Motor controller capable of preventing bumping during driving, power assembly and electric vehicle

Abstract

The invention provides a motor controller for preventing bumping during driving, a power assembly and an electric vehicle. The motor controller is used for controlling a motor to output torque so as to drive wheels of the electric vehicle. The motor controller is used for responding to the situation that wheels make contact with road bumping points in the road driving process of the electric vehicle, the motor controller is used for controlling the motor to reduce torque output or controlling the motor to output reverse torque, and the direction of the reverse torque is opposite to the rotating speed direction of the motor. The pavement unevenness of the pavement at the pavement bumping point is greater than a preset value. The motor controller is used and can actively control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes through a road bumping point, so that the impact on the electric vehicle when the electric vehicle passes through the road bumping point is reduced, and the smoothness fluctuation of the vehicle when the vehicle passes through an uneven road is reduced; therefore, the safety and the comfort of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a motor controller for preventing vehicle bumps, a powertrain, and an electric vehicle. Background Technology

[0002] Road surface unevenness describes the smoothness of a road surface and is a significant factor contributing to vehicle vibration and affecting ride comfort. To improve the passenger experience, vehicles need to use road surface anticipation functions for feedforward control, predicting road conditions in advance and actively adjusting the suspension. However, when a vehicle traverses potholes or bumps with significant road surface unevenness, the impact is substantial, and in such cases, actively adjusting the suspension system alone offers limited improvement to ride comfort. Summary of the Invention

[0003] This application provides a motor controller, powertrain, and electric vehicle for driving bump prevention. It proposes to use the time difference of road impact transmission from the lower body to the upper body to identify road unevenness, and to achieve accurate and low-delay road pre-aiming control based on torque signal and motor resolver sensing the speed fluctuation caused by road unevenness within this time difference, thereby improving the driving comfort of the vehicle.

[0004] In a first aspect, a motor controller for absorbing bumps in a vehicle is provided. This controller controls the output torque of a motor to drive the wheels of an electric vehicle. During the vehicle's operation on a road surface, in response to the wheel contacting a bump, the controller controls the motor to reduce its torque output or to output a reverse torque, the direction of which is opposite to the motor's rotational speed. The road surface unevenness at the bump point is greater than a preset value.

[0005] According to the solution of this application, the motor controller can actively control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes through the bumpy points of the road, thereby reducing the impact on the electric vehicle when passing through the bumpy points of the road and reducing the smoothness fluctuation when the vehicle passes through the uneven road surface, thereby improving the safety and comfort of the vehicle.

[0006] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller is further configured to receive a torque signal indicating the torque that the motor needs to output. Specifically, the motor controller is configured to, during the operation of the electric vehicle on a road surface, in response to the wheel contacting a bump in the road surface, control the motor to reduce its torque output so that the actual torque output by the motor differs from the torque indicated by the torque signal.

[0007] In this context, "actively controlling the motor to reduce torque output" means that the motor controller can directly control the motor to reduce torque output without responding to torque signal indications. In other words, the motor controller provided in this embodiment can actively control the motor to reduce torque output when the electric vehicle's wheels contact bumps in the road surface, rather than responding to the torque indicated by the torque signal. Therefore, during the process of actively controlling the motor to reduce torque output, the actual torque output by the motor is less than the torque indicated by the torque signal.

[0008] According to the solution in this application, the motor controller actively controls the motor to reduce torque output when the wheel contacts a bumpy point on the road surface, which can shorten the signal transmission link and further improve control accuracy and immediacy.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, in response to the wheel contacting the bump point of the road surface, the torque indicated by the torque signal remaining unchanged and the motor speed changing abruptly, the motor controller is specifically used to actively control the torque output by the motor to decrease so that the actual torque output by the motor is different from the torque indicated by the torque signal, and the sudden change in the motor speed refers to the absolute value of the rate of change of the motor speed being greater than a first threshold.

[0010] It is understandable that when the wheels of an electric vehicle contact bumps in the road, the wheel speed will suddenly change due to the change in the road surface adhesion. For example, when the wheels of an electric vehicle contact potholes, the wheel speed will suddenly increase due to the sharp decrease in the coefficient of adhesion, while when the wheels of an electric vehicle contact bulges, the wheel will encounter resistance and the wheel speed will suddenly decrease.

[0011] According to the solution of this application, the motor controller can perform road surface prediction and control by combining the torque signal and the rate of change of the motor speed. Through the wheel kinematics model, it can identify changes in road surface adhesion, and when the absolute value of the rate of change of the motor speed is greater than a first threshold, it can control the motor to reduce the torque output or output reverse torque, which is highly practical.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, in response to the rate of change of the motor speed being less than a second threshold after the controlled torque output of the motor is reduced, the motor controller is further configured to control the actual output torque of the motor to be equal to the torque indicated by the torque signal, wherein the second threshold is less than or equal to the first threshold.

[0013] According to the solution of this application, the motor controller can determine the point where the vehicle leaves the road bump based on the torque signal and the speed fluctuation of the motor, and then control the motor to output the drive torque according to the torque signal indication. This can avoid the power loss caused by the reduction of drive torque by timely restoring the drive torque output, thereby improving the smoothness and comfort of driving.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle includes a suspension system, wherein, during the electric vehicle's operation on a road surface, the motor controller is further configured to output a suspension control signal in response to a wheel contacting a bump in the road surface and a sudden change in the motor's rotational speed, the suspension control signal being used to instruct the suspension system to adjust the damping force.

[0015] According to the present application, the motor controller can identify the point where the electric vehicle's wheels contact the road surface bumps based on the torque signal and the motor's speed fluctuations, thereby coordinating the control of the suspension system and further improving driving comfort by adjusting the damping force of the suspension system.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the suspension system includes a suspension controller and a variable damper, the suspension controller controlling the damping coefficient of the variable damper. In response to the wheel contacting the road surface bump and the rate of change of the motor's rotational speed being greater than or equal to a first threshold and less than a third threshold, the motor controller specifically outputs a first suspension control signal, which instructs the suspension controller to increase the damping coefficient of the variable damper. In response to the wheel contacting the road surface bump and the rate of change of the motor's rotational speed being greater than or equal to the third threshold, the motor controller specifically outputs a second suspension control signal, which instructs the suspension controller to decrease the damping coefficient of the variable damper.

[0017] According to the proposed solution, the motor controller can adjust the suspension system by increasing or decreasing the damping coefficient of the variable damper based on the degree of sudden changes in motor speed when passing through different road surface bumps of varying degrees, thus providing greater flexibility and practicality.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, during the process of the electric vehicle driving on the road and passing through road bumps, in response to the increase in torque indicated by the torque signal and the sudden change in the speed of the motor, the motor controller is specifically used to actively control the reduction of the torque output by the motor so that the actual torque output by the motor is different from the torque indicated by the torque signal, and the rate of change of the speed during the sudden change of the motor speed is greater than the rate of change of the speed indicated by the torque signal during the increase in the torque output by the motor.

[0019] Specifically, the rate of change of the motor speed during the sudden change of the motor speed is greater than the rate of change of the motor speed during the process when the motor controller increases the torque output of the motor according to the torque signal indication.

[0020] According to the solution of this application, the motor controller can combine the torque signal and the motor speed change rate to perform road surface prediction and control. By using the wheel kinematics model, it can identify changes in road surface adhesion, thereby avoiding misjudging sudden changes in motor speed caused by driver acceleration as passing through road bumps. It has high accuracy and strong practicality.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, the electric vehicle further includes a braking system for outputting braking force to the four wheels of the electric vehicle during braking. During braking, in response to a wheel of the electric vehicle contacting a bump in the road surface, the motor controller outputs a braking control signal to instruct the braking system to reduce the braking force output.

[0022] According to the solution of this application, during the braking process of an electric vehicle, the motor controller can also output a braking control signal to the braking system when the wheels of the electric vehicle contact the bumps on the road surface, thereby controlling the braking system to reduce the braking force output, thereby reducing the impact of the bumps on the electric vehicle and further improving driving comfort.

[0023] Secondly, a motor controller for road surface pre-aiming control is provided. This motor controller controls the output torque of an electric vehicle's motor. The controller receives a torque signal and a motor speed signal from a resolver sensor. The torque signal indicates the required output torque of the motor, and the motor speed signal indicates the motor's rotational speed. During vehicle operation, in response to a constant torque indicated by the torque signal and a sudden change in the motor speed indicated by the rotational speed signal, the motor controller controls the output torque of the motor to decrease. The sudden change in the motor speed indicated by the rotational speed signal is defined as the absolute value of the rate of change of the motor speed indicated by the rotational speed signal being greater than a first threshold.

[0024] According to the solution in this application, the motor controller can actively control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes over road bumps, thereby reducing the impact on the electric vehicle when passing over road bumps and reducing the smoothness fluctuations when the vehicle travels over uneven road surfaces, thus improving vehicle safety and comfort. Furthermore, because the resolver sensor has high sampling accuracy and high frequency, using the motor speed signal provided by the resolver sensor for road unevenness identification can shorten the signal transmission link, enabling signal transmission and real-time interaction between different modules, and making the motor controller's road surface pre-aiming control more immediate and practical.

[0025] In conjunction with the second aspect, in some implementations of the second aspect, the motor controller is used to control the reduction of the torque output of the motor, specifically by: the motor controller actively controlling the reduction of the torque output of the motor so that the actual torque output by the motor is not equal to the torque indicated by the torque signal.

[0026] According to the embodiments of this application, the motor controller actively controls the motor to reduce torque output when the wheel contacts a bumpy point on the road surface, which can shorten the signal transmission link and further improve control accuracy.

[0027] In conjunction with the second aspect, in some implementations of the second aspect, in response to the absolute value of the rate of change of the motor speed indicated by the speed signal being less than a second threshold after the torque output of the motor is reduced, the motor controller is further configured to control the actual output torque of the motor to be equal to the torque indicated by the torque signal, wherein the second threshold is less than or equal to the first threshold.

[0028] According to the present application, the motor controller can determine the point where the vehicle leaves the road bump based on the torque signal and the speed fluctuation of the motor, and then control the motor to output drive torque according to the torque signal. This will prevent the loss of power caused by the reduction of drive torque by timely restoring the drive torque output, thereby improving driving smoothness and comfort.

[0029] In conjunction with the second aspect, in some implementations of the second aspect, the absolute value of the rate of change of the rotational speed is the absolute value of the road surface horizontal angle corresponding to the first threshold, and the relationship between the rate of change of the rotational speed and the road surface horizontal angle is determined according to the following formula:

[0030] (Fd*(rh)-J*dω / dt) / (Mg*r)=sinα

[0031] Where h is the equivalent height of the uneven road surface, α is the horizontal angle of the road surface, r is the wheel radius, J is the tire moment of inertia, dω / dt is the rate of change of the motor speed indicated by the speed signal, Mg is the gravity on the wheel, and Fd is the driving or braking tangential force on the wheel.

[0032] According to the solution of this application, the motor controller can perform road surface prediction and control by combining the driving or braking tangential force on the wheel and the rate of change of motor speed. Through the wheel kinematic model, it can identify changes in road surface adhesion, thereby avoiding misjudging the sudden change in motor speed caused by the driver's acceleration as passing through the bumpy point of the road surface. It has high accuracy and strong practicality.

[0033] Thirdly, a powertrain for preventing vehicle bumps is provided, the powertrain including an electric motor and a motor controller in either the first or second aspect, the motor controller being used to control the output torque of the electric motor.

[0034] According to the solution in this application, the motor controller in the powertrain can actively control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes through bumpy points on the road, thereby reducing the impact on the electric vehicle when passing through bumpy points on the road and improving driving comfort.

[0035] Fourthly, an electric vehicle is provided, comprising wheels, a powertrain, and a suspension system. The powertrain includes a motor controller and a motor. The motor controller controls the output torque of the motor to drive the wheels of the electric vehicle. During the electric vehicle's travel on a road surface and passing over a road bump, in response to the wheel contacting the bump, the motor controller controls the motor to reduce its torque output or controls the motor to output a reverse torque, the direction of which is opposite to the motor's rotational speed. The motor controller outputs a suspension control signal to instruct the suspension system to adjust its damping force. The road surface unevenness at the bump is greater than a preset value.

[0036] According to the solution of this application, the motor controller can actively control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes through the bumpy points of the road. At the same time, it can coordinate the control of the suspension system to adjust the damping force of the suspension system, thereby reducing the impact on the electric vehicle when passing through the bumpy points of the road, and the electric vehicle has high driving comfort.

[0037] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the electric vehicle further includes a braking system for outputting braking force to the four wheels of the electric vehicle during braking. During the braking of the electric vehicle on the road surface and its passage over a bump, in response to a wheel of the electric vehicle contacting the bump, the motor controller further outputs a braking control signal instructing the braking system to reduce the braking force output.

[0038] According to the solution of this application, during the braking process of an electric vehicle, the motor controller can also output a braking control signal to the braking system when the wheels of the electric vehicle contact the bumps on the road surface, control the braking system to reduce the braking force output, and at the same time perform coordinated control of the suspension system to adjust the damping force of the suspension system, thereby reducing the impact on the electric vehicle when passing through the bumps on the road surface and further improving driving comfort.

[0039] The supplements and technical effects of the solutions provided in the second to fourth aspects above can be found in the corresponding descriptions in the first aspect, and will not be repeated here. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the forces acting on a vehicle provided in an embodiment of this application;

[0041] Figure 2 This is a schematic diagram of the vehicle structure provided in the embodiments of this application;

[0042] Figure 3 This is a schematic diagram of the communication connection of the vehicle provided in an embodiment of this application;

[0043] Figure 4 This is a schematic diagram of the suspension system provided in this application subjected to road impact;

[0044] Figure 5 This is a timing diagram of the torque output of a motor provided in an embodiment of this application;

[0045] Figure 6 This is a schematic diagram of a coordinated control of a motor and suspension system provided in an embodiment of this application;

[0046] Figure 7 This is a schematic diagram of a coordinated control of a braking system and a suspension system provided in an embodiment of this application. Detailed Implementation

[0047] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0048] Road surface unevenness describes the smoothness of a road surface and is a significant factor contributing to vehicle vibration and affecting ride comfort. To improve the passenger experience, vehicles need to use road surface anticipation technology for feedforward control, predicting road conditions in advance and actively adjusting the suspension. However, when a vehicle traverses potholes or bumps with significant road surface unevenness, the impact is substantial. In such cases, actively adjusting only the suspension system offers limited improvement to ride comfort.

[0049] For example, when a vehicle's wheels pass over a bump, the wheels will be obstructed by the bump. If the vehicle continues to output driving force at this time, it will aggravate the impact caused by the wheels hitting the bump, which is detrimental to ride comfort. As another example, when a vehicle's wheels pass over a pothole, the wheels will spin freely in the air. If the vehicle continues to output driving force at this time, it will aggravate the impact caused by the wheels landing, which is also detrimental to ride comfort.

[0050] In view of this, embodiments of this application provide a motor controller, powertrain, and electric vehicle for driving bump prevention. When the electric vehicle passes through bumpy points on the road, the motor controller can actively control the motor to reduce the torque output or control the motor to output reverse torque, thereby reducing the impact on the electric vehicle when passing through bumpy points and reducing the smoothness fluctuations when the vehicle passes through uneven road surfaces, thereby improving the safety and comfort of the vehicle.

[0051] The inventors of this application discovered in their research that when a vehicle traverses potholes or bumps formed by uneven road surfaces, the forces acting on the wheels change, thus disturbing the wheel speed. Therefore, observing road surface unevenness based on the vehicle's wheel speed appears to be a feasible approach.

[0052] However, the time required for the motor controller to acquire the vehicle's wheel speed signal from the communication bus is relatively long, which is not conducive to achieving low-latency road ahead control. Therefore, the inventors of this application propose to replace the wheel speed signal with the resolver signal of the motor, so that the motor controller can reduce the latency of road ahead control based on the motor speed signal from the resolver.

[0053] On the other hand, the rate of change of the vehicle's wheel speed also changes when the vehicle accelerates or brakes. Figure 1 This is a schematic diagram of the forces acting on a vehicle provided in an embodiment of this application. Figure 1 When the vehicle traverses an uneven road surface, the tires are subjected to gravity Mg, radial force Fdr from the road surface, and driving / braking tangential force Fd. The torque balance relationship can be expressed as:

[0054] T g =Fd*(rh)-Mg*sinα*r=J*dω / dt (1)

[0055] Where h is the equivalent height of the uneven road surface, α is the height of h and the equivalent horizontal angle of the road surface (i.e., road surface unevenness) of the road surface, M is the vehicle mass, g is the acceleration due to gravity, r is the wheel radius, J is the tire moment of inertia, and ω is the angular velocity of the motor.

[0056] It is evident that changes in driving or braking force can also cause sudden changes in motor speed. Therefore, relying solely on wheel speed and its rate of change to predict road surface movement can lead to misjudgments, compromising vehicle safety. Consequently, the inventors of this application propose observing the rate of change of vehicle wheel speed using resolver signals and combining this with the aforementioned wheel kinematics model to identify changes in road surface adhesion, thereby reducing the probability of misjudgments.

[0057] In summary, the embodiments of this application provide a motor controller, powertrain, and electric vehicle for driving bump prevention. It can perform road surface prediction during the time difference in which road impacts are transmitted from the lower body to the upper body, and achieve accurate and low-delay road surface prediction control based on torque signals and motor resolvers sensing speed fluctuations caused by uneven road surfaces within this time difference, thereby further improving vehicle safety and comfort.

[0058] Figure 2 This is a structural schematic diagram of the vehicle 01 provided in the embodiments of this application.

[0059] like Figure 2As shown, vehicle 01 includes powertrain 10, power battery 20, suspension system 30, braking system 40, and vehicle controller 50.

[0060] The powertrain 10 drives the vehicle 01. The power battery 20 provides electrical energy to the powertrain 10. The powertrain 10 includes a motor controller 11 and a motor 12. The motor controller 11 supplies power to the power battery 20 and to the motor 12 to drive the motor 12 to generate torque. The motor 12 is connected to the wheels of the vehicle 01, and the torque generated by the motor 12 drives the wheels of the vehicle 01 to rotate.

[0061] It is understood that the motor 12 includes a stator winding and a rotor. The motor controller 11 controls the output torque of the motor 12 by outputting alternating current to the three-phase stator winding. By adjusting the magnitude of the stator winding current and the phase of the three-phase current, the motor controller 11 can change the strength and direction of the stator magnetic field, thereby changing the interaction force between the stator and rotor, i.e., the motor torque. When the motor controller 11 changes the phase of the three-phase current output to the motor 12, the rotor cuts the magnetic field generated by the stator winding, and the kinetic energy of the rotor is converted into electrical energy and input into the power battery. At this time, the motor 12 outputs negative torque. By changing the magnitude of the three-phase current output to the motor 12, the motor controller 11 can increase or decrease the positive or negative torque output by the motor 12. Among them, the positive torque (hereinafter referred to as driving torque) causes the wheels to generate a force that maintains the driving direction of the vehicle 01; the negative torque (hereinafter referred to as reverse torque) causes the wheels to generate a force that is opposite to the driving direction of the vehicle 01.

[0062] In some embodiments, the powertrain 10 further includes a resolver sensor (not shown), which can be mounted on the motor 12 (e.g., on the motor rotor). This resolver sensor can accurately detect the position, orientation, and speed of the motor 12's rotor, and is responsible for monitoring and extracting the motor's rotational speed, with a high sampling rate. The motor controller 11 includes a signal interface for connecting the resolver sensor. Through this signal interface, the rotational speed and rotor rotation angle of the motor 12 are determined by acquiring the resolver signal from the resolver sensor.

[0063] In this embodiment, using the resolver signal instead of the wheel speed signal shortens the signal transmission link, enabling signal transmission and real-time interaction between different modules, thereby improving the speed of road surface pre-aiming control. Furthermore, road surface pre-aiming control can be completed entirely within the motor system, resulting in higher immediacy and stability.

[0064] In some embodiments, such as Figure 3As shown, the signal interface of the motor controller 11 is also used to connect to a communication bus, enabling the motor controller 11 to establish communication with other components in the vehicle 01 through the communication bus. That is, the motor controller 11 can directly obtain one or more of the vehicle speed, torque signal, and braking signal through the communication bus. For example, the communication bus can be a Controller Area Network (CAN) bus, such as the chassis CAN bus of the vehicle 01.

[0065] Furthermore, the motor controller 11 provided in this application embodiment can upload signals to the communication bus, such as suspension damping coefficient adjustment signals and braking torque adjustment signals. The suspension damping coefficient adjustment signal is used to indicate the adjustment of the suspension damping coefficient of the suspension system 30, and the braking torque adjustment signal is used to indicate the adjustment of the braking torque output by the braking system 40.

[0066] It is understood that the specific type of powertrain 10 is not limited in the embodiments of this application, but is provided as an example rather than a limitation. The powertrain can be a centralized powertrain, a hub motor powertrain, or a wheel-side motor powertrain. In the hub motor powertrain, the motor and reducer are directly mounted in the wheel rim, eliminating transmission components such as half-shafts, universal joints, differentials, and gearboxes; in the wheel-side motor powertrain, the motor is mounted on the subframe.

[0067] It is understood that the power battery 20 in this application embodiment can be a lithium-ion battery, lithium metal battery, lead-acid battery, nickel-cadmium battery, nickel-metal hydride battery, lithium-sulfur battery, lithium-air battery, or sodium-ion battery, etc., and this application does not limit it. In terms of scale, the power battery 20 in this application embodiment can be a single cell, a battery module, or a battery pack, and this application does not limit it. The power battery 20 can also supply power to other electrical devices in the vehicle, such as the in-vehicle air conditioner and in-vehicle media player.

[0068] It should be noted that the vehicle 01 in this application embodiment can be any type of automobile, such as a sedan, truck, or passenger bus, or it can be a tricycle, two-wheeled vehicle, train, or other transportation device for carrying passengers or goods, or other types of vehicles powered by a power battery. This application embodiment does not limit this. The vehicle includes, but is not limited to, pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), and new energy vehicles (NEV).

[0069] Continue to refer to Figure 2 The vehicle 01 also includes a suspension system 30, which is the connection device between the vehicle frame and the axle or wheel diameter. It transmits the force between the wheels and the frame, and primarily buffers the impact transmitted from the road surface to the vehicle body, thereby reducing vibrations caused by uneven road surfaces and enabling the vehicle to travel smoothly. The suspension system 30 mainly consists of a suspension controller, a variable damping shock absorber (hereinafter referred to as a variable damper), and elastic elements (not shown in the figure). When the vehicle travels on different road surfaces, the suspension controller can adjust the damping coefficient of the variable damper to buffer the force transmitted from the road surface to the frame, thus ensuring a smooth ride.

[0070] It is understood that the suspension system 30 in the embodiments of this application can be an active suspension or a semi-active suspension, and there is no limitation.

[0071] In this embodiment, the suspension controller includes a communication interface for connecting to a communication bus. The suspension controller can acquire adjustment signals via the communication bus and adjust the damping coefficient of the variable damper according to the indication of these adjustment signals.

[0072] In this embodiment of the application, the portion of the vehicle located below the suspension system 30 (e.g., wheels, half-shafts, etc.) is referred to as the lower body, and the portion of the vehicle located above the suspension (e.g., frame, passenger compartment, etc.) is referred to as the upper body. Figure 4 As shown, when a vehicle travels over an uneven road surface, the passenger experiences the impact of the bumps. In this embodiment, the road surface unevenness at the bump point is greater than a preset value. For example, as... Figure 4As shown, the road surface bumps can be raised or potholes. Since the lower and upper vehicle bodies are connected by the suspension system 30, and there is a certain time difference between the impact transmitted from the lower body to the upper body (typically exceeding 50ms), the vehicle 01 provided in this application proposes to utilize the time difference in impact transmission from the lower body to the upper body for road surface prediction. Based on the road surface prediction results, the damping coefficient of the variable damper in the suspension system 30 is adjusted to reduce pitch and yaw phenomena in the upper body caused by impacts, thereby improving vehicle comfort and safety.

[0073] Continue to refer to Figure 2 The vehicle 01 also includes a braking system 40, which provides braking force to the vehicle 01 when it is in a braking state. The braking system 40 mainly comprises a brake controller, a brake pedal, and brakes (not shown in the figure). The brake controller generates a braking signal based on the travel of the brake pedal, and the brakes output braking force to the corresponding wheels according to the braking signal, thereby preventing wheel rotation or preventing the tendency of wheels to rotate. It can be understood that during the braking process of the vehicle 01, the greater the travel of the brake pedal 31, the greater the braking force indicated by the braking signal, the greater the braking force output by the brakes, and the faster the vehicle 01's speed decreases.

[0074] It is understood that the brake in the braking system of this application embodiment may be an electronic hydraulic brake (EHB), an electronic mechanical brake (EMB), or other types of brakes, without limitation.

[0075] In some embodiments, the vehicle 01 also has an energy recovery function. Energy recovery refers to the process where, when the vehicle 01 is in a braking state, the wheels drive the motor 12 to rotate, the motor 12 operates in a power generation state and outputs reverse torque, the motor 12 converts the kinetic energy of the vehicle 01 into electrical energy, and the motor 12 can provide regenerative braking force to the vehicle 01 while generating electricity.

[0076] Continue to refer to Figure 2The vehicle 01 also includes a vehicle controller 50. During vehicle operation, the vehicle controller 50 generates a torque signal based on the travel of the electronic throttle pedal and instructs the powertrain 10 to output the corresponding torque. During vehicle braking, the vehicle controller 50 generates an energy recovery signal based on the braking signal from the braking system. This energy recovery signal instructs the motor controller 11 to control the motor 12 to operate in a power generation state. The vehicle controller 50 can also generate a driving mode signal, indicating the current driving mode of the vehicle 01. For example, the driving mode may include one or more of Sport mode, Comfort mode, and Smart mode. The vehicle controller 50 can also generate a vehicle gear signal, indicating the current gear of the vehicle 01. For example, the gear may include forward gear, reverse gear, etc. It is understood that the vehicle controller 50 is connected to a communication bus and can upload one or more of the torque signal, energy recovery signal, driving mode signal, and vehicle gear signal to the communication bus.

[0077] The vehicle 01 provided in this application embodiment operates in four states: constant speed, acceleration, deceleration, and braking. When the vehicle 01 is operating at a constant speed, the travel of the electronic throttle pedal remains unchanged, or in other words, the torque value indicated by the torque signal remains unchanged. When the vehicle is accelerating, the travel of the electronic throttle pedal increases, or in other words, the torque value indicated by the torque signal increases. When the vehicle is decelerating, the travel of the electronic throttle pedal decreases, or in other words, the torque value indicated by the torque signal decreases. It can be understood that when the vehicle 01 is operating at a constant speed, accelerating, or decelerating speed, the powertrain 10 outputs torque to drive the wheels of the vehicle 01 to rotate. When the vehicle 01 is braking, the powertrain 10 stops driving the wheels of the vehicle 01 to rotate, and the braking system 40 provides braking force to the wheels of the vehicle 01 so that the vehicle 01's speed decreases under the action of the braking force. In the braking state of vehicle 01, the motor 12 of the powertrain 10 of vehicle 01 with energy recovery function can also output reverse torque to convert the kinetic energy of vehicle 01 into electrical energy to generate induced current. At the same time, the reverse torque output by motor 12 can also be used to provide braking force for vehicle 01.

[0078] In this embodiment, when the vehicle 01 is running at a constant speed, or when the torque indicated by the torque signal remains constant, or when the travel of the electronic throttle pedal remains constant, the motor controller 11 responds to the stable rotational speed of the motor 12. The motor controller 11 controls the output torque of the motor 12 according to the torque signal indication. The stable rotational speed of the motor 12 can be understood as the rate of change of the motor 12's rotational speed being less than a first threshold. In other words, when the vehicle 01 is running at a constant speed and the rate of change of the motor 12's rotational speed is less than the first threshold, it can be considered that the vehicle 01 is traveling on a smooth road surface. Therefore, the motor controller 11 does not need to actively adjust the torque output by the motor 12 based on road surface unevenness.

[0079] In this embodiment, when the vehicle 01 is in an acceleration state, or when the torque signal indicates an increase, or when the travel of the electronic throttle pedal increases, the motor controller 11 responds to the stabilization of the motor 12's rotational speed. The motor controller 11 controls the output torque of the motor 12 according to the torque signal indication. Specifically, when the torque signal indicates an increase, the first threshold used to determine whether the motor 12's rotational speed is stable is greater than the first threshold corresponding to when the torque signal indicates no change. In other words, when the vehicle 01 is in an acceleration state and the change in the motor 12's rotational speed is less than the first threshold, it can be considered that the vehicle 01 is traveling on a flat road surface. Therefore, the motor controller 11 does not need to actively adjust the torque output by the motor 12 based on the road surface's horizontal angle.

[0080] In this embodiment, when the vehicle 01 is decelerating, or when the torque indicated by the torque signal decreases, or when the travel of the electronic throttle pedal decreases, the motor controller 11 responds to the stabilization of the motor 12's rotational speed. The motor controller 11 controls the output torque of the motor 12 according to the torque signal indication. Wherein, when the torque indicated by the torque signal decreases, the first threshold used to determine whether the motor 12's rotational speed is stable is less than the first threshold corresponding to when the torque indicated by the torque signal remains unchanged. In other words, when the vehicle 01 is decelerating and the change in the motor 12's rotational speed is less than the first threshold, it can be considered that the vehicle 01 is traveling on a flat road surface. Therefore, the motor controller 11 does not need to actively adjust the torque output by the motor 12 based on the road surface level angle.

[0081] It is understood that the specific value of the first threshold is not limited in the embodiments of this application. The specific value can be calibrated or set by the driver and is not restricted.

[0082] According to the solution in this application, the motor controller determines whether the vehicle has passed through a bumpy road point based on the motor's speed change rate, depending on the different operating states of the vehicle. This motor controller is highly practical.

[0083] In some embodiments, for the same operating state of the vehicle, different first thresholds can be set for different driving modes of the vehicle 01. For example, when the vehicle is running at a constant speed, the first threshold corresponding to the comfort mode of the vehicle 01 can be less than the first threshold corresponding to the sport mode. That is, the motor controller 11 can combine the vehicle driving mode signal sent by the vehicle controller 50 to determine the first threshold corresponding to the current driving mode, thereby performing road surface pre-aiming control.

[0084] According to the solution in this application, the motor controller can identify road surface unevenness based on motor speed according to different standards under different driving modes, which is highly flexible and practical.

[0085] In some embodiments, for the same operating state of the vehicle, different first thresholds can be set for different gears of the vehicle 01. For example, when the vehicle is running at a constant speed, the first threshold corresponding to the forward gear of the vehicle 01 can be less than the first threshold corresponding to the reverse gear of the vehicle 01. That is, the motor controller 11 can combine the vehicle gear signal sent by the vehicle controller 50 to determine the first threshold corresponding to the current gear, thereby performing road surface pre-aiming control.

[0086] According to the solution in this application, the motor controller can identify road surface unevenness based on motor speed according to different standards at different gears, which is highly flexible and practical.

[0087] The motor controller 11 provided in the embodiments of this application will be described in detail below.

[0088] In this embodiment, during the operation of the electric vehicle 01 on the road, in response to the wheel of the electric vehicle 01 contacting a bump in the road surface, the motor controller 11 controls the motor 12 to reduce its torque output or controls the motor 12 to output a reverse torque. The direction of the reverse torque is opposite to the rotational speed of the motor 12. The road surface unevenness at the bump is greater than a preset value.

[0089] It is understood that the specific value of the preset value is not limited in the embodiments of this application. In some embodiments, the preset angle is the absolute value of the road surface horizontal angle calculated by the above formula (1) when the absolute value of the rate of change of the rotational speed of the motor 12 is equal to the first threshold.

[0090] According to the solution of this application, the motor controller can control the motor to reduce torque output or control the motor to output reverse torque when the electric vehicle passes through the bumpy part of the road, thereby reducing the impact on the electric vehicle when passing through the bumpy part of the road and improving driving comfort.

[0091] like Figure 5As shown in (a), the bump in the road surface is a raised section. When the vehicle's wheel contacts the raised section, the wheel is obstructed by the raised section, causing the motor speed to decrease abnormally. At time t1, in response to the motor speed change rate being greater than a first threshold, the motor controller 11 controls the motor 12 to reduce the torque output, thereby reducing the impact caused by the wheel hitting the raised section and improving driving comfort.

[0092] like Figure 5 As shown in (b), the bumpy point on the road surface is a pothole. When the vehicle's wheels come into contact with the pothole, the wheels become airborne and spin freely, which in turn causes the motor speed to increase abnormally. At time t1, in response to the motor speed change rate being greater than the first threshold, the motor controller 11 controls the motor 12 to output reverse torque, thereby reducing the impact caused by the wheel spinning freely when the wheel hits the ground and improving driving comfort.

[0093] In some embodiments, during the process of the motor controller 11 controlling the motor 12 to reduce the torque output, the motor controller 11 controls the drive torque output by the motor 12 to be less than or equal to a first torque value.

[0094] Here, the first torque value can be understood as an extremely small torque value, that is, the driving torque output by the motor 12 controlled by the motor controller 11 is reduced to an extremely small torque value. Furthermore, the specific value of this first threshold is not limited in this embodiment. For example, the first torque value can be 0 Nm. Or, for example, the first torque value can be 1 Nm.

[0095] According to the solution of this application, the motor controller can control the output drive torque of the motor to reduce to a very small torque value, further reducing the impact on the vehicle when passing through road bumps and improving the driving comfort of the vehicle.

[0096] In some possible embodiments, the motor controller 11, in response to the wheel contacting the bump in the road surface, controls the motor 12 to reduce the torque output so that the actual torque output by the motor 12 is different from the torque indicated by the torque signal.

[0097] In this embodiment, the motor controller 11 actively controls the motor 12 to reduce torque output, meaning that the motor controller 11 can directly control the motor 12 to reduce torque output without responding to torque signal indication. That is, the motor controller 11 provided in this application embodiment can actively control the motor 12 to reduce torque output when the wheels of the electric vehicle 01 contact a bump in the road surface, rather than responding to the torque indicated by the torque signal. Therefore, since the operation of the motor controller 11 is decoupled from the vehicle controller 50, a situation may arise where the torque output by the motor 12 controlled by the motor controller 11 is different from the torque indicated by the torque signal. In this case, the vehicle controller 50 no longer actually performs torque control on the motor controller 11, and the actual torque output by the motor 12 differs from the torque indicated by the torque signal. For example, when the wheel contacts the bump in the road surface, the torque output by the motor 12 is less than the torque indicated by the torque signal.

[0098] According to the embodiments of this application, the motor controller actively controls the motor to reduce torque output when the wheel contacts a bumpy point on the road surface, which can shorten the signal transmission link and further improve control accuracy and real-time performance.

[0099] In some possible embodiments, in response to the electric vehicle 01's wheels contacting a bumpy point on the road surface, the torque indicated by the torque signal remaining constant, and the motor 12 experiencing a sudden change in speed, the motor controller 11 is specifically configured to actively control the reduction of the torque output by the motor 12, so that the actual torque output by the motor 12 differs from the torque indicated by the torque signal. Here, the sudden change in the motor 12's speed refers to the absolute value of the rate of change of the motor's speed exceeding a first threshold.

[0100] It is understandable that since the motor controller 11 determines the rate of change of the motor 12's speed through the motor speed signal provided by the resolver sensor, a sudden change in the motor 12's speed can be understood as the rate of change of the motor 12's speed indicated by the motor speed signal exceeding a first threshold. In other words, during the operation of the electric vehicle 01, in response to the contact of the electric vehicle 01's wheels with road bumps, the torque indicated by the torque signal remaining constant, and a sudden change in the speed of the motor 12 indicated by the motor speed signal, the motor controller 11 controls the output torque of the motor 12 to decrease. A sudden change in the motor speed indicated by the speed signal means that the absolute value of the rate of change of the motor speed indicated by the speed signal exceeds the first threshold.

[0101] It is understood that the vehicle 01 is running at a constant speed at this time. Since the driving torque indicated by the torque signal remains unchanged, or the travel of the accelerator pedal remains unchanged, it can be ruled out that the change in the speed of the motor 12 is caused by the driver's active acceleration or deceleration. If the rate of change of the speed of the motor 12 is greater than or equal to the first threshold, it can be considered that the vehicle 01 is driving through a bumpy road surface with a large degree of unevenness. In order to avoid the vehicle continuously outputting a large torque and aggravating the impact of the bumpy road surface on the vehicle, the motor controller 11 controls the motor 12 to reduce the output driving torque, thereby reducing the ride smoothness fluctuation of the vehicle.

[0102] According to the solution in this application, the motor controller identifies road surface unevenness based on torque signals and the rate of change of motor speed. Through a wheel kinematics model, it identifies changes in road surface adhesion, thereby avoiding misinterpreting sudden changes in motor speed caused by driver acceleration as driving over uneven surfaces. Furthermore, the motor controller can control the motor to reduce drive torque output based on the road surface unevenness identification results, reducing ride smoothness fluctuations when the vehicle travels over uneven surfaces, thus improving vehicle safety and comfort.

[0103] It should be noted that since the motor controller identifies and controls road surface unevenness based on the motor speed signal provided by the resolver sensor, it can achieve torque adjustment at the millisecond (ms) level, resulting in strong control immediacy.

[0104] In some embodiments, in response to a decrease in the torque output by the control motor 12 and a change rate of the motor 12's rotational speed being less than a second threshold, the motor controller 11 controls the motor 12 to output drive torque according to the indication of the torque signal, wherein the second threshold is less than or equal to the first threshold.

[0105] Alternatively, in response to a decrease in the torque output by the control motor 12, if the rate of change of the motor speed indicated by the motor speed signal is less than a second threshold, the motor controller 11 controls the motor 12 to output drive torque according to the torque signal indication, where the second threshold is less than or equal to the first threshold.

[0106] It is understandable that when the second threshold is less than the first threshold, the difference between the second threshold and the first threshold is the hysteresis, which can reduce the probability of misjudgment by the motor controller 11.

[0107] It is understood that during the process of the motor controller 11 controlling the motor 12 to output reverse torque, the motor controller 11 can also respond to the motor 12's speed change rate being less than a second threshold, and control the motor 12 to output drive torque according to the torque signal indication.

[0108] It is understood that during the process of the motor controller 11 controlling the motor 12 to reduce torque output or output reverse torque, the motor controller 11 continuously identifies road surface unevenness based on the motor speed signal to determine whether the vehicle 01 has driven off the road bump point. Specifically, the motor controller 11 can determine that the wheel speed of the vehicle 01 is less affected by the road bump point based on the rate of change of the motor 12's speed being less than a second threshold, thereby determining that the vehicle 01 has driven off the uneven road surface.

[0109] According to the present application, the motor controller can determine the vehicle's exit from an uneven road surface based on the motor's speed fluctuations, and then control the motor to output drive torque according to the torque signal indication. This timely restoration of drive torque output avoids power loss due to reduced drive torque, thereby improving vehicle comfort.

[0110] The above describes the anti-bump function of the motor controller 11 when the vehicle 01 is running at a constant speed. The following describes the anti-bump function of the motor controller 11 when the vehicle 01 is running in an acceleration or deceleration state.

[0111] In some embodiments, during the process of the electric vehicle traveling on the road and passing over road bumps, the motor controller 11, in response to the torque increase indicated by the torque signal and the sudden change in the speed of the motor 12, actively controls the output torque of the motor 12 to decrease, so that the actual output torque of the motor 12 is different from the torque indicated by the torque signal. Specifically, during the sudden change in the speed of the motor 12, the rate of change of the motor 12's speed is greater than the rate of change of the motor 12's speed when responding to the increase in torque output in response to the torque signal.

[0112] It is understandable that when the electric vehicle 01 passes through a bumpy point on the road, the rate of change of the rotational speed of the motor 12 is greater than the rate of change of the rotational speed at any moment within the previously preset time period.

[0113] It is understood that the specific process by which the motor controller 11 controls the motor 12 to reduce torque output or output reverse torque can be referred to the relevant content above, and will not be repeated here.

[0114] In some embodiments, in response to a decrease in torque indicated by a torque signal and a sudden change in the speed of the motor 12, the motor controller 11 actively controls the output torque of the motor 12 to decrease, so that the actual output torque of the motor 12 differs from the torque indicated by the torque signal. Specifically, during the sudden change in the speed of the motor 12, the rate of change of the motor 12's speed is greater than the rate of change of the motor 12's speed when the torque output is reduced in response to the torque signal.

[0115] It is understandable that when the electric vehicle 01 passes through a bumpy point on the road, the rate of change of the rotational speed of the motor 12 is greater than the rate of change of the rotational speed at any moment within the previously preset time period.

[0116] It is understood that the specific process by which the motor controller 11 controls the motor 12 to reduce torque output or output reverse torque can be referred to the relevant content above, and will not be repeated here.

[0117] In some embodiments, during the process of the motor controller 11 controlling the motor 12 to reduce the output of drive torque, the motor controller 11 is also used to control the motor 12 to output drive torque according to the indication of the torque signal in response to the motor 12's speed change rate being less than or equal to a second threshold.

[0118] It is understandable that, relative to the torque indicated by the torque signal remaining constant, the first threshold and the second threshold used to determine whether the speed of the motor 12 changes abruptly are different when the torque indicated by the torque signal increases or decreases.

[0119] According to the present application, the motor controller can identify and control road unevenness based on different criteria for different operating states of electric vehicles, such as torque signals and motor speed fluctuations. The motor controller is highly practical and can further improve the comfort and safety of the vehicle.

[0120] In this embodiment of the application, the motor controller 11 can also coordinate the suspension system 30 to adjust the damping coefficient of the variable damper when it is determined that the vehicle 01 passes through a bumpy point on the road.

[0121] In some embodiments, during the driving of the electric vehicle 01 on the road, in response to the wheel of the electric vehicle 01 contacting a bump in the road and a sudden change in the rotational speed of the motor 12, the motor controller 11 also outputs a suspension control signal, which is used to instruct the suspension system 30 to adjust the damping force.

[0122] The suspension controller in the suspension system 30 can adjust the damping force of the suspension system 30 by adjusting the damping coefficient of the variable damper.

[0123] According to the present application, the motor controller 11 can output a suspension control signal to the suspension system 30 during the process of controlling the motor 12 to reduce torque output or output reverse torque, thereby realizing coordinated control of drive and suspension and further improving driving comfort.

[0124] In some embodiments, in response to the wheel of electric vehicle 01 contacting a bump in the road surface and the rate of change of the rotational speed of motor 12 being greater than or equal to the first threshold and less than the third threshold, motor controller 11 outputs a first suspension control signal, which is used to instruct the suspension controller to increase the damping coefficient of the variable damper.

[0125] It is understandable that when the speed change rate of motor 12 is greater than or equal to the first threshold and less than the third threshold, it can be considered that the road surface unevenness at the bump point is small. At this time, motor controller 11 can instruct the suspension controller through the suspension control signal to increase the damping coefficient of the variable damper in coordination, which can stabilize the vehicle's posture when passing through uneven road surfaces and reduce the pitch and yaw phenomena of the upper body.

[0126] In some embodiments, in response to the wheel of electric vehicle 01 contacting a bump in the road surface and the rate of change of the motor speed being greater than or equal to the third threshold, the motor controller 11 outputs a second suspension control signal, which is used to instruct the suspension controller to reduce the damping coefficient of the variable damper.

[0127] It is understandable that when the rate of change of the motor 12 speed is greater than the third threshold, it can be considered that the road surface unevenness at the bump point is relatively large. At this time, the motor controller 11 can instruct the suspension controller through the suspension control signal to reduce the damping coefficient of the variable damper in coordination, so that the suspension system 30 can fully suppress road impacts and further improve the overall vehicle comfort.

[0128] According to the present application, the motor controller can actively reduce the motor torque output when the vehicle passes over road bumps, and at the same time, use the time difference of the road impact being transmitted from the lower body to the upper body to coordinate the control of the suspension system, thereby further improving the comfort and safety of the vehicle.

[0129] In some embodiments, the suspension control signal can be used to indicate a target damping coefficient, that is, the suspension controller can directly adjust the damping coefficient of the variable damper to the target damping coefficient based on the indication of the suspension control signal.

[0130] In some embodiments, the suspension control signal can be used to indicate a target damping level, that is, the suspension controller can adjust the damping coefficient of the variable damper to the damping coefficient corresponding to the target damping level based on the indication of the suspension control signal. The target damping level can be determined through calibration or set by the driver; this embodiment does not limit the specific settings.

[0131] It should be noted that, in this application embodiment, multiple step thresholds greater than the first threshold can be set to divide multiple threshold intervals, and different threshold intervals correspond to different target damping coefficients or target damping levels. The motor controller 11 can adjust the damping coefficient of the variable damper by instructing the suspension controller to adjust the threshold coefficient of the motor 12 according to the threshold interval in which the speed change rate of the motor 12 is located through the first signal.

[0132] According to the solution proposed in this application, the motor controller can coordinately control the suspension system in multiple ways, which is highly flexible.

[0133] In some embodiments, during the process of the motor controller 11 controlling the motor 12 to reduce the output of drive torque, the motor controller 11 also responds to the fact that the rate of change of the rotational speed of the motor 12 is less than or equal to a second threshold, and sends a suspension recovery signal to the suspension controller, the suspension recovery signal being used to instruct the suspension controller to restore the damping coefficient of the variable damper before receiving the suspension control signal.

[0134] According to the present application, the motor controller can control the suspension system to restore the damping coefficient after the vehicle leaves the road bump point based on the torque signal and the motor speed fluctuation, thereby improving the vehicle's comfort and safety.

[0135] Figure 6 This illustration shows a schematic diagram of a coordinated control of a motor and suspension system provided in an embodiment of this application.

[0136] like Figure 6 As shown in (a), at time t1, the rate of change of the motor 12's speed is greater than the first threshold and less than the third threshold. At this time, the motor controller reduces the torque output of the motor 12 from T1 to T2, and increases the damping coefficient of the variable damper from C1 to C2 through the suspension control signal. At time t2, the rate of change of the motor 12's speed is less than the second threshold. At this time, the motor controller restores the torque output of the motor to T1, and restores the damping coefficient of the variable damper to C1 through the suspension recovery signal.

[0137] like Figure 6 As shown in (b), at time t1, the rate of change of the motor 12's speed is greater than the third threshold. At this time, the motor controller reduces the torque output of the motor 12 from T1 to T2, and reduces the damping coefficient of the variable damper from C1 to C2 through the suspension control signal. At time t2, the rate of change of the motor 12's speed is less than the second threshold. At this time, the motor controller restores the torque output of the motor to T1, and restores the damping coefficient of the variable damper to C1 through the suspension recovery signal.

[0138] It should be noted that when the vehicle 01 is running in an acceleration or deceleration state, the motor controller 11 can also adjust the damping coefficient of the variable damper by adjusting the signal to coordinate the suspension system 30 while reducing the drive torque output. The specific method can be referred to the above content, and will not be repeated here.

[0139] In this embodiment, the motor controller 11 can also perform road surface unevenness identification and control when the vehicle 01 is in braking state. The specific way in which the motor controller 11 implements this function will be described below.

[0140] In some embodiments, during the braking process of the electric vehicle 01, in response to the contact of the electric vehicle's wheels with road bumps, the motor controller 11 outputs a braking control signal, which instructs the braking system 40 to reduce the braking force output.

[0141] It should be noted that during this process, the motor controller 11 needs to combine the braking signal and the rate of change of the motor 12's rotational speed to determine whether the electric vehicle's wheels are in contact with a bump in the road surface. For example, the motor controller 11 can determine whether the electric vehicle's wheels are in contact with a bump in the road surface in response to a constant braking torque indicated by the braking signal and a sudden change in the rotational speed of the motor 12, and then output a braking control signal. For example, the motor controller 11 can determine whether the vehicle's wheels are in contact with a bump in the road surface in response to an increase in braking torque indicated by the braking signal and a sudden change in the rotational speed of the motor 12, where the rate of change of the rotational speed during the sudden change in the motor 12's rotational speed is greater than the rate of change of the rotational speed caused by the increase in braking torque, and then output a braking control signal.

[0142] According to the embodiments of this application, during vehicle braking, the motor controller can combine the braking signal and the rate of change of motor speed to identify changes in road surface adhesion through a wheel kinematic model. This avoids misinterpreting fluctuations in motor speed caused by driver braking as passing through road bumps. Furthermore, when a wheel is determined to be in contact with a road bump, the motor controller 11 will control the braking system 40 to reduce the braking torque output to prevent the vehicle from continuously outputting large torque, which would exacerbate the impact of uneven road surfaces on the vehicle, thereby reducing ride comfort fluctuations.

[0143] In some embodiments, during the process of the motor controller 11 controlling the braking system 40 to reduce the braking torque output, the motor controller 11 controls the braking force output by the braking system 40 to be less than or equal to a fourth threshold.

[0144] The fourth threshold can be understood as a minimum braking force, meaning that the braking force output by the braking system 40 controlled by the motor controller 11 is reduced to a minimum. Furthermore, the specific value of this fourth threshold is not limited in this embodiment.

[0145] According to the solution of this application, the motor controller can control the driving torque output by the braking system to reduce it to a very small braking force, thereby further improving the smoothness of the vehicle when passing over road bumps.

[0146] In some embodiments, during the process of controlling the braking system 40 to reduce the braking torque output, the motor controller 11 is also used to send a braking recovery signal to the braking controller in response to the rate of change of the internal speed of the motor 12 being less than or equal to a second threshold. The braking recovery signal is used to instruct the braking controller to output braking force according to the indication of the braking signal.

[0147] According to the present application, the motor controller can determine the point where the vehicle leaves the road bump based on the braking signal and the speed fluctuation of the motor, and then instruct the braking system to output braking torque according to the braking signal. This will prevent the loss of braking performance caused by the reduction of braking force by timely restoring the braking torque output, thereby improving the comfort of the vehicle.

[0148] It is understandable that when vehicle 01 is in braking mode, the motor controller 11 can also coordinate the control of the braking system and suspension system to further improve the safety and comfort of vehicle 01.

[0149] In some embodiments, when the motor controller 11 determines the point where the wheel of the vehicle 01 contacts the road bump based on the braking signal and the rate of change of the motor 12, the motor controller 11 outputs a suspension control signal to the suspension system and a braking control signal to the braking system. Through the coordinated control of the suspension system and the braking system, the driving comfort of the vehicle is further improved.

[0150] In some embodiments, when the motor controller 11 determines that the vehicle 01 has exited a road bump point based on the braking signal and the rate of change of the motor 12 speed, the motor controller 11 outputs a suspension recovery signal to the suspension system and a braking recovery signal to the braking system. Through coordinated control of the suspension system and the braking system, the driving comfort of the vehicle is further improved.

[0151] Figure 7 This illustration shows a schematic diagram of a coordinated control of a braking system and a suspension system provided in an embodiment of this application.

[0152] like Figure 7 As shown in (a), at time t1, the rate of change of the motor 12's speed is greater than the first threshold and less than the third threshold. At this time, the motor controller reduces the braking torque output by the brake motor from T1 to T2, and increases the damping coefficient of the variable damper from C1 to C2 through the suspension control signal. At time t2, the rate of change of the motor 12's speed is less than the second threshold. At this time, the motor controller restores the braking torque output by the brake motor to T1, and restores the damping coefficient of the variable damper to C1 through the suspension recovery signal.

[0153] like Figure 7 As shown in (b), at time t1, the rate of change of the motor 12's speed is greater than the third threshold. At this time, the motor controller reduces the braking torque output by the brake motor from T1 to T2, and reduces the damping coefficient of the variable damper from C1 to C2 through the suspension control signal. At time t2, the rate of change of the motor 12's speed is less than the second threshold. At this time, the motor controller restores the braking torque output by the brake motor to T1, and restores the damping coefficient of the variable damper to C1 through the suspension recovery signal.

[0154] It should be noted that in the embodiments of this application, "connection" can be understood as electrical connection. The connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components, such as A and B being directly connected. Alternatively, A can be directly connected to C, and C can be directly connected to B, with A and B connected through C. In some scenarios, "connection" can also be understood as coupling, such as electromagnetic coupling between two inductors. In short, the connection between A and B enables the transmission of electrical energy between A and B.

[0155] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0156] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0157] References to “some embodiments” and the like in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. Therefore, phrases such as “some embodiments” appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean “one or more, but not all, embodiments”, unless otherwise specifically emphasized. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0158] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A motor controller for preventing vehicle bumps, characterized in that, The motor controller is used to control the output torque of the motor to drive the wheels of the electric vehicle. The motor controller is used for: During the electric vehicle's operation on the road, in response to the wheel contacting a bump in the road surface, the motor is controlled to reduce its torque output or to output a reverse torque, the direction of which is opposite to the direction of the motor's rotational speed. The road surface unevenness at the bumpy point is greater than a preset value.

2. The motor controller according to claim 1, characterized in that, The motor controller is also configured to receive a torque signal, which indicates the torque that the motor needs to output. Specifically, the motor controller is configured to: When the electric vehicle is driving on the road, in response to the wheels contacting the bumps on the road surface, it actively controls the motor to reduce the torque output so that the actual torque output by the motor is different from the torque indicated by the torque signal.

3. The motor controller according to claim 2, characterized in that, The motor controller is specifically used for: In response to the wheel contacting the bump point on the road surface, the torque indicated by the torque signal remaining unchanged, and the motor speed suddenly changing, the torque output by the motor is actively controlled to decrease so that the actual torque output by the motor is different from the torque indicated by the torque signal. The sudden change in the motor speed refers to the absolute value of the rate of change of the motor speed being greater than a first threshold.

4. The motor controller according to claim 3, characterized in that, The motor controller is also used for: In response to the motor's speed change rate being less than a second threshold after the controlled torque output of the motor decreases, the actual torque output of the motor is controlled to be equal to the torque indicated by the torque signal, wherein the second threshold is less than or equal to the first threshold.

5. The motor controller according to claim 3 or 4, characterized in that, The vehicle includes a suspension system, and the motor controller is further configured to: During the operation of the electric vehicle on the road, in response to the wheel contacting a bump in the road surface and a sudden change in the speed of the motor, a suspension control signal is output. The suspension control signal is used to instruct the suspension system to adjust the damping force.

6. The motor controller according to claim 5, characterized in that, The suspension system includes a suspension controller and a variable damper. The suspension controller is used to control the damping coefficient of the variable damper, and the motor controller is specifically used for: In response to the wheel contacting the road bump point and the motor's rotational speed change rate being greater than or equal to the first threshold and less than the third threshold, a first suspension control signal is output. The first suspension control signal is used to instruct the suspension controller to increase the damping coefficient of the variable damper. In response to the wheel contacting the road bump point and the motor's rotational speed change rate being greater than or equal to the third threshold, a second suspension control signal is output. The second suspension control signal is used to instruct the suspension controller to reduce the damping coefficient of the variable damper.

7. The motor controller according to claim 2, characterized in that, The motor controller is specifically used for: During the process of the electric vehicle driving on the road and passing through road bumps, in response to the increase in torque indicated by the torque signal and the sudden change in the speed of the motor, the motor output torque is actively controlled to decrease, so that the actual output torque of the motor is different from the torque indicated by the torque signal. During the sudden change in the speed of the motor, the rate of change of the speed is greater than the rate of change of the speed indicated by the torque signal during the increase in the output torque of the motor.

8. The motor controller according to any one of claims 2 to 7, characterized in that, The electric vehicle also includes a braking system for outputting braking force to the four wheels of the electric vehicle during braking. The motor controller is used for: During the braking process of the electric vehicle, in response to the contact of the wheels of the electric vehicle with the bumps in the road surface, a braking control signal is output, which is used to instruct the braking system to reduce the braking force output.

9. A motor controller for preventing vehicle bumps, characterized in that, The motor controller is used to control the output torque of the motor of the electric vehicle. The motor controller is used to receive a torque signal and a motor speed signal from a resolver sensor. The torque signal is used to indicate the torque that the motor needs to output, and the motor speed signal is used to indicate the speed of the motor. The motor controller is used for: During the operation of the electric vehicle, in response to the torque indicated by the torque signal remaining constant and the motor speed indicated by the motor speed signal undergoing a sudden change, the torque output by the motor is controlled to decrease. The sudden change in the motor speed indicated by the motor speed signal means that the absolute value of the rate of change of the motor speed indicated by the speed signal is greater than a first threshold.

10. The motor controller according to claim 9, characterized in that, The motor controller is used to control the reduction of the torque output by the motor, specifically including: The motor controller is used to actively control the reduction of the torque output by the motor so that the actual torque output by the motor is different from the torque indicated by the torque signal.

11. The motor controller according to claim 10, characterized in that, The motor controller is also used for: In response to the absolute value of the rate of change of the motor speed indicated by the motor speed signal being less than a second threshold after the controlled reduction of the torque output of the motor, the actual torque output of the motor is controlled to be equal to the torque indicated by the torque signal, wherein the second threshold is less than or equal to the first threshold.

12. The motor controller according to claim 9, characterized in that, The absolute value of the road surface horizontal angle corresponding to the absolute value of the rate of change of the rotational speed equal to the first threshold is a preset angle. The relationship between the rate of change of the rotational speed and the road surface horizontal angle is determined according to the following formula: (Fd*(rh)-J*d / dt) / (Mg*r)=sinα Where h is the equivalent height of the uneven road surface, α is the horizontal angle of the road surface, r is the wheel radius, J is the tire moment of inertia, dω / dt is the rate of change of the motor speed indicated by the speed signal, Mg is the gravity acting on the wheel, and Fd is the driving or braking tangential force acting on the wheel.

13. A powertrain for preventing bumps during driving, characterized in that, The powertrain includes an electric motor and a motor controller as described in any one of claims 1 to 8, the motor controller being used to control the output torque of the electric motor; or... The powertrain includes an electric motor and a motor controller as described in any one of claims 9 to 12, the motor controller being used to control the output torque of the electric motor.

14. An electric vehicle, characterized in that, The electric vehicle includes wheels, a powertrain, and a suspension system. The powertrain includes a motor controller and a motor. The motor controller is used to control the output torque of the motor to drive the wheels of the electric vehicle. The motor controller is used for: During the process of the electric vehicle traveling on the road and passing over road bumps, in response to the wheel contacting the road bump, the motor is controlled to reduce torque output or to output reverse torque, the direction of the reverse torque being opposite to the direction of the motor's rotational speed; and, Output a suspension control signal, which is used to instruct the suspension system to adjust the damping force; Wherein, the road surface unevenness at the road surface bump point is greater than a preset value.

15. The electric vehicle according to claim 14, characterized in that, The electric vehicle also includes a braking system for outputting braking force to the four wheels of the electric vehicle during braking. During the braking and passage of the electric vehicle over the road surface bumps, the motor controller is further configured to: In response to the contact of the wheels of the electric vehicle with the bumps in the road surface, a braking control signal is output, which instructs the braking system to reduce the braking force output.

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