Motorcycle control method, motorcycle controller and off-road electric motorcycle

Abstract

This application relates to a motorcycle control method, a motorcycle controller, and an off-road electric motorcycle. The method includes: acquiring the slope and thermal state parameters of the motorcycle's current position; determining a preset strategy for estimating the motor rotor position based on the motorcycle's motor speed; the preset strategy includes a high-frequency signal injection method and / or a sliding mode observation method; adjusting the preset strategy based on the slope and / or thermal state parameters, and obtaining the target position of the motor rotor based on the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted based on the slope and / or thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted based on the thermal state parameters; acquiring the motorcycle's driving torque, and driving the motor to run based on the driving torque and the target position. This method enables the stability of the electric motorcycle during operation based on sensorless control.

Description

Technical Field

[0001] This application relates to the field of motorcycle control, and in particular to motorcycle control methods, motorcycle controllers, and off-road electric motorcycles. Background Technology

[0002] Sensorless control technology has been widely used in the field of motor control due to its advantages such as low cost and high reliability. In electric motorcycles, when the position sensor fails or malfunctions, the system can usually switch to sensorless control mode to maintain operation.

[0003] In related technologies, sensorless control algorithms are highly sensitive to external operating conditions. Electric motorcycles often face various complex operating conditions during actual operation, which can lead to a significant decrease in the accuracy of rotor position estimation by the algorithm. This can cause problems such as torque runaway, start-up failure, and even system protection shutdown, thus affecting the operational stability of the electric motorcycle.

[0004] There is currently no effective solution to the problem of poor operational stability of electric motorcycles controlled without position sensors in related technologies. Summary of the Invention

[0005] Therefore, it is necessary to provide a motorcycle control method, a motorcycle controller, and an off-road electric motorcycle that can solve the problem of poor operational stability of electric motorcycles controlled without position sensors, in order to address the aforementioned technical issues.

[0006] Firstly, this embodiment provides a motorcycle control method, the method comprising:

[0007] Obtain the slope of the location of the motorcycle and the thermal state parameters of the motorcycle system;

[0008] Based on the motor speed of the motorcycle, a preset strategy for estimating the motor rotor position is determined; the preset strategy includes a high-frequency signal injection method and / or a sliding mode observation method.

[0009] The preset strategy is adjusted according to the slope and / or the thermal state parameters, and the target position of the motor rotor is obtained according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted according to the slope and / or the thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters;

[0010] The driving torque of the motorcycle is obtained, and the motor is driven to run according to the driving torque and the target position.

[0011] Secondly, this embodiment provides a motorcycle controller, including a control module and a power module; the control module includes a data acquisition unit, a strategy selection unit, an estimation unit, and a drive unit.

[0012] The acquisition unit is used to acquire the slope of the motorcycle's location and the thermal state parameters of the motorcycle system.

[0013] The strategy selection unit is used to determine a preset strategy for estimating the motor rotor position based on the motor speed of the motorcycle; the preset strategy includes a high-frequency signal injection method and / or a sliding mode observation method.

[0014] The estimation unit is used to adjust the preset strategy according to the slope and / or the thermal state parameters, and to obtain the target position of the motor rotor according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted according to the slope and / or the thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters;

[0015] The drive unit is used to acquire the drive torque of the motorcycle and generate a drive signal based on the drive torque and the position of the motor rotor.

[0016] The power module is used to drive the motor to run in response to the drive signal.

[0017] Thirdly, this embodiment provides an off-road electric motorcycle, which includes a controller for implementing the motorcycle control method described in the first aspect above.

[0018] The aforementioned motorcycle control method, motorcycle controller, and off-road electric motorcycle acquire the slope of the motorcycle's location and the thermal state parameters of the motorcycle system. Based on the slope and / or thermal state parameters, the parameters in the preset strategy used to estimate the motor rotor position are adjusted. The voltage signal injection parameters in the high-frequency signal injection method are adjusted according to the slope and / or temperature, ensuring that the currently injected voltage signal parameters match the motorcycle's current operating conditions. The model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters, ensuring that the sliding mode observation model constructed based on the model parameters conforms to the motorcycle motor model under the current temperature conditions. Therefore, the accuracy of adjusting the motor rotor position estimated based on the prediction strategy can be improved, avoiding the significant decrease in accuracy of sensorless motor position estimation under complex operating conditions, which leads to low motorcycle operational stability. Attached Figure Description

[0019] Figure 1A flowchart of an embodiment of the motorcycle control method provided in this application;

[0020] Figure 2 A flowchart of Embodiment 2 of the motorcycle control method provided in this application;

[0021] Figure 3 A flowchart of Embodiment 3 of the motorcycle control method provided in this application;

[0022] Figure 4 This is a schematic diagram of a motor position sensor illustrating an exemplary embodiment of this application;

[0023] Figure 5 This is a schematic diagram of the structure of a first embodiment of the motorcycle controller provided in this application;

[0024] Figure 6 This is a diagram of the internal structure of the controller provided in this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0026] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used herein are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0027] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0028] The following specific embodiments are given to illustrate the technical solution of this application in detail.

[0029] Figure 1 This is a flowchart of an embodiment of the motorcycle control method provided in this application. Please refer to... Figure 1 The method provided in this embodiment may include:

[0030] Step 102: Obtain the slope of the motorcycle's location and the thermal state parameters of the motorcycle system.

[0031] Optionally, the slope θ_slope of the motorcycle's location can be obtained based on an IMU (Inertial Measurement Unit):

[0032] θ_slope = arcsin((a_meas - a_vehicle) / g)

[0033] Where a_meas is the longitudinal acceleration collected by the accelerometer inside the motorcycle, a_vehicle is the vehicle acceleration obtained from the difference in wheel speeds, and g is the acceleration due to gravity. The difference in wheel speeds of the motorcycle can be collected by sensors.

[0034] Optionally, the slope θ_slope of the motorcycle's location can be obtained based on the inverse calculation of motor torque:

[0035] θ_slope = arcsin(T_hold × G_ratio / (M_total × g × R_wheel))

[0036] Where T_hold is the motor torque when the motorcycle is stationary, M_total is the total mass of the motorcycle including the driver, R_wheel is the wheel rolling radius, and G_ratio is the reduction ratio. Optionally, if the absolute value of the vehicle speed |n| is continuously less than a specified threshold for a preset time period, the vehicle is confirmed to be stationary, and the motor torque T_hold required to keep the motorcycle stationary is obtained. The specified threshold can be set to 5 rpm, and the preset time period can be set to 200 ms.

[0037] Furthermore, the slope of the motorcycle's location can be determined using both IMU-based and motor torque-based methods, and the final slope value can be obtained through a weighted average fusion algorithm, thereby improving the accuracy of slope estimation.

[0038] The thermal status parameters of a motorcycle system may include one or more of the following: motor winding temperature, IGBT (Insulated Gate Bipolar Transistor) module temperature, bus capacitor temperature, and ambient temperature. Table 1 shows the monitoring methods for thermal status parameters in a motorcycle system.

[0039] Table 1

[0040]

[0041] It should be understood that the number of monitoring points within the motorcycle system can be increased or decreased as needed, and the sensor type and sampling frequency of each monitoring point can be modified without restriction. When acquiring the motorcycle's thermal state parameters from multiple monitoring points, a thermal network model of the motorcycle can be established to accurately assess the motorcycle's temperature state and achieve thermal management at the system level.

[0042] For example, if the motor position sensor of the motorcycle malfunctions, the steps of obtaining the slope of the motorcycle's location and the thermal state parameters of the motorcycle system can be performed; if the motor position sensor of the motorcycle is not malfunctioning, the motorcycle motor can be driven to run based on the target position and driving torque of the motor rotor obtained by the motor position sensor.

[0043] Step 104: Determine a preset strategy for estimating the motor rotor position based on the motor speed of the motorcycle; the preset strategy includes high-frequency signal injection method and / or sliding mode observation method.

[0044] Among them, the high-frequency signal injection method is used to inject a voltage signal into the stator winding of the motor to obtain the response current output by the stator winding; based on the demodulation of the response current, the error signal between the estimated position corresponding to the voltage signal and the actual position of the motor rotor is obtained, and the rotor position is obtained based on the error signal.

[0045] The sliding mode observation method is used to construct a sliding mode observation model of a motor, which can also be called an observer. In response to motor control commands, the same voltage signal as the motor is applied to the sliding mode observation model to obtain the motor current predicted by the model. The difference between the predicted motor current and the actual motor current is compared to extract the back electromotive force (EMF) of the sliding mode observation model. The rotor position is then estimated based on the back EMF.

[0046] The specific implementation principles and methods of the high-frequency signal injection method and the sliding mode observation method can be found in the relevant technical records, and will not be elaborated here.

[0047] Optionally, based on the motorcycle's motor speed, a preset strategy for estimating the motor rotor position is determined, including: when the motor speed is less than or equal to a first speed, the preset strategy uses a high-frequency signal injection method; when the motor speed is greater than the first speed and less than or equal to a second speed, the preset strategy uses both the high-frequency signal injection method and the sliding mode observation method; when the motor speed is greater than or equal to the second speed, the preset strategy uses the sliding mode observation method. The first speed is less than the second speed. Alternatively, when the motor speed is less than or equal to a specified speed, the preset strategy may use the high-frequency signal injection method; when the motor speed is greater than a specified speed, the preset strategy may use the sliding mode observation method. No restrictions are placed on the values ​​of the first speed, the second speed, and the specified speed.

[0048] For example, the slope of the motorcycle's location is acquired every 50ms, the thermal state parameters of the motorcycle system are acquired every 50ms, and a preset strategy for estimating the motor rotor position is determined every 100ms based on the motorcycle's motor speed. It should be understood that the sampling intervals for slope, thermal state parameters, and motor speed can be modified as needed, and are not limited here.

[0049] Step 106: Adjust the preset strategy according to the slope and / or thermal state parameters, and obtain the target position of the motor rotor according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, adjust the injection parameters of the voltage signal in the high-frequency signal injection method according to the slope and / or thermal state parameters; when the preset strategy includes the sliding mode observation method, adjust the model parameters of the sliding mode observation model in the sliding mode observation method according to the thermal state parameters.

[0050] The injection parameters of the voltage signal to be adjusted include at least one of the following: injection amplitude U_h, injection frequency f_h and injection time t. All three increase with the increase of slope and all three increase with the increase of temperature. The injection amplitude U_h can be configured to be 5%-10% of the bus voltage.

[0051] The adjusted model parameters include at least one of the following: stator resistance parameter Rs (T_motor), permanent magnet flux linkage parameter ψf (T_motor), power device on-state voltage drop parameter Vce (T_IGBT), direct-axis inductance parameter Ld (T_motor), and quadrature-axis inductance parameter Lq (T_motor). Under high-temperature conditions, the permanent magnet flux linkage within the motorcycle motor decreases, and the stator resistance increases, leading to a mismatch in the sliding mode observation model and an increase in position estimation error. By adjusting at least one of the above model parameters, the matching degree between the constructed sliding mode observation model and the motorcycle motor under the current operating conditions can be improved. Experiments have shown that by adjusting the above model parameters, the rotor position estimation accuracy under both high and low temperature conditions can be improved by 5 times, thereby eliminating the influence of temperature changes on sensorless control.

[0052] Slope and thermal state parameters independently affect the injection parameters and model parameters, while the combination of slope and thermal state parameters further leads to changes in the injection parameters and model parameters. The correspondence between slope and / or thermal state parameters and injection parameters, as well as the correspondence between thermal state parameters and model parameters, can be obtained through pre-calibration methods, including pre-calibration mapping tables, fitting formulas, or data-driven models.

[0053] The methods for pre-calibrating the mapping table and fitting formula are explained below.

[0054] Optionally, a mapping table can be constructed between the combination of slope and thermal state parameters and the injection parameters and model parameters. For example, the current operating condition of the motorcycle can be identified based on the slope and / or thermal state parameters, and the mapping table between the generated operating condition, injection parameters, and model parameters can be used.

[0055] Taking the motor winding temperature T_motor as the thermal compensation parameter and the hot zone states in the motorcycle operating conditions including "cold state", "normal temperature", "hot state" and "overheating" as an example, Table 2 shows a hot zone state in the motorcycle operating conditions obtained based on the motor winding temperature.

[0056] Table 2

[0057]

[0058] It should be understood that the thermal state of the motorcycle during operation can also be determined based on one or more parameters, including motor winding temperature, IGBT module temperature, bus capacitor temperature, and ambient temperature. The temperature range for determining the thermal zone can be adjusted as needed.

[0059] By comparing the current slope with the set slope threshold range, the slope status of the motorcycle's operating conditions is classified as "steep slope", "medium slope" or "gentle slope".

[0060] Combining the hot zone and gradient conditions, the injection amplitude U_h, injection frequency f_h, safety factor K_safety, transition rate α, and transition time t_trans can be obtained through a mapping table. Among these, the transition rate α and transition time t_trans are torque transition parameters, while the safety factor and torque transition parameters are used to adjust the motorcycle's drive torque. Table 3 shows the mapping relationship between the hot zone and gradient conditions and the parameters.

[0061] Table 3

[0062]

[0063] In Table 3, the injected amplitude U_h represents the peak value of the injected voltage, approximately 5%-10% of the bus voltage, ensuring a sufficient signal-to-noise ratio while preventing overcurrent. These parameters were calibrated at a 500V bus voltage. Based on the mapping relationship provided in Table 3, the system can cover all motorcycle operating conditions from -20℃ cold to 100℃ hot, and from gentle slopes to steep slopes, significantly improving the reliability and survivability of motorcycles under various operating conditions.

[0064] Optionally, the relationship between the thermal state parameters, model parameters, and other parameters can be used to fit and construct the calculation formula for the compensated model parameters.

[0065] For ease of understanding, taking the motor temperature as the thermal compensation parameter and the stator resistance parameter Rs(T_motor), permanent magnet flux linkage parameter ψf(T_motor), and IGBT on-state voltage drop parameter Vce(T_IGBT) as an example, the compensated model parameters can be calculated as follows:

[0066] Rs(T_motor) = Rs_25℃ × [1 + α_Cu × (T_motor - 25)]

[0067] ψf(T_motor) = ψf_25℃ × [1 + β × (T_motor - 25)]

[0068] Vce(T_IGBT)= Vce_25℃ × [1 + γ × (T_IGBT - 25)]

[0069] Wherein, Rs_25℃ is the initial parameter of the stator resistance obtained by pre-calibration at 25℃, ψf_25℃ is the initial parameter of the permanent magnet flux linkage obtained by pre-calibration at 25℃, Vce_25℃ is the initial parameter of the IGBT on-state voltage drop obtained by pre-calibration at 25℃, α_Cu is the temperature coefficient of resistance of the pre-calibrated copper material, β is the temperature coefficient of resistance of the pre-calibrated permanent magnet, and γ is the temperature coefficient of resistance of the pre-calibrated IGBT.

[0070] Step 108: Obtain the driving torque of the motorcycle and drive the motor to run according to the driving torque and target position.

[0071] The driving torque refers to the electromagnetic torque transmitted from the motor output shaft to the motorcycle's transmission system, which is used to drive the motorcycle. Optionally, the driving torque can be determined based on the throttle input signal from the driver and the overall operating status of the vehicle.

[0072] The target position is the angle of the motor rotor relative to the stator, estimated based on a preset strategy. Optionally, a drive torque command is generated based on the drive torque. This command, together with the estimated target position, participates in the current closed-loop regulation, and the motor is driven based on the closed-loop torque control method.

[0073] The specific methods for obtaining the driving torque and the implementation process of the motor closed-loop torque control method can be found in the descriptions in the relevant technologies, and will not be elaborated here.

[0074] Furthermore, the driving torque required to propel a motorcycle varies under different operating conditions such as starting and on inclines. Therefore, after obtaining the driving torque, the driving torque of the motorcycle can be adjusted according to the incline and / or thermal state parameters.

[0075] For example, after adjusting the preset strategy based on the slope and / or thermal state parameters, it can be determined whether the slope is greater than a slope threshold. If so, after obtaining the motorcycle's drive torque, the current operating condition of the motorcycle is determined based on the slope and / or thermal state parameters. The drive torque is adjusted according to the operating condition, and the motor is driven based on the adjusted drive torque and the target position. If not, the motorcycle's drive torque is obtained, and the motor is driven directly based on this drive torque and the target position. Taking a slope threshold of 3° as an example: if the estimated slope |θ_slope|>3°, the "hill assist mode" is activated. The current operating condition of the motorcycle is determined based on the slope and / or thermal state parameters. The adjustment coefficient of the drive torque is obtained based on the operating condition, and the drive torque is adjusted based on the adjustment coefficient. The correspondence between the operating condition and the adjustment coefficient of the drive torque can be pre-configured. If the estimated slope |θ_slope|≤3°, the motorcycle's drive torque is obtained, and the motor is driven directly based on the currently obtained drive torque and the target position, realizing conventional motor control.

[0076] Without a motor position sensor, motorcycles are prone to rolling backward, jerking during start-up, or even losing control under conditions such as slopes and extreme temperatures. The aforementioned motorcycle control method accurately assesses the motorcycle's current operating condition by acquiring the slope and thermal state parameters of the motorcycle system. Then, by adjusting parameters in a preset strategy, the accuracy of the assessed target position of the motorcycle motor rotor under different operating conditions is improved. Specifically, based on the slope and / or temperature dimensions, the injection parameters of the voltage signal in the high-frequency signal injection method are dynamically adjusted to match the current injected voltage signal parameters with the motorcycle's current operating condition; and / or, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters, so that the sliding mode observation model constructed based on the model parameters conforms to the motorcycle motor model under the current temperature conditions. This improves the accuracy of adjusting the motor rotor position estimated without a position sensor, avoiding a significant decrease in motor position estimation accuracy under complex operating conditions, which leads to low motorcycle operational stability.

[0077] To further improve the operational stability of the motorcycle in the absence of a motor position sensor, in one embodiment... Figure 2 A flowchart of a second embodiment of a fault detection method is provided. Please refer to... Figure 2 To obtain the driving torque of the motorcycle, including:

[0078] Step 202: With the motorcycle in a parked state, obtain the initial drive torque required to keep the motorcycle stationary.

[0079] The parking state refers to the state in which the motorcycle is stationary. Optionally, when the vehicle speed is continuously lower than a set threshold for a preset time period, and the following conditions are met: the engine is in neutral and the engine speed is lower than a specified idle speed threshold, the vehicle can be determined to be in the parking state.

[0080] Optionally, the initial drive torque T_base is calculated as follows:

[0081] T_base=M_total×g×sinθ_slope×R_wheel / G_ratio

[0082] Where M_total is the total mass of the vehicle including the driver, R_wheel is the wheel rolling radius, G_ratio is the reduction ratio, and θ_slope is the slope of the current position of the motorcycle.

[0083] Step 204: Obtain the motor temperature from the thermal state parameters, determine the current working condition of the motorcycle based on the slope and motor temperature, and obtain the safety factor corresponding to the current working condition of the motorcycle based on the first mapping relationship between the working condition and the safety factor.

[0084] The steeper the slope, the larger the safety factor, and vice versa. Furthermore, the higher the motor temperature, the larger the safety factor, and vice versa. The safety factor varies under different operating conditions, and the first mapping relationship can be obtained through experimental pre-calibration. For example, referring to the mapping relationship between the hot zone and slope operating conditions and parameters in Table 3, the safety factor K_safety differs under different slopes and motor temperatures.

[0085] Step 206: Adjust the initial drive torque according to the safety factor to obtain the drive torque of the motorcycle in the parked state.

[0086] Optionally, the temperature condition of the motorcycle is obtained based on the motor temperature, and the hot zone T_zone of the motorcycle is determined; the slope condition of the motorcycle is obtained based on the slope θ, and the corresponding safety factor K_safety(θ, T_zone) is found. The initial drive torque T_base is adjusted, and the drive torque T_target of the motorcycle in the parking state is calculated as follows:

[0087] T_target = T_base × K_safety(θ, T_zone)

[0088] Furthermore, after obtaining the drive torque in the parking state, the motor current is adjusted to make the motor output torque equal to T_target. Optionally, the motor speed n_est can also be monitored and estimated in real time. If |n_est|>10rpm, it is determined that a rollback has occurred and dynamic compensation is performed. For example, the corresponding compensation coefficient is obtained based on the motor speed, and the drive torque in the parking state is multiplied by the compensation coefficient. 10rpm is a preset threshold for determining whether the motorcycle has rolled back. The size of this preset threshold and the correspondence between the motor speed and the compensation coefficient can be configured according to actual needs.

[0089] In one embodiment, Figure 3 A flowchart of a third embodiment of a fault detection method is provided. Please refer to... Figure 3 To obtain the driving torque of the motorcycle, including:

[0090] Step 302: When the motorcycle is in the starting state, obtain the initial drive torque required to keep the motorcycle stationary and the target drive torque required to start the motorcycle, and construct an objective function based on the initial drive torque and the target drive torque to smoothly increase the initial drive torque of the motor to the target drive torque.

[0091] Optionally, the motorcycle is determined to be in a starting state when the throttle opening change Δthrottle is greater than a specified threshold, and / or when a brake release signal is received. For example, the specified threshold can be set to 5%, or it can be set to other values.

[0092] The target drive torque required for a motorcycle to start is the torque that must be applied to the rear wheel to generate acceleration and overcome resistance when the motorcycle is in a parked state; the calculation method for the target drive torque can be found in the relevant technical records.

[0093] The objective function is used to achieve a smooth torque transition. Optionally, the objective function can be an S-curve function, such as the sigmoid function or a pre-built polynomial function, to achieve a smooth torque transition. For details on the specific construction method of the objective function used for smooth torque control, please refer to the description of torque smoothing strategies in relevant technical literature; it will not be elaborated upon here.

[0094] Step 304: Obtain the motor temperature from the thermal state parameters, determine the current operating condition of the motorcycle based on the slope and motor temperature, and obtain the torque transition parameters corresponding to the current operating condition of the motorcycle based on the second mapping relationship between the operating condition and the torque transition parameters.

[0095] The torque transition parameters may include a transition rate α and / or a transition time t_trans. The transition rate adjusts the rate of change of the initial drive torque, and the transition time adjusts the time taken for the initial drive torque to rise to the target drive torque. A steeper gradient results in a steeper transition rate and a shorter transition time; conversely, a shallower gradient results in a shallower transition rate and a longer transition time. Furthermore, higher temperatures result in a steeper transition rate and a shorter transition time; conversely, lower temperatures result in a shallower transition rate and a longer transition time.

[0096] The torque transition parameters differ under different operating conditions, and the second mapping relationship can be obtained through experimental pre-calibration. For example, the mapping relationship between the parameters and the two types of operating conditions, namely hot zone and slope, can be referred to in Table 3. Among them, the transition rate α and the transition time t_trans are determined by looking up the table according to the combination of slope and motor temperature.

[0097] Step 306: Adjust the rate of increase of the initial driving torque in the objective function according to the torque transition parameter, and adjust the initial driving torque according to the objective function to obtain the driving torque of the motorcycle in the current starting state.

[0098] For example, the objective function is constructed as follows:

[0099] f(t)=1 / (1+e^(-α·(t-t_trans)))

[0100] The method for adjusting the base torque in the objective function based on the torque transition parameter is as follows:

[0101] T_output(t) = T_ base + (T_ demand - T_ base) × f(t).

[0102] Where T_output is the driving torque output at time t, T_base is the initial driving torque, and T_demand is the target driving torque.

[0103] Optionally, after obtaining the initial drive torque required to keep the motorcycle stationary, the initial drive torque can be adjusted according to a safety factor. Based on the adjusted initial drive torque T_target and the objective function f(t), the drive torque of the motorcycle at the current moment is calculated. It should be understood that the drive torque of the motorcycle at the current moment is less than or equal to the target drive torque.

[0104] In the above embodiments, while adjusting the high-frequency signal injection method and / or sliding mode observation method based on the slope adaptive adjustment, the driving torque is adjusted according to the motorcycle's operating conditions. This can achieve a slope parking success rate of over 98% after the position sensor fails, and control the rollover distance to within 1cm, thus completely solving the safety risks of motorcycles in slope failure scenarios.

[0105] In one embodiment, obtaining the target position of the motor rotor according to the adjusted preset strategy includes:

[0106] (1) When the preset strategy is to use the high frequency signal injection method, after applying the voltage signal with adjusted injection parameters to the motor rotor, the target position of the motor rotor is estimated according to the high frequency signal injection method.

[0107] Specifically, the voltage signal injection parameters are adjusted, including the injection amplitude U_h, injection frequency f_h, and injection time t; based on these injection parameters, a voltage is applied to the motor, and a high-frequency signal injection method is executed.

[0108] Injecting high-frequency voltage into the d-axis of a permanent magnet synchronous motor:

[0109] u_dh=U_h·cos(ω_h·t), u_qh=0.

[0110] The injected d-axis high-frequency voltage will induce a modulated high-frequency current in the q-axis. The sampled q-axis high-frequency response current i_qh is approximately expressed as:

[0111] i_qh≈(U_h / (ω_h·L_d·L_q))·(L_d-L_q)·sin(2Δθ)·sin(ω_h·t).

[0112] By demodulating i_qh, the error signal ε can be extracted:

[0113] ε = K_err·sin(2Δθ);

[0114] The error signal is sent to a phase-locked loop or a PI (proportional-integral) controller. By continuously adjusting the estimated rotor position, the error Δθ is made to approach zero, and the true rotor position θ is obtained.

[0115] Where U_h is the amplitude (V) of the injected high-frequency voltage; u_dh is the injected high-frequency voltage along the d-axis of the permanent magnet synchronous motor, and u_qh is the injected high-frequency voltage along the h-axis of the permanent magnet synchronous motor; ω_h is the angular velocity (rad / s) of the injected signal, obtained by converting the set injection frequency f_h, ω_h = 2πf_h; t is the injection duration (s). L_d and L_q are the inductances of the motor along the d-axis and q-axis, respectively. Δθ is the deviation between the actual rotor position and the estimated rotor position, and K_err is the preset gain coefficient of the error signal.

[0116] (2) When the preset strategy selects the sliding mode observation method, the sliding mode observation model is constructed according to the adjusted model parameters. For the sliding mode observation model, the target position of the motor rotor is estimated by the sliding mode observation method.

[0117] Specifically, the adjusted model parameters include Rs(T_motor), ψf(T_motor), Ld(T_motor), and Lq(T_motor); a sliding mode observation model is constructed based on these adjusted model parameters, and the sliding mode observation method is executed.

[0118] The voltage equation of the permanent magnet synchronous motor in the two-phase stationary coordinate system (α–β) is as follows:

[0119] u_α=Rs·i_α+Ld·(di_α / dt)+ω_e·(Ld-Lq)·i_β+e_α

[0120] u_β=Rs·i_β+Ld·(di_β / dt)-ω_e·(Ld-Lq)·i_α+e_β

[0121] Where u_α and u_β are the stator terminal voltages (V) of the motor on the α-axis and β-axis, respectively, provided by the motorcycle inverter control; i_α and i_β are the measured stator currents (A) on the α-axis and β-axis, respectively; Rs is the stator winding resistance (Ω); L_d and L_q are the direct-axis inductance (d-axis) and quadrature-axis inductance (q-axis) of the motor (H). ω_e is the electric angular velocity of the motor rotor (rad / s); e_α and e_β are the components (V) of the back electromotive force in the α–β coordinate system, respectively, and e_α and e_β are generated by the permanent magnet flux linkage.

[0122] The expression for back electromotive force is:

[0123] e_α=-ψf·ω_e·sinθ_e

[0124] e_β=ψf·ω_e·cosθ_e

[0125] ψf is the rotor flux linkage amplitude (Wb) generated by the permanent magnet; θ_e is the electric angle of the motor rotor (rad), i.e., the position information to be estimated. The magnitude of the back electromotive force is proportional to the rotational speed ω_e, and the direction of the back electromotive force is determined by the rotor position θ_e. Therefore, as long as e_α and e_β can be accurately extracted, the position (electrical angle) θ_e and the rotational speed ω_e of the motor rotor can be derived.

[0126] Therefore, a sliding mode observation model can be constructed to extract the back electromotive force:

[0127]

[0128]

[0129] ,

[0130] That and The α-axis and β-axis currents estimated by the observer; and For the sliding mode control law, K>0: is the preset sliding mode gain. When the observer enters the sliding mode state, , Equivalent to the real back electromotive forces e_α and e_β. At this point, through a low-pass filter... , The back electromotive force is estimated, and then the rotor position θ_e and rotational speed ω_e can be calculated through a phase-locked loop.

[0131] (3) When the preset strategy selects the high-frequency signal injection method and the sliding mode observation method, after applying the voltage signal with adjusted injection parameters to the motor rotor, the first position of the motor rotor is estimated according to the high-frequency signal injection method; the sliding mode observation model is constructed according to the adjusted model parameters, and the second position of the motor rotor is estimated by the sliding mode observation method for the sliding mode observation model; the first position and the second position are weighted and summed based on the preset weights to obtain the target position of the motor rotor.

[0132] The preset weights are preset constants, which can be configured for the first and second positions respectively to achieve weighted summation.

[0133] In this embodiment, when both the high-frequency signal injection method and the sliding mode observation method are used simultaneously, the estimation accuracy and the accuracy of the calculated target position of the motor rotor are improved by weighted fusion of the two complementary methods.

[0134] In one embodiment, obtaining the slope of the motorcycle's location and the temperature of the motorcycle's motor includes:

[0135] (1) Obtain the rotor absolute angle signal and speed signal output by the motor position sensor.

[0136] Optionally, the rotor absolute angle signal and speed signal output by the motor position sensor are read in each PWM (Pulse-Width Modulation) cycle, and the following judgment is performed.

[0137] (2) Generate a first sensing state based on the loss state of the rotor absolute angle signal and the rotation speed signal.

[0138] The lost state refers to a signal that has not been updated for a long time, remains constant, or is outside the effective range. The first sensing state is used to indicate whether the rotor absolute angle signal and the speed signal have been lost.

[0139] Optionally, if the rotor absolute angle signal remains completely unchanged or exceeds the physical range within a time period exceeding a threshold, it is determined that the rotor absolute angle signal is lost. Similarly, if the speed signal remains unupdated or exceeds the physical range within a time period exceeding the threshold, it is determined that the speed signal is lost. For example, the threshold time can be set to 50ms, or it can be set to other values.

[0140] (3) Generate a second sensing state based on the jump state of the rotor absolute angle signal and the rotation speed signal.

[0141] The jump state refers to a non-physical abrupt change in the signal within a very short time. The second sensing state is used to indicate whether the rotor absolute angle signal jumps and whether the speed signal jumps.

[0142] Optionally, if the change in the rotor absolute angle signal obtained from adjacent sampling points exceeds a maximum threshold, it is determined that the rotor absolute angle signal has abruptly changed. For example, the maximum threshold can be set to 30°, or it can be set to other values. If the rate of change of the rotational speed signal obtained from adjacent sampling points exceeds a specified angular acceleration, or if the sign of the rotational speed signal changes abruptly without corresponding current or voltage excitation, it is determined that the rotational speed signal has abruptly changed.

[0143] (4) Generate a third sensing result based on the signal-to-noise ratio of the rotor absolute angle signal and the rotational speed signal.

[0144] The third sensing result is used to indicate whether the signal-to-noise ratio of the rotor absolute angle signal and the speed signal are abnormal.

[0145] Optionally, if the estimated signal-to-noise ratio (SNR) of the rotor absolute angle signal is greater than a corresponding preset threshold, the SNR of the rotor absolute angle signal is determined to be abnormal. Similarly, if the estimated speed signal SNR is greater than a corresponding preset threshold, the speed signal SNR is determined to be abnormal. The signal SNR estimation method can be found in relevant technical documents and will not be elaborated upon here.

[0146] (5) If the motor position sensor of the motorcycle is found to be abnormal based on the first sensing result, the second sensing result and the third sensing result, the slope of the motorcycle's location and the temperature of the motorcycle's motor are obtained.

[0147] Optionally, the motor position sensor of the motorcycle is deemed abnormal if any of the following conditions are met: the total number of times the rotor absolute angle signal and the speed signal are lost according to the first sensing state exceeds a first preset number; the total number of times the rotor absolute angle signal and the speed signal jumps according to the second sensing state exceeds a second preset number; or the total number of times the signal-to-noise ratio of the rotor absolute angle signal and the speed signal is abnormal according to the third sensing state exceeds a third preset number. For ease of understanding, Figure 4 A schematic diagram of a motor position sensor detection is provided. The first preset number of tests is 1000, the second is 4000, and the third is 20. The motor position sensor signal is read each PWM cycle, and triple detection of signal loss, signal transition, and signal-to-noise ratio is performed. The detection results of each type of anomaly are counted. If the count value of any method exceeds the corresponding preset number, the motor position sensor of the motorcycle is determined to be abnormal, and the system switches to "non-sensor mode," i.e., the steps of obtaining the slope of the motorcycle's location and the temperature of the motorcycle's motor are executed. It should be understood that if the count value of any method does not exceed the corresponding preset number, the above triple detection can be repeated.

[0148] In this embodiment, the motor position sensor of the motorcycle is judged to be abnormal for three typical failure modes: signal loss, signal jump, and low signal-to-noise ratio, in order to prevent false triggering caused by transient interference and improve the accuracy of judging the abnormal state of the motor position sensor.

[0149] In one embodiment, to improve the adaptability of the motorcycle's power system under high-temperature conditions, the motorcycle can be protected in the following manner:

[0150] Optionally, the overcurrent protection threshold of the motor current can be adjusted based on thermal state parameters. For example, a mapping relationship between thermal state parameters and overcurrent protection thresholds can be established, and the overcurrent protection threshold corresponding to the current thermal state parameters can be obtained based on the mapping relationship. When the motor current exceeds the overcurrent protection threshold, a preset control strategy is executed to achieve overcurrent protection. This control strategy can be configured to shut down the PWM output to cut off the current path, or to limit the current amplitude by reducing the motor speed or motor torque.

[0151] Optionally, if the motor winding temperature exceeds a preset safety threshold, the motorcycle is determined to be in an overheated state. The drive command of the motor controller is directly adjusted to forcibly reduce the output power of the motor, thereby limiting the current or torque output of the motor. This prevents the internal components of the motorcycle's operating system from experiencing performance degradation due to continuous high temperatures, ensuring that the system operates within a safe thermal boundary and improving the motorcycle's operational stability under high-temperature conditions.

[0152] In related technologies, motorcycle power systems suffer from insufficient high-voltage redundancy, leading to a high probability of failure in high-voltage, high-power controllers and significant potential risks due to the lack of redundancy. Therefore, in one embodiment, the motorcycle control method further includes: when the motorcycle is stopped, controlling the active discharge circuit in the motorcycle to discharge the bus voltage of the motorcycle's power system.

[0153] Optionally, the active discharge circuit includes at least a discharge resistor and a controllable switching device. The active discharge circuit is connected in parallel across the positive and negative buses of the power system. When the motorcycle stops running, a control signal is generated. This control signal adjusts the switching state of the controllable switching device in the active discharge circuit, causing the discharge resistor in the active discharge circuit to connect to the bus, thereby reducing the bus voltage below a safe threshold. The specific construction method of the active discharge circuit can be found in descriptions in related technologies and will not be elaborated upon here.

[0154] Even after a motorcycle stops running, a large amount of electrical energy may still be stored on the DC bus capacitor of its power system. In this embodiment, the bus voltage needs to be quickly discharged through an active discharge circuit, which can improve the safety of motorcycle operation.

[0155] In one embodiment, the method further includes: detecting the insulation resistance value between the motorcycle's power system and ground, and generating a warning message if the insulation resistance value does not meet a safety threshold condition.

[0156] The warning information indicates that the insulation resistance is too low, and there is a risk of leakage between the power system and the vehicle body, which may cause safety hazards such as electric shock and short circuit. The insulation resistance value is the resistance of the insulation layer between the motorcycle's power system and the chassis.

[0157] Optionally, voltage and current signals between the vehicle's power system and the chassis ground are collected, and the insulation resistance value is calculated from the voltage and current signals. The insulation resistance value is compared with a preset safety resistance threshold. When the resistance value is lower than the threshold, the controller generates and outputs a warning message in the form of sound and light or text message, thereby realizing real-time detection and reminder of insulation abnormalities.

[0158] This embodiment can prevent electrical safety accidents in advance by continuously monitoring and issuing early warnings when abnormalities occur, thus ensuring the safety of the vehicle's high-voltage system and passengers.

[0159] In one embodiment, high-voltage protection for the motorcycle can also be provided in the following manner:

[0160] Optionally, after obtaining the thermal state parameters, the lifespan of the electrolytic capacitor is monitored based on the bus capacitor temperature from the thermal state parameters: the remaining lifespan of the electrolytic capacitor is estimated based on the rated lifespan calculation model of the electrolytic capacitor and combined with the real-time collected bus capacitor operating temperature. The method for estimating the remaining lifespan of the electrolytic capacitor based on the capacitor operating temperature and the rated lifespan calculation model can be found in related technical descriptions. Furthermore, based on the estimated remaining lifespan of the electrolytic capacitor, a corresponding warning is generated to improve motorcycle safety.

[0161] Optionally, during motorcycle operation, bus voltage and electrode current are acquired through isolated sampling. For example, the bus voltage is sampled after electrical isolation using a Hall voltage sensor or differential isolation amplifier, and overvoltage, undervoltage, and overcurrent detection are performed based on the sampled signal. Specific implementation methods and principles for overvoltage, undervoltage, and overcurrent detection can be found in relevant technical descriptions and are not limited here. Another example is the use of a closed-loop Hall current sensor for isolated current sampling, and phase current detection is performed based on the sampled signal. Specific implementation methods and principles for phase current detection are generally found in relevant technical descriptions. In this way, accurate current detection is achieved while simultaneously ensuring electrical isolation between the high-voltage side and the low-voltage control side, guaranteeing sampling safety and control stability.

[0162] Based on the same inventive concept, this application also provides a motorcycle controller for implementing the motorcycle control method described above. The solution provided by this motorcycle controller is similar to the implementation described in the above method; therefore, the specific limitations of one or more motorcycle controller embodiments provided below can be found in the limitations of the motorcycle control method described above, and will not be repeated here.

[0163] In one embodiment, such as Figure 5 As shown, a motorcycle controller is provided, including a control module 51 and a power module 52; the control module 51 includes an acquisition unit 511, a strategy selection unit 512, an estimation unit 513 and a drive unit 514.

[0164] The acquisition unit 511 is used to acquire the slope of the motorcycle's location and the thermal state parameters of the motorcycle system.

[0165] The strategy selection unit 512 is used to determine a preset strategy for estimating the motor rotor position based on the motor speed of the motorcycle; the preset strategy includes high-frequency signal injection method and / or sliding mode observation method;

[0166] The estimation unit 513 is used to adjust a preset strategy according to the slope and / or thermal state parameters, and to obtain the target position of the motor rotor according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted according to the slope and / or thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters.

[0167] The drive unit 514 is used to acquire the driving torque of the motorcycle and generate a drive signal based on the driving torque and the position of the motor rotor.

[0168] Power module 52 is used to drive the motor in response to drive signals.

[0169] In one embodiment, an isolated gate driver is used for signal isolation and driving between the control module and the power module. Optionally, the isolated gate driver can be a SiC dedicated isolated driver chip with integrated active Miller clamp; alternatively, other isolated driver chips such as optocouplers and magnetic couplers can also be used. No restrictions are placed on the selection of the isolated gate driver.

[0170] In this embodiment, the direct electrical connection between the high and low voltage circuits can be blocked by the isolated gate drive device, realizing the high and low voltage electrical safety isolation between the control module and the power module. At the same time, the power amplification and gate drive of the control signal are completed, improving the operational stability and safety under high voltage and high power conditions.

[0171] Optionally, the drive unit 514 acquires the driving torque of the motorcycle, including: when the motorcycle is in a parked state, acquiring the initial driving torque required to keep the motorcycle stationary; acquiring the motor temperature in the thermal state parameters, determining the current working condition of the motorcycle based on the slope and the motor temperature, and obtaining a safety factor corresponding to the current working condition of the motorcycle based on the first mapping relationship between the working condition and the safety factor; adjusting the initial driving torque based on the safety factor to obtain the driving torque of the motorcycle in the parked state.

[0172] Optionally, the drive unit 514 acquires the driving torque of the motorcycle, including: when the motorcycle is in a starting state, acquiring the initial driving torque required to keep the motorcycle stationary and the target driving torque required to start the motorcycle, and constructing an objective function to smoothly increase the initial driving torque of the motor to the target driving torque based on the initial driving torque and the target driving torque; acquiring the motor temperature in the thermal state parameters, determining the current operating condition of the motorcycle based on the slope and the motor temperature, and obtaining the torque transition parameters corresponding to the current operating condition of the motorcycle based on the second mapping relationship between the operating condition and the torque transition parameters; adjusting the rate of increase of the initial driving torque in the objective function based on the torque transition parameters, and adjusting the initial driving torque based on the objective function to obtain the driving torque of the motorcycle in the current starting state.

[0173] In one embodiment, the estimation unit 513 obtains the target position of the motor rotor according to the adjusted preset strategy, including: when the preset strategy uses the high-frequency signal injection method, applying a voltage signal with adjusted injection parameters to the motor rotor and estimating the target position of the motor rotor according to the high-frequency signal injection method; when the preset strategy uses the sliding mode observation method, constructing a sliding mode observation model according to the adjusted model parameters, and estimating the target position of the motor rotor using the sliding mode observation method for the sliding mode observation model; when the preset strategy uses both the high-frequency signal injection method and the sliding mode observation method, applying a voltage signal with adjusted injection parameters to the motor rotor and estimating the first position of the motor rotor according to the high-frequency signal injection method; constructing a sliding mode observation model according to the adjusted model parameters, and estimating the second position of the motor rotor using the sliding mode observation method for the sliding mode observation model; and weighting and summing the first position and the second position according to preset weights to obtain the target position of the motor rotor.

[0174] In one embodiment, the acquisition unit 511 acquires the slope of the motorcycle's location and the temperature of the motorcycle's motor, including: acquiring the rotor absolute angle signal and speed signal output by the motor position sensor; generating a first sensing state based on the loss state of the rotor absolute angle signal and speed signal; generating a second sensing state based on the jump state of the rotor absolute angle signal and speed signal; generating a third sensing result based on the signal-to-noise ratio of the rotor absolute angle signal and speed signal; and acquiring the slope of the motorcycle's location and the temperature of the motorcycle's motor if it is determined that the motorcycle's motor position sensor is abnormal based on the first sensing result, the second sensing result, and the third sensing result.

[0175] In one embodiment, the control module 51 is further configured to control the active discharge circuit in the motorcycle to discharge the bus voltage of the motorcycle's power system when the motorcycle is stopped.

[0176] In one embodiment, the control module 51 is also used to detect the insulation resistance value between the motorcycle's power system and the ground, and generate a warning message if the insulation resistance value does not meet the safety threshold condition.

[0177] The various modules and units in the aforementioned motorcycle controller can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in a computer device, or stored in software in the controller's memory, so that the processor can call and execute the corresponding operations of each module.

[0178] In one embodiment, an off-road electric motorcycle is also provided, the off-road electric motorcycle including a controller for implementing the steps in the above method embodiments.

[0179] In one embodiment, Figure 6 An internal structure diagram of the controller is provided, such as Figure 6 As shown, the controller includes a processor, memory, input / output interfaces, and a communication interface. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the input / output interfaces. The processor in the controller provides computational and control capabilities. The memory in the controller includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. When the computer program is executed by the processor, it implements a motorcycle control method.

[0180] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0181] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0182] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0183] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A motorcycle control method characterized by, The method includes: Obtain the slope of the motorcycle's location and the thermal state parameters of the motorcycle system; Based on the motor speed of the motorcycle, a preset strategy for estimating the motor rotor position is determined; the preset strategy includes a high-frequency signal injection method and / or a sliding mode observation method. The preset strategy is adjusted according to the slope and / or the thermal state parameters, and the target position of the motor rotor is obtained according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted according to the slope and / or the thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters; The driving torque of the motorcycle is obtained, and the motor is driven to run according to the driving torque and the target position.

2. The method according to claim 1, characterized in that, Obtaining the driving torque of the motorcycle includes: With the motorcycle in a parked state, obtain the initial drive torque required to keep the motorcycle stationary; The motor temperature in the thermal state parameters is obtained, the current working condition of the motorcycle is determined based on the slope and the motor temperature, and the safety factor corresponding to the current working condition of the motorcycle is obtained based on the first mapping relationship between the working condition and the safety factor. The initial drive torque is adjusted according to the safety factor to obtain the drive torque of the motorcycle in the parked state.

3. The method according to claim 1 or claim 2, characterized in that, Obtaining the driving torque of the motorcycle includes: When the motorcycle is in a starting state, the initial drive torque required to keep the motorcycle stationary and the target drive torque required to start the motorcycle are obtained, and an objective function is constructed based on the initial drive torque and the target drive torque to smoothly increase the initial drive torque of the motor to the target drive torque. The motor temperature in the thermal state parameters is obtained, the current working condition of the motorcycle is determined based on the slope and the motor temperature, and the torque transition parameters corresponding to the current working condition of the motorcycle are obtained based on the second mapping relationship between the working condition and the torque transition parameters. The rate of increase of the initial driving torque in the objective function is adjusted according to the torque transition parameter, and the initial driving torque is adjusted according to the objective function to obtain the driving torque of the motorcycle in the current starting state.

4. The method according to claim 1, characterized in that, The step of obtaining the target position of the motor rotor according to the adjusted preset strategy includes: When the preset strategy selects the high-frequency signal injection method, after applying a voltage signal with adjusted injection parameters to the motor rotor, the target position of the motor rotor is estimated according to the high-frequency signal injection method. When the preset strategy selects the sliding mode observation method, a sliding mode observation model is constructed based on the adjusted model parameters, and the target position of the motor rotor is estimated using the sliding mode observation method for the sliding mode observation model. When the preset strategy selects the high-frequency signal injection method and the sliding mode observation method, after applying a voltage signal with adjusted injection parameters to the motor rotor, the first position of the motor rotor is estimated according to the high-frequency signal injection method; a sliding mode observation model is constructed according to the adjusted model parameters, and the second position of the motor rotor is estimated using the sliding mode observation method for the sliding mode observation model; the first position and the second position are weighted and summed according to preset weights to obtain the target position of the motor rotor.

5. The method according to claim 1, characterized in that, Obtaining the slope of the motorcycle's location and the temperature of the motorcycle's motor includes: Acquire the rotor absolute angle signal and speed signal output by the motor position sensor; A first sensing state is generated based on the loss status of the rotor absolute angle signal and the rotational speed signal; A second sensing state is generated based on the transition states of the rotor absolute angle signal and the rotational speed signal; A third sensing result is generated based on the signal-to-noise ratio of the rotor absolute angle signal and the rotational speed signal; If, based on the first sensing result, the second sensing result, and the third sensing result, it is determined that the motor position sensor of the motorcycle is abnormal, the slope of the motorcycle's location and the temperature of the motorcycle's motor are obtained.

6. The method according to claim 1, characterized in that, The method further includes: When the motorcycle is stopped, the active discharge circuit in the motorcycle is controlled to discharge the bus voltage of the motorcycle's power system.

7. The method according to claim 1, characterized in that, The method further includes: The insulation resistance value between the motorcycle's power system and ground is detected, and a warning message is generated if the insulation resistance value does not meet the safety threshold condition.

8. A motorcycle controller, characterized in that, It includes a control module and a power module; the control module includes a data acquisition unit, a strategy selection unit, an estimation unit, and a drive unit. The acquisition unit is used to acquire the slope of the motorcycle's location and the thermal state parameters of the motorcycle system. The strategy selection unit is used to determine a preset strategy for estimating the motor rotor position based on the motor speed of the motorcycle; the preset strategy includes a high-frequency signal injection method and / or a sliding mode observation method. The estimation unit is used to adjust the preset strategy according to the slope and / or the thermal state parameters, and to obtain the target position of the motor rotor according to the adjusted preset strategy; wherein, when the preset strategy includes the high-frequency signal injection method, the injection parameters of the voltage signal in the high-frequency signal injection method are adjusted according to the slope and / or the thermal state parameters; when the preset strategy includes the sliding mode observation method, the model parameters of the sliding mode observation model in the sliding mode observation method are adjusted according to the thermal state parameters; The drive unit is used to acquire the drive torque of the motorcycle and generate a drive signal based on the drive torque and the position of the motor rotor. The power module is used to drive the motor to run in response to the drive signal.

9. The motorcycle controller according to claim 8, characterized in that, The control module and the power module are isolated by an isolated gate driver device for signal isolation and driving.

10. An off-road electric motorcycle, characterized in that, The off-road electric motorcycle includes a controller for implementing the steps of the method according to any one of claims 1 to 7.

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