electric vehicle motor system, a hierarchical and progressive protection strategy can be achieved. This avoids unnecessary redundant actions when the first protection operation has already been executed, while ensuring the effectiveness of the protection for the electric vehicle motor system, balancing motor safety and operational stability, thereby enabling differentiated responses to faults of different urgency levels, and ultimately improving the accuracy and reliability of the electric vehicle motor system protection.

[0046] S108, based on the first fault result, the second fault result, and the current signal, determine whether to perform a third protection operation on the electric vehicle motor system. The third protection operation is used to control the electric vehicle motor to brake in a third braking mode. The braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode.

[0047] In step S108 provided in this application, a third fault result is determined based on the first fault result, the second fault result, and the current signal, to determine whether to perform a third protection operation on the electric vehicle motor system.

[0048] This involves a third protection operation, which is a third-level protection action triggered by a current signal. It is a protection measure for low-urgency faults (such as overcurrent) in the electric vehicle motor system and can be regarded as a fallback protection.

[0049] This involves a third fault result, which is the result of analyzing the first fault result, the second fault result, and the status signal to determine whether there is a current fault in the electric vehicle motor system, in order to determine whether a third protection operation needs to be performed to protect the electric vehicle motor system.

[0050] This involves a third braking method, which is the method that makes the electric vehicle motor brake at the slowest speed.

[0051] By prioritizing the results of the first two protection levels (which only takes effect when neither of the first two levels is executed), and combining the current signal, low-risk faults are accurately identified, avoiding waste of protection resources. While ensuring motor safety, unnecessary braking interference with vehicle operation is reduced, and conflicts and redundancies of multiple protections are avoided. Ultimately, a layered response to various faults is achieved, improving the integrity and adaptability of the motor protection system.

[0052] S110, based on the first fault result, the second fault result, and the third fault result, determine the target protection operation corresponding to the electric vehicle motor system.

[0053] In step S110 provided in this application, a target protection operation corresponding to the electric vehicle motor system is determined based on the first fault result, the second fault result, and the third fault result.

[0054] This involves a target protection operation, which is the specific protection measure to be implemented on the electric vehicle motor system based on a comprehensive assessment of the first, second, and third fault results. This target protection operation selects the most suitable protection strategy for the current state of the electric vehicle motor system based on the severity and specific circumstances of the fault, ensuring the safe operation of the motor while minimizing the impact on vehicle driving.

[0055] By comprehensively considering multiple fault outcomes, the target protection operation can select the most appropriate protection strategy based on the severity and specific circumstances of the fault. This hierarchical protection mechanism can effectively improve the reliability and flexibility of fault protection, ensuring that appropriate measures are taken under different fault conditions to protect the motor from damage while minimizing the impact on vehicle operation.

[0056] Through the above steps S102-S110, the voltage signal, power signal, status signal, and current signal of the electric vehicle motor system are acquired. The status signal is used to indicate the operating status of the control module corresponding to the electric vehicle motor system. Based on the voltage signal and the power signal, a first fault result is determined as to whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode. Based on the first fault result and the status signal, a second fault result is determined as to whether to perform a second protection operation on the electric vehicle motor system, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode. Based on the first fault result, the second fault result, and the current signal, a third fault result is determined as to whether to perform a third protection operation on the electric vehicle motor system, wherein the third protection operation is used to control the electric vehicle motor to brake in a third braking mode, the braking speed of the third braking mode being less than the braking speed of the second braking mode, and the braking speed of the second braking mode being less than the braking speed of the first braking mode. Based on the first fault result, the second fault result, and the third fault result, a target protection operation corresponding to the electric vehicle motor system is determined. By integrating voltage, power, status, and current signals, the operating status of the electric vehicle motor system can be reflected from different perspectives. Combined with different fault results, the braking effect is progressively enhanced for different fault severity levels. This effectively protects the motor while minimizing the impact on vehicle operation, thus solving the technical problem of low reliability of electric vehicle motor system fault protection when a fault occurs.

[0057] As an optional embodiment, determining a first fault result of whether to perform a first protection operation on the electric vehicle motor system based on a voltage signal and a power signal includes: verifying the power signal to obtain a verification signal; determining fault parameters corresponding to multiple target signals, wherein the multiple target signals include a voltage signal, a power signal, and a verification signal; and determining a first fault result of whether to perform a first protection operation on the electric vehicle motor system based on the fault parameters corresponding to the multiple target signals, wherein when at least one fault parameter among the fault parameters corresponding to the multiple target signals is a predetermined parameter, the first fault result is to perform a first protection operation.

[0058] In this embodiment, specific steps are described to determine the first fault result of whether to perform a first protection operation on the electric vehicle motor system based on the voltage signal and the power signal.

[0059] This involves verification, which is a process of verifying the power signal to ensure the integrity and accuracy of the signal.

[0060] This involves a verification signal, which is the result of the verification process, and is used to further combine with the power supply signal to determine whether there is a power supply-level fault in the electric vehicle motor system.

[0061] This involves fault parameters, which are characteristics used to represent corresponding signals in order to determine whether a fault exists in the electric vehicle's motor system. These fault parameters can be signal types; for example, a high-level signal indicates a fault, while a low-level signal indicates no fault.

[0062] This involves multiple target signals, which are signals that reflect whether there is a fault in the electric vehicle motor system from different perspectives, including voltage signals, power supply signals, and verification signals.

[0063] This involves a predetermined parameter, which is a pre-set parameter value used to distinguish whether there is a fault in the electric vehicle motor system. When at least one of the fault parameters corresponding to multiple target signals is a predetermined parameter, it is considered that the first protection operation needs to be performed.

[0064] The verification signal is further combined with the power supply signal to reflect whether there is a power supply-level fault in the electric vehicle motor system from different perspectives. Fault parameters are used to judge signal characteristics, such as high or low level. In addition, through multiple target signals (voltage signal, power supply signal, and verification signal), the fault status of the motor can be comprehensively reflected, which improves the accuracy and reliability of fault detection and ensures that protective measures are taken in a timely manner when a fault occurs.

[0065] As an optional embodiment, the target protection operation corresponding to the electric vehicle motor system is determined based on the first fault result, the second fault result, and the third fault result, including any of the following methods: if the first fault result is to execute the first protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the first fault result; if the first fault result is not to execute the first protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the second fault result; if the first fault result is not to execute the first protection operation and the second fault result is not to execute the second protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the third fault result.

[0066] In this embodiment, the specific steps for determining the target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result are described.

[0067] Through the above steps, based on the priority principle centered on the urgency of the fault, the determination of the target protection operation is divided into three levels of priority judgment:

[0068] Highest priority: Respond first to the first fault outcome. If the first fault outcome is to execute the first protection operation (corresponding to the highest urgency faults such as overvoltage or power management module failure), then the first protection operation is directly set as the target protection operation, without considering the second or third fault outcomes;

[0069] Secondary priority: If the first protection is not executed, respond to the second fault result. If the first fault result is not to execute the first protection operation (excluding the highest urgency fault), then the target protection operation (corresponding to medium urgency faults such as control module abnormality) is determined based on the second fault result;

[0070] Basic priority: The third fault result is responded to when the first two levels are not executed. The target protection operation (corresponding to low-urgency faults such as overcurrent) is determined only when the first and second fault results are both not executed (excluding high and medium urgency faults).

[0071] The above steps resolve the issues of inconsistent fault protection response and poor adaptability in related technologies, resulting in the following technical effects:

[0072] On the one hand, by prioritizing higher-priority protection over lower-priority protection, emergency faults are handled first. For example, when a motor has both overvoltage (requiring first-level protection) and overcurrent (requiring third-level protection) faults, the first-level protection operation (upper three bridges conduct, lower three bridges disconnect) will be executed first, using the fastest braking method to curb the expansion of high-risk faults and avoid serious damage such as motor demagnetization and burnout due to delays caused by lower-priority protection.

[0073] On the other hand, by screening at each level, the protection operation is precisely matched with the urgency of the fault. This avoids using high-intensity braking for low-urgency faults (such as overcurrent faults, which do not require the fastest first braking method to be activated, reducing the impact on the motor and interference with vehicle operation), and also prevents using weak protection for high-urgency faults (such as overvoltage faults, which will not only execute the third protection of cutting off the power supply, avoiding fault out of control).

[0074] Furthermore, the above steps do not require complex data processing and analysis. By filtering at each level, logical conflicts and the probability of misjudgment are reduced, ultimately achieving the dual goals of both efficiently protecting the motor and minimizing the impact on vehicle operation.

[0075] As an optional embodiment, if the first fault result is that the first protection operation is not performed, and the second fault result is that the second protection operation is not performed, after determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result, the method further includes: performing the target protection operation on the electric vehicle motor system, and obtaining a fourth fault result and a fifth fault result corresponding to the electric vehicle motor system, wherein the fourth fault result is the determination result of performing the first protection operation on the electric vehicle motor system, and the fifth fault result is the determination result of performing the second protection operation on the electric vehicle motor system; determining whether to continue performing the updated execution result of the target protection operation based on the fourth fault result and the fifth fault result; and determining an updated protection operation based on the updated execution result to perform protection on the electric vehicle motor system.

[0076] In this embodiment, the specific steps are described after determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result when the first fault result is that the first protection operation is not performed and the second fault result is that the second protection operation is not performed.

[0077] This involves a fourth fault result, which is the determination result of performing the first protection operation on the electric vehicle motor system after the target protection operation is executed. Specifically, it is a feedback signal indicating whether the first protection operation needs to be performed under the current circumstances. If the fourth fault result indicates that there is a fault condition requiring the first protection operation, then the first protection operation is reassessed and executed.

[0078] This includes a fifth fault result, which determines whether a second protection operation should be performed on the electric vehicle motor system after the target protection operation has been executed. Similar to the fourth fault result, it is also a feedback signal used to assess whether a second protection operation is necessary. If the fifth fault result indicates that a fault condition necessitates the execution of a second protection operation, the fourth fault result will be re-evaluated to determine whether the second protection operation should be performed.

[0079] This involves updating the execution result, which determines whether to continue the target protection operation after comprehensively considering the results of the fourth and fifth faults. Determining this updated execution result is a dynamic adjustment process; during this process, the latest fault detection results will be used to decide whether to continue the current protection operation or whether adjustments to the protection operation are necessary.

[0080] This involves updating the protection operation, which performs protection actions on the electric vehicle motor system based on the update results. This update operation may continue with the current target protection operation or switch to a more suitable protection operation (such as a first protection operation or a second protection operation) based on new fault detection results. The purpose of the update operation is to ensure that the motor receives the most effective protection in the event of a fault, while minimizing the impact on vehicle operation.

[0081] Through the above steps, by continuously detecting and evaluating fault conditions, the protection strategy can be adjusted in a timely manner to ensure that the most appropriate protection measures are taken under different fault conditions. This achieves dynamic adjustment and feedback, further improving the flexibility and reliability of the fault protection system.

[0082] As an optional embodiment, the first protection operation includes: controlling the upper three bridge arms of the power control module corresponding to the electric vehicle motor system to be in a conducting state and controlling the lower three bridge arms to be in a disconnected state; the second protection operation includes: controlling the upper three bridge arms of the power control module to be in a disconnected state and controlling the lower three bridge arms to be in a conducting state; the third protection operation includes: controlling the upper three bridge arms of the power control module to be in a disconnected state and controlling the lower three bridge arms to be in a disconnected state; wherein, the upper three bridge arms are used to control the circuit connection / disconnection between the positive terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor, and the lower three bridge arms are used to control the circuit connection / disconnection between the negative terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor.

[0083] In this embodiment, the first protection operation is further described.

[0084] This involves a power control module, a key component of the electric vehicle motor system, responsible for controlling the motor's power input and output. This power control module controls the on / off states of the motor's three-phase bridge arms (upper and lower bridges) to achieve the motor's driving, braking, and protection functions.

[0085] This involves the conduction state, which is when the bridge arm (upper three bridges or lower three bridges) is in a state where current can pass through.

[0086] This includes the disconnected state, which is when the bridge arm (upper three bridges or lower three bridges) is in a state that prevents current from flowing through.

[0087] This involves the on / off state of the circuit, which determines whether current is allowed to flow through the circuit. In the on state, the circuit is open and current can flow; in the off state, the circuit is closed and current cannot flow.

[0088] For the first protection operation:

[0089] Upper three bridge arms controlled to conduction state: Set the upper three bridge arms of the power control module to conduction state, allowing current to flow from the positive terminal of the power supply to the motor.

[0090] Lower three bridge arms controlled to the off state: Set the lower three bridge arms of the power control module to the off state to prevent current from flowing from the motor to the negative terminal of the power supply.

[0091] The current loop constructed through the above steps is that the current flows from the positive terminal of the power supply → the upper three bridge arms → the three-phase windings of the motor. However, the lower three bridge arms are all disconnected, and the current cannot return to the negative terminal of the power supply, resulting in a stall current in the motor windings. This allows the motor to use its own electromagnetic resistance to achieve rapid braking, while also consuming the inertial energy of the motor rotation.

[0092] For the second protection operation:

[0093] Upper three bridge arms control is in the off state: Set the upper three bridge arms of the power control module to the off state to prevent current from flowing from the positive terminal of the power supply to the motor.

[0094] Lower three bridge arms controlled to conduction state: Set the lower three bridge arms of the power control module to conduction state, allowing current to flow from the motor to the negative terminal of the power supply.

[0095] The current loop constructed through the above steps has the following current path: motor three-phase windings (induced current is generated due to inertial rotation) → lower three bridge arms → power supply negative terminal. Braking can also be achieved through the electromagnetic resistance of the motor windings.

[0096] For the third protection operation:

[0097] Upper three bridge arms control is in the off state: Set the upper three bridge arms of the power control module to the off state to prevent current from flowing from the positive terminal of the power supply to the motor.

[0098] Lower three bridge arms controlled to the off state: Set the lower three bridge arms of the power control module to the off state to prevent current from flowing from the motor to the negative terminal of the power supply.

[0099] Completely disconnect the motor from the power supply, causing the motor to lose external electromagnetic control and gradually stop relying solely on its own inertia and mechanical resistance.

[0100] Through the above steps, the electric vehicle motor loses all external electromagnetic control and gradually stops due to its own inertia and mechanical resistance.

[0101] By controlling the on / off states of the upper and lower three bridge arms of the power control module, different levels of protection mechanisms are constructed, thereby achieving different degrees of braking and protection for the electric vehicle motor system. Furthermore, the hierarchical protection mechanism can flexibly adjust the braking mode according to the severity of the fault, effectively protecting the motor in the electric vehicle motor system from damage, while minimizing the impact on vehicle driving and ensuring the safe operation of the vehicle.

[0102] As an optional embodiment, the first protection operation further includes: acquiring temperature data corresponding to the electric vehicle motor; determining the conduction frequency corresponding to the upper three bridge arms based on the temperature data; and controlling the conduction state of the upper three bridge arms based on the conduction frequency.

[0103] In this embodiment, the first protection operation is further described.

[0104] This includes temperature data, which is real-time temperature information detected by the electric vehicle motor during operation. This temperature data reflects the temperature status of the electric vehicle motor.

[0105] This involves the switching frequency, which refers to the frequency at which the upper three bridge arms switch between on and off states during the first protection operation. Specifically, it refers to the number of times the upper three bridge arms switch from the off state to the on state per unit time.

[0106] The conduction frequency can be dynamically adjusted based on the motor's temperature data to ensure that the motor can brake safely and effectively under different temperature conditions.

[0107] As an optional embodiment, before acquiring the current signal, the process includes: detecting the current state of the electric vehicle motor system to obtain an initial signal corresponding to the current state; determining the operating parameters corresponding to the electric vehicle motor system; and adjusting the initial signal based on the operating parameters to obtain the current signal.

[0108] In this embodiment, the specific steps prior to acquiring the current signal are described.

[0109] This includes current status, which refers to the real-time current information detected by the electric vehicle's motor system during operation. This information reflects the current status of the electric vehicle's motor system, including the magnitude, direction, and trend of the current. Current status can be used to determine whether faults such as overcurrent exist.

[0110] This involves operating parameters, which are various working condition parameters related to the operation of the electric vehicle's motor system. These parameters include vehicle speed, throttle opening, gear position, and slope sensor data, reflecting the vehicle's current operating status. Operating parameters are crucial for adjusting the processing method of the current signal because the current state differs under different operating conditions.

[0111] The initially acquired current signal (i.e., the initial signal) is adjusted based on operating parameters. For example, during hill climbing or overtaking, the motor may experience a short-term surge in current. In such cases, the judgment of the current state needs to be adjusted appropriately to avoid misjudging it as an overcurrent fault. By dynamically adjusting the current signal processing method, it can be ensured that the current signal used for subsequent fault diagnosis accurately reflects the actual operating state of the motor under different operating conditions.

[0112] Based on the above embodiments and optional embodiments, an optional implementation method is provided, which is described in detail below.

[0113] In related technologies, the electric vehicle motor system, as the core power component of an electric vehicle, is susceptible to damage if it malfunctions, affecting the safe operation of the vehicle and the safety of its occupants. A reliable fault protection mechanism can promptly detect abnormal motor conditions and take swift action to prevent further deterioration of the fault and reduce potential harm to the vehicle and its occupants. However, in related technologies, the reliability of fault protection mechanisms for electric vehicle motor systems is often low when a fault occurs.

[0114] There is currently no effective solution to the above problems.

[0115] In view of this, an optional embodiment of the present invention provides a fault protection method for an electric vehicle motor system, which can effectively solve the above-mentioned technical problems.

[0116] This fault protection method involves the following modules:

[0117] The system includes a microcontroller (MCU), a power management module (PMIC), logic modules (including OR gates, tri-state gates, NOT gates, etc.), a silicon carbide (SiC) module (same as the power control module mentioned above), a drive module (using the GD3160 model), a high-voltage detection module (HV Det), and a current detection module (OC Det). The following description focuses on the short-circuit protection off state (SPO), overvoltage, and overcurrent conditions to achieve protection functions when the motor fails, improve the motor control logic, enhance vehicle safety performance, and reduce the possibility of motor demagnetization.

[0118] S1. Acquire the voltage signal, power signal, status signal and current signal of the electric vehicle motor system. The status signal is used to indicate the operating status of the control module corresponding to the electric vehicle motor system.

[0119] Furthermore, before acquiring the current signal, the following steps are included:

[0120] The current state of the electric vehicle motor system is detected to obtain an initial signal corresponding to the current state; the operating parameters corresponding to the electric vehicle motor system are determined; and the initial signal is adjusted according to the operating parameters to obtain the current signal.

[0121] S2. Based on the voltage signal and the power signal, determine the first fault result of whether to perform the first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor to brake in the first braking mode.

[0122] Specifically, based on the voltage signal and the power supply signal, the first fault result for determining whether to perform the first protection operation on the electric vehicle motor system includes:

[0123] The power supply signal is verified to obtain a verification signal; fault parameters corresponding to multiple target signals are determined, including voltage signals, power supply signals, and verification signals; based on the fault parameters corresponding to the multiple target signals, a first fault result is determined as to perform a first protection operation on the electric vehicle motor system, wherein when at least one fault parameter among the fault parameters corresponding to the multiple target signals is a predetermined parameter, the first fault result is to perform a first protection operation.

[0124] When the first protection operation command is executed, the upper three bridge arms of the silicon carbide (SIC) module are in the on state, and the lower three bridge arms of the SIC module are in the off state.

[0125] Specifically:

[0126] The high voltage detection module (HV Det) outputs a voltage signal (represented as OV_ASC_Final). When there is an overvoltage, this voltage signal is a high-level signal, and vice versa.

[0127] The Power Management Module (PMIC) outputs a power signal (denoted as EN_PMIC_OUT). When the PMIC fails, this power signal is low; otherwise, it is high. Taking a low-level power signal as an example, after passing it through a NOT gate for inversion, a new power signal is generated, which is high (denoted as SS).

[0128] The microcontroller (MCU) receives the power signal from the PMIC and verifies it, outputting a verification signal (denoted as ASC_TOP). Taking a low-level power signal as an example, if the MCU verifies that the PMIC's power signal is real and accurate, then the output verification signal will be a high-level signal.

[0129] The aforementioned OV_ASC_Final, SS, and ASC_TOP signals are evaluated by an OR gate to generate the first control signal (FSISO). Since the FSISO signal is generated from the low-voltage portion through a logic gate, it must be isolated before being transmitted to the driver module. Therefore, the isolated FSISO is represented as FSISO_Final. Finally, FSISO_Final is connected to the corresponding control pin of the driver module, controlling the upper and lower three bridges of the SiC module based on the state of each bridge arm pin.

[0130] S3. Based on the first fault result and the status signal, determine whether to perform the second protection operation on the electric vehicle motor system. The second protection operation is used to control the electric vehicle motor to brake in the second braking mode.

[0131] When the second protection operation command is executed, the upper three bridge arms of the SIC module are in the open state, and the lower three bridge arms of the SIC module are in the closed state.

[0132] Specifically:

[0133] In the operation logic corresponding to ASC_TOP, the FSISO signal is also connected to the enable pin (EN) of the 3-State Gate. The enable pin (EN) is used to further determine whether to execute the operation instruction corresponding to ASC_BOT (same as the second protection operation instruction mentioned above) when the microcontroller outputs ASC_BOT.

[0134] The method for determining the enable pin (EN) is as follows:

[0135] The operation instruction corresponding to ASC_BOT can only be executed when FSISO is a normal low-level signal; otherwise, the ASC_BOT instruction will not be executed.

[0136] The above design ensures that the operation corresponding to ASC_TOP has a higher priority than the operation corresponding to ASC_BOT.

[0137] The MCU output status signal (denoted as ASC_BOT) and FSISO are passed through a tri-state gate to obtain the second control signal (denoted as ASC_BOT_M). Taking a normal low-level FSISO signal as an example, ASC_BOT_M is then inverted by a NOT gate to obtain the inverted ASC_BOT_M, denoted as ASC_BOT_F. The ASC_BOT_F signal is connected to the corresponding control pin in the driver module. When the final ASC_BOT_F is low, the protection mechanism corresponding to ASC_BOT is triggered, that is, the second protection operation is executed.

[0138] Simultaneously, the first control pin of the driver module (denoted as the FSSTATE pin) also participates in logic control, including:

[0139] The FSSTATE pin of the drive module for the upper three bridge arms is configured to be low.

[0140] The FSSTATE pin of the drive module for the lower three bridge arms is configured to a high level.

[0141] If the second control pin (represented as FSENB pin) is high, the driver module will work normally regardless of the FSSTATE pin configuration.

[0142] in:

[0143] The FSSTATE pin (also known as the high-voltage pin) is used to configure the operating state of the drive module, especially when controlling the on / off state of the upper and lower bridge arms. The voltage level (high or low) of the FSSTATE pin can affect the behavior of the drive module, thereby implementing different control logic.

[0144] The FSENB pin (also known as the high-voltage pin) is used to enable or disable the corresponding functions of the driver module. Specifically, the state of the FSENB pin (high or low level) determines whether the driver module performs the corresponding operation.

[0145] S4. Based on the first fault result, the second fault result, and the current signal, determine whether to perform the third protection operation on the electric vehicle motor system. The third protection operation is used to control the electric vehicle motor to brake in a third braking mode. The braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode.

[0146] When the third protection operation command is executed, the upper three bridge arms of the SIC module are in the open state, and the lower three bridge arms of the SIC module are in the open state.

[0147] The current detection module (OC Det) outputs a current signal, including a first current signal (represented as OC_SPO_1) and a second current signal (represented as OC_SPO_2). OC_SPO_1 is directly input to an OR gate, while OC_SPO_2 is input to the MCU for verification to determine whether OC_SPO_2 is a real and correct signal, resulting in the verified signal (represented as ASC_SPO).

[0148] The signals FSISO (corresponding to ASC_TOP), ASC_BOT (corresponding to ASC_BOT), OC_SPO_1 (from the overcurrent detection module, the same as the current detection module mentioned above), and ASC_SPO (output from the MCU module) are passed through an OR gate to generate a judgment signal (denoted as EN) indicating whether a third protection operation needs to be performed.

[0149] Meanwhile, the pulse width modulation signal (PWM*6) output by the microcontroller (MCU) and EN pass through a 3-state gate to obtain the third control signal (PWM_F*6). This PWM_F*6 is connected to the corresponding third control pin of the drive module, that is, the pulse width modulation (PWM) pin (i.e., the low-voltage part PWM control pin), to realize the function of shutting down all SIC modules under SPO conditions.

[0150] S5. Based on the first fault result, the second fault result, and the third fault result, determine the target protection operation corresponding to the electric vehicle motor system.

[0151] Specifically, based on the first fault result, the second fault result, and the third fault result, a target protection operation corresponding to the electric vehicle motor system is determined, including any of the following methods: if the first fault result is to execute the first protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the first fault result; if the first fault result is not to execute the first protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the second fault result; if the first fault result is not to execute the first protection operation, and the second fault result is not to execute the second protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the third fault result.

[0152] For example, based on operating conditions such as overvoltage, overcurrent, and SPO that may trigger motor failure, the actions and priorities of the motor drive under these conditions are determined. The motor actions are categorized into three cases: ASC_TOP, ASC_BOT, and ASC_SPO, with priority decreasing in that order. Specifically:

[0153] (1) The first protection operation (referred to as ASC_TOP) includes: controlling the upper three bridge arms of the silicon carbide (SIC) module (same as the power control module mentioned above) corresponding to the electric vehicle motor system to be in the on state and controlling the lower three bridge arms to be in the off state. That is, ASC_TOP executes the upper three bridges of the SIC module to be on and the lower three bridges to be off.

[0154] Furthermore, the first protection operation also includes:

[0155] Acquire temperature data corresponding to the electric vehicle motor system; determine the conduction frequency corresponding to the upper three axle arms based on the temperature data; control the conduction state of the upper three axle arms based on the conduction frequency.

[0156] (2) The second protection operation (referred to as ASC_BOT) includes: controlling the upper three bridge arms of the SIC module to the disconnected state and controlling the lower three bridge arms to the on state, that is, ASC_BOT executes the lower three bridges of the SIC module to be on and the upper three bridges to be off.

[0157] (3) The third protection operation (represented as ASC_SPO) includes: controlling the upper three bridge arms of the SIC module to the disconnected state and controlling the lower three bridge arms to the disconnected state, that is, ASC_SPO executes the complete shutdown of the SIC module.

[0158] Among them, the first and second protection operations are active short circuit (ASC), which are mainly used for rapid braking of the motor and energy consumption. The third protection operation is short circuit protection off state (SOP), which focuses on optimizing the motor control strategy to provide performance. The combination of the two maximizes the protection of the motor.

[0159] In the electric vehicle motor system, the upper three bridge arms are used to control the on / off state of the circuit between the positive terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor, while the lower three bridge arms are used to control the on / off state of the circuit between the negative terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor.

[0160] Through the above steps, the logic control and priority settings between the protection operations corresponding to ASC_TOP, ASC_BOT, and ASC_SPO can be achieved. This design also enables the microcontroller to perform a power-on self-test, verifying the rationality of the functional logic and priority design of the three components. Table 1 shows the SIC control logic diagram.

[0161] Table 1

[0162] Operating conditions SIC-Shangsanqiao SIC-Xia Sanqiao ASC_TOP Conductivity disconnect ASC_BOT disconnect Conductivity ASC_SPO disconnect disconnect

[0163] Furthermore, if the first fault result is that the first protection operation is not executed, and the second fault result is that the second protection operation is not executed, after determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result, the method further includes:

[0164] A target protection operation is performed on the electric vehicle motor system, and a fourth fault result and a fifth fault result corresponding to the electric vehicle motor system are obtained. The fourth fault result is the determination result of performing a first protection operation on the electric vehicle motor system, and the fifth fault result is the determination result of performing a second protection operation on the electric vehicle motor system. Based on the fourth fault result and the fifth fault result, it is determined whether to continue to perform the updated execution result of the target protection operation. Based on the updated execution result, an updated protection operation is determined to perform protection on the electric vehicle motor system.

[0165] Based on the above steps, for example, the overvoltage module generates a high level after detecting the bus overvoltage signal, the overcurrent module generates a high level after detecting the three-phase overcurrent signal of the motor, and the power management module (PMIC) generates a low level after failing. The microcontroller (MCU) can then send out fault signals such as overvoltage and overcurrent.

[0166] So, through the above steps, these faults are combined with different logic gates to control the corresponding pins of the drive module, including: high voltage section pins (represented as FSISO pins), low voltage section pins (represented as FSENB pins), and low voltage section pulse width modulation (PWM) control pins.

[0167] The high-voltage and low-voltage sections of the drive module are controlled to achieve corresponding priorities, thereby enabling the corresponding functions of the SIC module. Furthermore, the high-voltage section of the drive module can achieve the on / off switching of the corresponding bridge arm of the SIC more quickly, thus having the highest priority; the low-voltage section of the drive module requires internal isolation before controlling the bridge arm, so its priority is second; the low-voltage section's PWM pins control the drive module, thus having the lowest priority.

[0168] Therefore, operations are allocated according to priority. Operations corresponding to ASC_TOP are directly executed through the FSISO pin of the driver module, operations corresponding to ASC_BOT are directly executed through the FSENB pin of the low-voltage section of the driver module, and operations corresponding to ASC_SPO are directly executed through the FSENB pin of the driver module. This directly controls the PWM pin of the driver module, and then through the driver module, further controls the SIC module to achieve on / off control of the upper and lower three bridge arms.

[0169] The above optional implementation methods can achieve at least the following beneficial effects:

[0170] (1) Compared with related technologies, the present invention can reflect the operating status of electric vehicle motor system from different angles by integrating voltage signal, power signal, status signal and current signal. Combined with different fault results, it can gradually enhance the braking effect for different fault severity, which can effectively protect the motor and minimize the impact on vehicle driving. Thus, it solves the technical problem of low reliability of electric vehicle motor system fault protection when the electric vehicle motor system fails in related technologies.

[0171] (2) Compared with related technologies, the present invention achieves precise matching between protection operation and fault urgency through step-by-step screening. It avoids the use of high-intensity braking for low-urgency faults (such as overcurrent faults, which do not require the activation of the fastest first braking method, reducing the impact on the motor and interference with vehicle operation), and also prevents the use of weak protection for high-urgency faults (such as overvoltage faults, which will not only execute the third protection of cutting off the power supply, avoiding fault out of control).

[0172] (3) Compared with related technologies, the present invention constructs different levels of protection mechanisms by controlling the on / off state of the upper three bridge arms and the lower three bridge arms of the power control module, thereby realizing different degrees of braking and protection of the electric vehicle motor in the electric vehicle motor system. Moreover, through the hierarchical protection mechanism, the braking mode can be flexibly adjusted according to the severity of the fault, effectively protecting the electric vehicle motor system from damage, while minimizing the impact on vehicle driving and ensuring the safe operation of the vehicle.

[0173] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, because according to the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0174] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0175] Example 2

[0176] According to embodiments of the present invention, an apparatus for implementing the above-described fault protection method for an electric vehicle motor system is also provided. Figure 2 This is a structural block diagram of a fault protection device for an electric vehicle motor system according to an embodiment of the present invention, such as... Figure 2 As shown, the device includes: an acquisition module 202, a first determination module 204, a second determination module 206, a third determination module 208, and a fourth determination module 210. The device will be described in detail below.

[0177] Acquisition module 202 is used to acquire voltage signals, power signals, status signals, and current signals of the electric vehicle motor system. The status signals are used to indicate the operating status of the control module corresponding to the electric vehicle motor system. First determination module 204, connected to the acquisition module 202, is used to determine, based on the voltage signals and power signals, whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode. Second determination module 206, connected to the first determination module 204, is used to determine, based on the first fault result and the status signals, whether to perform a second protection operation on the electric vehicle motor system, wherein the second... The protection operation is used to control the electric vehicle motor to brake in a second braking mode; the third determining module 208, connected to the second determining module 206, is used to determine, based on the first fault result, the second fault result, and the current signal, whether to perform the third protection operation on the electric vehicle motor system, wherein the third protection operation is used to control the electric vehicle motor to brake in a third braking mode, the braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode; the fourth determining module 210, connected to the third determining module 208, is used to determine the target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result.

[0178] It should be noted that the above-mentioned acquisition module 202, first determination module 204, second determination module 206, third determination module 208 and fourth determination module 210 correspond to steps S102 to S110 in the method for implementing fault protection of electric vehicle motor system. The multiple modules and the corresponding steps are the same in terms of implementation examples and application scenarios, but are not limited to the content disclosed in the above embodiment 1.

[0179] Example 3

[0180] According to another aspect of the present invention, an electronic device is also provided, comprising: a processor; and a memory for storing processor-executable instructions, wherein the processor is configured to execute instructions to implement the fault protection method for an electric vehicle motor system of any of the above embodiments.

[0181] Example 4

[0182] According to another aspect of the present invention, a computer-readable storage medium is also provided, which, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the fault protection method for an electric vehicle motor system described above.

[0183] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0184] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0185] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0186] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment according to actual needs.

[0187] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0188] If the integrated unit is implemented as 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, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0189] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A fault protection method for an electric vehicle motor system, characterized in that, include: The voltage signal, power signal, status signal, and current signal of the electric vehicle motor system are acquired, wherein the status signal is used to indicate the operating status of the control module corresponding to the electric vehicle motor system; Based on the voltage signal and the power signal, determine a first fault result for whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode; Based on the first fault result and the status signal, determine whether to perform a second protection operation on the electric vehicle motor system, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode; Based on the first fault result, the second fault result, and the current signal, determine whether to perform a third protection operation on the electric vehicle motor system. The third protection operation is used to control the electric vehicle motor to brake in a third braking mode. The braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode. Based on the first fault result, the second fault result, and the third fault result, a target protection operation corresponding to the electric vehicle motor system is determined.

2. The method according to claim 1, characterized in that, The first fault result of determining whether to perform a first protection operation on the electric vehicle motor system based on the voltage signal and the power signal includes: The power signal is verified to obtain a verification signal; Determine fault parameters corresponding to multiple target signals, wherein the multiple target signals include the voltage signal, the power supply signal, and the verification signal; Based on the fault parameters corresponding to the plurality of target signals, a first fault result is determined as to whether to perform a first protection operation on the electric vehicle motor system. Specifically, when at least one of the fault parameters corresponding to the plurality of target signals is a predetermined parameter, the first fault result is to perform the first protection operation.

3. The method according to claim 1, characterized in that, The determination of the target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result includes any of the following methods: If the first fault result is to execute the first protection operation, the target protection operation corresponding to the electric vehicle motor system is determined based on the first fault result. If the first fault result is that the first protection operation is not executed, the target protection operation corresponding to the electric vehicle motor system is determined based on the second fault result. If the first fault result is that the first protection operation is not executed, and the second fault result is that the second protection operation is not executed, a target protection operation corresponding to the electric vehicle motor system is determined based on the third fault result.

4. The method according to claim 3, characterized in that, After determining the target protection operation corresponding to the electric vehicle motor system based on the third fault result when the first fault result is that the first protection operation is not executed, and the second fault result is that the second protection operation is not executed, the method further includes: The target protection operation is performed on the electric vehicle motor system, and a fourth fault result and a fifth fault result corresponding to the electric vehicle motor system are obtained, wherein the fourth fault result is the determination result of performing a first protection operation on the electric vehicle motor system, and the fifth fault result is the determination result of performing a second protection operation on the electric vehicle motor system; Based on the fourth fault result and the fifth fault result, determine whether to continue executing the update execution result of the target protection operation; Based on the update execution result, an update protection operation is determined to perform protection on the electric vehicle motor system.

5. The method according to claim 1, characterized in that, The first protection operation includes: controlling the upper three bridge arms of the power control module corresponding to the electric vehicle motor system to be in a conducting state and controlling the lower three bridge arms to be in a disconnected state; The second protection operation includes: controlling the upper three bridge arms of the power control module to be in an open state and controlling the lower three bridge arms to be in an on state; The third protection operation includes: controlling the upper three bridge arms of the power control module to be in a disconnected state, and controlling the lower three bridge arms to be in a disconnected state; The upper three bridge arms are used to control the on / off state of the circuit between the positive terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor, and the lower three bridge arms are used to control the on / off state of the circuit between the negative terminal of the power supply corresponding to the electric vehicle motor and the electric vehicle motor.

6. The method according to claim 5, characterized in that, The first protection operation further includes: Obtain the temperature data corresponding to the electric vehicle motor; Based on the temperature data, determine the conduction frequency corresponding to the upper three bridge arms; The conduction state of the upper three bridge arms is controlled according to the conduction frequency.

7. The method according to any one of claims 1 to 6, characterized in that, Before acquiring the current signal, the following steps are included: The current state of the electric vehicle motor system is detected to obtain an initial signal corresponding to the current state; Determine the operating parameters corresponding to the electric vehicle motor system; Based on the operating parameters, the initial signal is adjusted to obtain the current signal.

8. A fault protection device for an electric vehicle motor system, characterized in that, include: The acquisition module is used to acquire voltage signals, power signals, status signals, and current signals of the electric vehicle motor system. The status signals are used to indicate the operating status of the control module corresponding to the electric vehicle motor system. The first determining module is used to determine a first fault result based on the voltage signal and the power signal, whether to perform a first protection operation on the electric vehicle motor system, wherein the first protection operation is used to control the electric vehicle motor in the electric vehicle motor system to brake in a first braking mode. The second determining module is used to determine a second fault result based on the first fault result and the status signal, whether to perform a second protection operation on the electric vehicle motor system, wherein the second protection operation is used to control the electric vehicle motor to brake in a second braking mode; The third determining module is used to determine, based on the first fault result, the second fault result, and the current signal, whether to perform a third protection operation on the electric vehicle motor system. The third protection operation is used to control the electric vehicle motor to brake in a third braking mode, wherein the braking speed of the third braking mode is less than the braking speed of the second braking mode, and the braking speed of the second braking mode is less than the braking speed of the first braking mode. The fourth determining module is used to determine the target protection operation corresponding to the electric vehicle motor system based on the first fault result, the second fault result, and the third fault result.

9. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the fault protection method for the electric vehicle motor system as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is able to perform the fault protection method for the electric vehicle motor system as described in any one of claims 1 to 7.

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