Control method for front-drive motor of vehicle, motor controller and power assembly

Abstract

A control method for a front-drive motor (10) of a vehicle (100), a motor controller (30), and a power assembly (130), the front-drive motor (10) being used to connect to wheels (120) of the vehicle (100) by means of a transmission device. The control method comprises: in response to a torque value of the front-drive motor (10) indicated by a torque request outputted by an accelerator pedal (410) being greater than first torque, regulating the output driving torque of the front-drive motor (10) on the basis of the torque request outputted by the accelerator pedal (410); and in response to the comparison between the vibration intensity of the transmission device when the vehicle (100) runs in a gliding state and a preset vibration intensity, controlling the front-drive motor (10) to rotate along with the wheels (120) or output gear meshing torque, the moment direction of the driving torque being opposite to the moment direction of the gear meshing torque. The method can control the front-drive motor (10) to output the gear meshing torque, so as to enable an output shaft gear of the front-drive motor (10) and a gear of the transmission device to be tightly meshed, thereby reducing gear collision sounds of front-drive asynchronous power assemblies at small torque, and improving the NVH performance of the vehicle (100).

Description

Control method, motor controller, and powertrain for a front-wheel drive motor of a vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on November 3, 2023, with application number 202311463024.6 and invention name “Control method, motor controller and powertrain for a front-wheel drive motor of a vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of new energy vehicles, and more specifically, to a control method, a motor controller, and a powertrain for a front-wheel drive motor of a vehicle. Background Art

[0003] With the development of the automotive industry and the improvement of vehicle quality, the noise, vibration and harshness (NVH) of vehicles have become one of the key indicators of vehicle performance. For new energy vehicles, the noise generated by the powertrain is the main source of NVH performance. In order to ensure the NVH performance of the powertrain during medium and large torque driving, the gear design usually takes the optimization of medium and large torque transmission error as the design goal, but this will lead to a large transmission error in small torque engagement. In particular, in new energy vehicles including a main drive force assembly and an auxiliary drive force assembly, and when the auxiliary drive asynchronous powertrain is turned off, the gear torque in the coasting condition is small and is subjected to random excitation from the ground, making the transmission unstable, which will cause the transmission error to exceed the standard, thereby causing the coasting whine problem of the entire vehicle.

[0004] Therefore, how to improve the NVH performance of the auxiliary drive force assembly under low torque is an issue that needs to be solved urgently.

[0005] Summary of the Invention

[0006] The present application provides a control method, a motor controller and a powertrain for a front-wheel drive motor of a vehicle. If the transmission device vibrates greatly when the vehicle is coasting, the technical solution provided by the present application controls the front-wheel drive motor to output a tooth-fitting torque so that the output shaft gear of the front-wheel drive motor and the gear of the transmission device can fit tightly, thereby reducing the tooth-clutching sound of the front-wheel drive asynchronous powertrain under small torque and improving the NVH performance of the vehicle.

[0007] In a first aspect, the present application provides a control method for a front-drive motor of a vehicle, the front-drive motor being connected to the wheels of the vehicle via a transmission. The control method comprises: in response to a torque request output by an accelerator pedal indicating that the torque value of the front-drive motor is greater than a first torque, adjusting the output drive torque of the front-drive motor according to the torque request output by the accelerator pedal; and in response to a comparison of the vibration intensity of the transmission device with a preset vibration intensity when the vehicle is operating in a coasting state, controlling the front-drive motor to rotate with the wheels or output a tooth-engaging torque. The torque direction of the drive torque is opposite to the torque direction of the tooth-engaging torque.

[0008] Based on the above scheme, when the torque request output by the accelerator pedal is greater than the first torque, the output driving torque of the front-wheel drive motor is adjusted according to the torque request, and when the vehicle is running in a coasting state, the front-wheel drive motor is controlled to rotate with the wheel or output a gear-approaching torque based on the comparison between the vibration intensity of the transmission device and the preset vibration intensity, thereby reducing the gear rattling sound of the front drive force assembly under small torque and improving the NVH performance of the vehicle.

[0009] In combination with the first aspect, in certain implementations of the first aspect, the torque value of the inter-gear torque is not adjusted according to the torque request output by the accelerator pedal, and the torque value of the inter-gear torque is less than the driving torque.

[0010] In conjunction with the first aspect, in certain implementations of the first aspect, the preset vibration intensity includes a first preset intensity value and a second preset intensity value, the second preset intensity value being less than the first preset intensity value. In response to a comparison between the vibration intensity of the transmission device and the preset vibration intensity when the vehicle is coasting, controlling the front-drive motor to rotate with the wheel or output a gear-engaging torque specifically includes controlling the front-drive motor to output a gear-engaging torque in response to the vibration intensity being greater than or equal to the first preset intensity value, and controlling the front-drive motor to rotate with the wheel in response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value.

[0011] Based on the above scheme, the control method provided in this application sets multiple vibration intensity values ​​and controls the front-wheel drive motor to output gear-adapting torque or controls the front-wheel drive motor to rotate with the wheel according to the relationship between the vibration intensity of the transmission device in the gliding state of the vehicle and the preset intensity value, thereby improving the vehicle's NVH performance while taking into account the vehicle's cruising range.

[0012] In combination with the first aspect, in certain implementations of the first aspect, in response to the torque of the front-wheel drive motor indicated by the torque request output by the accelerator pedal being greater than the first torque, adjusting the output drive torque of the front-wheel drive motor according to the torque request output by the accelerator pedal, specifically comprising: in response to the torque of the front-wheel drive motor indicated by the torque request output by the accelerator pedal being greater than the first torque, controlling the motor controller to output a first three-phase current to the front-wheel drive motor, the first three-phase current being used to drive the front-wheel drive motor to generate the drive torque. In response to the vibration intensity being greater than or equal to the first preset intensity value, controlling the front-wheel drive motor to output a cog-engaging torque, specifically comprising: in response to the vibration intensity being greater than the first preset intensity value when the vehicle is operating in a coasting state, controlling the motor controller to output a second three-phase current to the front-wheel drive motor, the second three-phase current being used to drive the front-wheel drive motor to generate the cog-engaging torque.

[0013] Based on the above scheme, the motor controller is controlled to output the first three-phase current to the front drive motor to drive the front drive motor to generate driving torque, or the motor controller is controlled to output the second three-phase current to the front drive motor to drive the front drive motor to generate gear-engaging torque, thereby reducing the gear-engaging sound of the front drive power assembly under small torque and improving the NVH performance of the vehicle.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: in response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value, controlling the motor controller to output a third three-phase current to the front drive motor, and the torque value generated by the third three-phase current driving the front drive motor is less than the torque value generated by the second three-phase current driving the front motor; in response to the vibration intensity being less than the second preset intensity value, controlling the motor controller to stop outputting three-phase current to the front drive motor.

[0015] Based on the above scheme, when the vibration intensity of the transmission device is greater than or equal to the second preset intensity value and less than the first preset intensity value, the motor controller is controlled to output the second three-phase current to the front drive motor to drive the front drive motor to generate tooth-engaging torque. When the vibration intensity of the transmission device is less than the second preset intensity value, the motor controller is controlled to stop outputting three-phase current to the front drive motor, thereby improving the vehicle's NVH performance while taking into account the vehicle's cruising range.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the coasting state of the vehicle includes: the vehicle speed is less than a preset speed and the torque request output by the accelerator pedal is less than a second torque, wherein the second torque is less than the first torque.

[0017] In a second aspect, the present application provides a motor controller comprising a control device and a three-phase inverter circuit. The three-phase inverter circuit is configured to receive power from a high-voltage battery and output a three-phase current to drive a front-drive motor of a vehicle, the front-drive motor being connected to the vehicle's wheels via a transmission. The control device is configured to, in response to a torque request output by an accelerator pedal indicating that the torque of the front-drive motor is greater than a first torque, control the three-phase inverter circuit to output a first three-phase current and adjust the current value of the first three-phase current based on the torque request output by the accelerator pedal. The control device is configured to, in response to a comparison of the vibration intensity of the transmission device with a preset vibration intensity when the vehicle is coasting, control the three-phase inverter circuit to output a second three-phase current or a third three-phase current. The control device is configured such that the direction of the torque generated by the second three-phase current driving the front-drive motor is opposite to the direction of the torque generated by the first three-phase current driving the front-drive motor.

[0018] In conjunction with the second aspect, in certain implementations of the second aspect, the preset vibration intensity includes a first preset intensity value and a second preset intensity value, the second preset intensity value being less than the first preset intensity value, and the control device is configured to control the three-phase inverter circuit to output the second three-phase current in response to the vibration intensity being greater than the first preset intensity value. The control device is configured to control the three-phase inverter circuit to output the third three-phase current in response to the vibration intensity being greater than the second preset intensity value. The control device is configured to control the power transistors of each bridge arm in the three-phase inverter circuit to remain off in response to the vibration intensity being less than the second preset intensity value.

[0019] In combination with the second aspect, in certain implementations of the second aspect, the torque value generated by the third three-phase current driving the front motor is smaller than the torque value generated by the second three-phase current driving the front motor; the torque value generated by the second three-phase current driving the front motor is smaller than the torque value generated by the first three-phase current driving the front motor.

[0020] In combination with the second aspect, in certain implementations of the second aspect, the control device includes a first preset current value, and the control device is used to control the three-phase inverter circuit to output the second three-phase current according to the first preset current value in response to the vibration intensity being greater than the first preset intensity value.

[0021] It should be understood that the control device including the first preset current value can be understood as the control device being provided with the first preset current value.

[0022] In combination with the second aspect, in certain implementations of the second aspect, the control device is used to control the three-phase inverter circuit to output the second three-phase current gradually increasing from the first preset current value in response to the vibration intensity continuing to increase after the vibration intensity is greater than the first preset intensity value.

[0023] In combination with the second aspect, in certain implementations of the second aspect, the control device includes a second preset current value, and the torque generated by driving the front-drive motor by the second preset current value is greater than the torque generated by driving the front-drive motor by the first preset current value. The control device is used to control the three-phase inverter circuit to increase the current value of the second three-phase current output according to the second preset current value in response to the vibration intensity continuing to increase after the vibration intensity is greater than the first preset intensity value.

[0024] It should be understood that the control device including the second preset current value can be understood as the control device being provided with the second preset current value.

[0025] In a third aspect, the present application provides a powertrain, which includes a motor controller, a front-drive motor, and a transmission device. The motor controller includes a control device and a three-phase inverter circuit. The three-phase inverter circuit is used to receive power from a high-voltage battery and output a three-phase current to drive the front-drive motor of the vehicle. The front-drive motor is used to connect to the wheels of the vehicle through a transmission device. The motor controller is used to adjust the output drive torque of the front-drive motor according to the torque request output by the accelerator pedal in response to the vehicle speed being in a first speed range and the torque request output by the accelerator pedal being greater than a first preset torque value. The motor controller is used to control the front-drive motor to output a preset tooth-engaging torque in response to the vehicle speed being in a first speed range and the torque request output by the accelerator pedal being less than the first preset torque value. The torque direction of the tooth-engaging torque is opposite to the torque direction of the driving torque.

[0026] In combination with the third aspect, in certain implementations of the third aspect, the motor controller is used to control the first drive motor to output the tooth-engaging torque in response to the vehicle being in a first preset vehicle speed range, the torque request output by the accelerator pedal being less than a first preset torque value, and the braking request output by the brake pedal being less than a preset braking value.

[0027] In conjunction with the third aspect, in certain implementations of the third aspect, the vehicle further includes a second drive motor connected to the other two wheels of the vehicle via a second speed reducer, and the motor controller is configured to adjust the second drive motor to output a second drive torque in response to the torque request output by the accelerator pedal. The motor controller is configured to control the second drive motor to output a second drive torque in response to a decrease in vehicle speed, the second drive torque being greater than the gear-engaging torque.

[0028] In a fourth aspect, the present application provides a vehicle comprising a front drive powertrain, a rear drive powertrain, and a vibration sensor. The front drive powertrain comprises a front drive motor, a speed reducer, and a motor controller as described in the second aspect or any implementation of the second aspect. The front drive motor is used to drive the front wheels of the vehicle. The rear drive powertrain is used to drive the rear wheels of the vehicle. The vibration sensor is used to detect the vibration intensity of at least one of the vehicle body or the transmission.

[0029] It should be understood that the supplements, explanations and beneficial effects of the first aspect are also applicable to the second to fourth aspects above and will not be repeated for the sake of brevity. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] FIG1 is a schematic structural diagram of a vehicle 100 provided in an embodiment of the present application;

[0031] FIG2 is a schematic structural diagram of a powertrain 130 provided in an embodiment of the present application;

[0032] FIG3 is a circuit diagram of a motor controller and a front-drive motor provided in an embodiment of the present application;

[0033] FIG4 is a schematic diagram of a control architecture of a power system provided in an embodiment of the present application;

[0034] FIG5 is a schematic diagram of a connection method between the front drive motor 10 and the reducer 20 provided in an embodiment of the present application;

[0035] FIG6 is a schematic structural diagram of a front-drive motor 10 connected to a reducer 20 according to an embodiment of the present application;

[0036] FIG7 is a schematic diagram of a motor controller control method provided by an embodiment of the present application;

[0037] FIG8 is a timing diagram of a motor controller provided in an embodiment of the present application;

[0038] FIG9 is a schematic diagram of a control method of a motor controller when a vehicle is in a first speed range according to an embodiment of the present application;

[0039] FIG10 is a schematic diagram of another motor controller control method provided in an embodiment of the present application;

[0040] FIG11 is another timing diagram of the motor controller provided in an embodiment of the present application;

[0041] FIG12 is a schematic diagram of another motor controller control method provided in an embodiment of the present application;

[0042] FIG13 is another timing diagram of the motor controller provided in an embodiment of the present application;

[0043] FIG14 is a schematic diagram of a scenario in which a motor controller according to an embodiment of the present application outputs torque according to a torque signal;

[0044] FIG15 is a schematic diagram of a control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] References in this specification to "one embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Therefore, the phrases "in one embodiment" or "in an embodiment" appearing throughout this specification do not necessarily refer to the same embodiment, but may refer to the same embodiment. Furthermore, in one or more embodiments, the particular features, structures, or characteristics can be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure.

[0046] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art in the art of this application. In the event of any inconsistency, the meaning described in this specification or the meaning derived from the contents recorded in this specification shall prevail. In addition, the terms used herein are only for the purpose of describing the embodiments of the present application and are not intended to limit this application.

[0047] The vehicle includes a power battery and a powertrain, and the powertrain includes a drive motor, a reducer, and a motor controller. During the driving process of the vehicle, the motor controller converts the direct current from the power battery into alternating current to power the drive motor, and the drive motor is used to drive the wheels of the vehicle through the reducer to make the vehicle move. In order to enhance the dynamic performance of the vehicle, many vehicles are equipped with a main drive force assembly and an auxiliary drive force assembly to jointly drive the vehicle, wherein each powertrain is used to drive two wheels of the vehicle. During the driving process of the vehicle, the main drive force assembly plays the main driving function, and the auxiliary drive force assembly cooperates with the main drive force assembly to output power. The main drive force assembly and the auxiliary drive force assembly work together to drive the vehicle, which can enhance the dynamic performance of the vehicle and enable both motors to operate in a more efficient working range.

[0048] The operating states of the auxiliary driving force assembly include a driving state and a following state.

[0049] When the auxiliary drive force assembly is in the driving state, it drives the wheels. Specifically, when the auxiliary drive force assembly is operating in the driving state, the auxiliary drive motor controller is configured to output three-phase AC power to the auxiliary drive motor to drive the auxiliary drive motor to output torque. In other words, when the auxiliary drive force assembly is operating in the driving state, the auxiliary drive force assembly and the main drive force assembly jointly drive the vehicle.

[0050] When the auxiliary drive force assembly is in the follow-on state, the auxiliary drive motor rotates with the rotation of the wheels. The auxiliary drive motor does not output torque to the wheels, and the auxiliary drive motor controller does not output three-phase AC power to drive the auxiliary drive motor. In other words, when the auxiliary drive force assembly is operating in the follow-on state, the auxiliary drive force assembly does not output torque, and the main drive force assembly alone drives the vehicle.

[0051] Among them, the auxiliary drive motor of the vehicle is generally an asynchronous motor. The working principle of the asynchronous motor is: the asynchronous motor controller outputs alternating current to the stator winding to generate a rotating magnetic field in the stator, and the rotor winding generates an induced current under the action of the stator rotating magnetic field. The rotor induced current further causes the rotor to generate a magnetic field. The interaction between the stator magnetic field and the rotor magnetic field causes the stator to be acted upon by force and output driving force.

[0052] Typically, the power system of a vehicle usually adopts a "different front and same rear" power architecture, that is, the front drive force assembly of the vehicle adopts an asynchronous motor as the auxiliary drive force assembly, and the rear drive force assembly adopts a synchronous motor as the main drive force assembly. Compared with "same front and same rear" or "same front and different rear", the advantage of this power architecture is that it can achieve higher system efficiency and improve the cruising range of pure electric vehicles. In order to give full play to the advantages of this power architecture, the "front drive off, rear drive working" control strategy is usually adopted in the China Light-duty Vehicle Test Cycle (CLTC) cycle, so that the higher efficiency of the synchronous electric drive is utilized, the power consumption of the front drive assembly is avoided, and the system efficiency CLTC cycle is optimized. It is easy to understand that under this control strategy, the front drive assembly is in a follow-up state.

[0053] It should be understood that the above-mentioned "front-wheel drive off-tube" can be understood as that all the switch tubes in the inverter circuit of the front-wheel drive asynchronous assembly motor controller are turned off. At this time, the inverter circuit does not output current to the three-phase winding of the motor, and the power consumption of the motor can be ignored.

[0054] In current electric drive system gear shaft designs, cost considerations often lead to a standardization of gear parameters. This means that the gear parameters of the main drive force assembly reducer and the auxiliary drive force assembly reducer are shared, and the positive and negative drive surface modification parameters of the main drive force assembly reducer and the auxiliary drive force assembly reducer are shared. To ensure the noise, vibration, and harshness (NVH) performance of the powertrain during medium and high torque driving, the gear modification parameters are typically selected with the goal of optimizing the medium and high torque transmission error. However, this can lead to a relatively large low-torque meshing transmission error.

[0055] However, when the auxiliary drive assembly follows the vehicle, the gear meshing torque in the reducer transmission structure is very low, and the transmission is unstable due to random ground excitation, which will cause excessive transmission errors between the gears, resulting in vibration and noise, and thus affecting the NVH performance of the entire vehicle. For example, in a front-wheel drive asynchronous assembly with follow-up during coasting, the transmission errors between the gears in the reducer transmission structure exceed the standard, which will cause the entire vehicle to experience coasting whine, also known as "tooth rattle."

[0056] In order to solve the problem of "tooth rattling" when the auxiliary drive force assembly is in the follow-up state, one solution is to use the optimal transmission error of small torque as the design goal in the gear design of the reverse drive surface of the gear. By improving the transmission error of the gear under small torque, the problem of poor NVH performance (such as coasting howling) under the auxiliary electric drive follow-up working condition is improved. However, since the positive drive surface of the gear mainly undertakes the driving function, the gear modification parameters of the positive drive surface must be optimized with the minimum transmission error of medium and large torque as the main optimization goal. That is, this solution will result in different gear modification parameters for the positive and reverse drive surfaces of the gear, which is not conducive to the platformization and cost control of the electric drive system.

[0057] Another solution is to eliminate the front-wheel drive's closed-circuit control strategy from the powertrain's control system, requiring the front-wheel drive asynchronous assembly to operate fully open during operation. Obviously, this approach would significantly reduce the vehicle's range.

[0058] In view of this, the embodiments of the present application propose a motor controller, a control method, an asynchronous powertrain and a vehicle for a vehicle, which can reduce the vibration of the auxiliary driving force assembly by controlling the asynchronous motor to output a smaller tooth-engaging torque when the auxiliary driving force assembly rotates with the wheels and the vibration intensity of the transmission components of the auxiliary driving force assembly is large.

[0059] The technical solution in this application will be further described below with reference to the accompanying drawings.

[0060] FIG1 is a schematic diagram of the structure of a vehicle 100 provided in an embodiment of the present application. As shown in FIG1 , the vehicle includes a body 110, wheels 120, a powertrain 130, and a powertrain 140. Powertrain 130 is the powertrain provided in an embodiment of the present application. Wheels 120 are rotationally connected to body 110. Powertrain 130 and powertrain 140 are housed within body 110. Powertrain 130 and powertrain 140 are also transmission-connected to wheels 120 to drive wheels 120 to rotate relative to body 110 and provide power for vehicle 100 to travel.

[0061] In the embodiment of the present application, powertrain 130 is an auxiliary drive assembly, and powertrain 140 is a main drive assembly. In Figure 1, powertrain 130 is a front drive assembly, but it should be understood that Figure 1 is only a schematic diagram, and powertrain 130 can also be a rear drive assembly, that is, the rear drive assembly is the auxiliary drive assembly, and the front drive assembly is the main drive assembly.

[0062] It should be understood that the vehicle 100 provided in the embodiment of the present application may be a pure electric vehicle or a hybrid vehicle.

[0063] In the embodiment of the present application, the powertrain 130 is an asynchronous motor powertrain, that is, the drive motor of the powertrain 130 is an asynchronous motor. The powertrain 140 is an asynchronous motor powertrain or a synchronous motor powertrain.

[0064] FIG2 is a schematic diagram of the structure of the powertrain 130 provided in an embodiment of the present application. As shown in FIG2 , the powertrain 130 of the present application includes a front-drive motor 10, a reducer 20, and a motor controller 30. The front-drive motor 10 and the motor controller 30 are electrically connected. Specifically, the front-drive motor 10 includes a three-phase winding, and the motor controller 30 includes an inverter circuit and a control circuit. The inverter circuit includes three bridge arms connected in parallel, each bridge arm includes an upper bridge arm switch tube and a lower bridge arm switch tube, and the midpoints of the three bridge arms are respectively connected to the three-phase winding of the front-drive motor 10. The midpoints of the three bridge arms respectively output three-phase current to power the three-phase winding of the front-drive motor 10.

[0065] FIG3 is a circuit diagram of a motor controller and a front-drive motor provided in an embodiment of the present application. As shown in FIG3 , the motor controller 30 includes an inverter circuit 31 and a control device 32. The inverter circuit includes a bridge arm 1, a bridge arm 2, and a bridge arm 3. The bridge arm 1 of the inverter circuit 31 may include a first switch tube Q 11 And the second switch tube Q 12 The bridge arm 2 of the inverter circuit 31 may include a first switch tube Q 21 And the second switch tube Q 22 The bridge arm 3 of the inverter circuit 31 may include a first switch tube Q 31 And the second switch tube Q 32 The midpoint of the bridge arm 1 of the inverter circuit 31 is connected to the V-phase winding of the front-drive motor and outputs a single-phase current to the V-phase winding of the front-drive motor 10. The midpoint of the bridge arm 2 of the inverter circuit 31 is connected to the U-phase winding of the front-drive motor and outputs a single-phase current to the U-phase winding of the front-drive motor 10. The midpoint of the bridge arm 3 of the inverter circuit 31 is connected to the W-phase winding of the front-drive motor and outputs a single-phase current to the W-phase winding of the front-drive motor 10.

[0066] It should be noted that each switch tube in each bridge arm of the inverter circuit 31 can be a metal-oxide-semiconductor field-effect transistor (MOSFET), an insulated gate bipolar transistor (IGBT) and a parallel diode thereof, etc.

[0067] FIG4 is a schematic diagram of the control architecture of the power system provided in an embodiment of the present application.

[0068] In one embodiment, as shown in FIG4( a ), a vehicle 100 includes an accelerator pedal 410, a vehicle control unit (VCU) 420, a front-drive motor, and a rear-drive motor. The accelerator pedal 410 is connected to the motor controllers of the front-drive motor and the rear-drive motor via the VCU 420. When the driver depresses the accelerator pedal 410, the VCU 420 calculates the torque demand based on the accelerator pedal travel and then distributes the torque. Torque distribution involves the VCU calculating the torque output of the front and rear drive powertrains, respectively, based on the vehicle's torque control demand.

[0069] In another embodiment, as shown in FIG4( b ), vehicle 100 includes an accelerator pedal 411, a front-drive motor, and a rear-drive motor. Accelerator pedal 411 is directly connected to motor controllers for the front and rear-drive powertrains. When the driver depresses accelerator pedal 411, the motor controllers for the front and rear-drive motors distribute torque based on the accelerator pedal's torque request. Specifically, the accelerator pedal outputs a torque request, and the motor controllers for the front and rear-drive motors each determine how much torque to output based on the accelerator pedal's torque request.

[0070] FIG5 is a schematic diagram of the connection between the front-drive motor 10 and the reducer 20 provided in an embodiment of the present application.

[0071] As shown in Figure 5, the front-drive motor 10 is transmission-connected to the reducer 20. Specifically, the front-drive motor 10 includes an output shaft 101, and the reducer includes a transmission assembly (not shown in the figure), an input shaft 201 and an output shaft 202. The transmission assembly includes at least two gears, and the at least two gears are meshed with each other, so that when one gear rotates, the other gears are driven to rotate together. The output shaft 101 of the front-drive motor 10 is transmission-connected to one end of the input shaft 201 of the reducer 20, and the other end of the input shaft 201 of the reducer 20 is nested in one of the at least two gears (called the input shaft gear). One end of the output shaft 202 of the reducer 20 is nested in another gear of the at least two gears (becoming the output shaft gear), and the other end is transmission-connected to the wheel 120.

[0072] Specifically, FIG6 is a schematic diagram of the structure of the front-drive motor 10 connected to the reducer 20 provided in an embodiment of the present application. As shown in FIG6 , the front-drive motor 10 includes a stator 11, a rotor 12, and a rotating shaft 13. The reducer includes an input shaft gear 21, an intermediate shaft gear 22, and a main reduction gear 23. It is easy to understand that based on the above connection method, when the front-drive motor outputs torque, the torque output by the motor is transmitted to the input shaft of the reducer through the output shaft, driving the input shaft gear to rotate, and then driving the output shaft gear to rotate through gear meshing, thereby transmitting the torque output by the motor to the wheel 120 through the output shaft.

[0073] It is easy to understand that based on the above connection method, when the front-drive motor rotates with the wheel, or in other words, when the front-drive motor does not output torque, the wheel 120 drives the output shaft gear to rotate through the output shaft of the reducer 20, and then drives the input shaft gear to rotate through gear meshing, thereby driving the output shaft of the front-drive motor to rotate through the input shaft of the reducer.

[0074] It should be understood that the motor controller 30 may also be located on the side, top or bottom of the reducer 20 as shown in FIG. 2 , and may be specifically set based on the interior space of the vehicle 100 , which is not limited in this application.

[0075] It should be understood that the reducer 20 in the present application can be a gear reducer, a worm reducer, a linear gear reducer, etc., and the present application does not limit this.

[0076] It should be understood that the noise of the gears of the reducer 20 comes from the presence of multiple gears in the transmission assembly, and when the gears are engaged with each other, that is, when the actively rotating gear drives the passively rotating gear to rotate, there will be transmission errors, thereby generating vibration and noise.

[0077] The present application provides a motor controller, which includes an inverter circuit and a control device. The specific structures of the inverter circuit and the control device are as shown above and will not be repeated here.

[0078] In an embodiment of the present application, the control device responds to the torque request indicated by the accelerator pedal output that the torque of the front-wheel drive motor is greater than the first torque. The control device is used to control the three-phase inverter circuit to output a first three-phase current and adjust the current value of the first three-phase current according to the torque request output by the accelerator pedal.

[0079] In response to a comparison between a vibration intensity of the transmission device and a preset vibration intensity when the vehicle is coasting, the control device is configured to control the three-phase inverter circuit to output a second three-phase current or a third three-phase current. The torque generated by driving the front motor with the second three-phase current is in a direction opposite to the torque generated by driving the front motor with the first three-phase current.

[0080] When the driver steps on the accelerator pedal, if the requested torque output by the accelerator pedal is greater than the first torque, the control device determines that it is necessary to control the front-wheel drive motor to output torque at this time. Therefore, the control device controls the three-phase inverter circuit to output the first three-phase current, and the first three-phase current drives the front-wheel drive motor to output the torque value requested by the accelerator pedal.

[0081] It should be understood that the aforementioned first torque is a very small value greater than zero, used to assist the control device in determining whether to drive the front-wheel drive motor to output torque in response to the torque request from the accelerator pedal. For example, the first torque is 0.2 Nm. That is, the control device will only respond to this torque request when the accelerator pedal's torque request is greater than 0.2 Nm. Conversely, the control device will not respond to this torque request when the accelerator pedal's torque request is less than or equal to 0.2 Nm. If the accelerator pedal's torque request changes, the control device will also adjust the current value of the first three-phase current accordingly to ensure that the front-wheel drive motor can output the torque requested by the accelerator pedal.

[0082] It should be understood that the current value of the first three-phase current here includes parameters such as the voltage and current of the first three-phase current.

[0083] It should be understood that the vehicle's coasting state refers to a state in which neither powertrain 130 nor powertrain 140 is outputting torque, the driver is not braking the vehicle, and the vehicle is moving forward on the road relying on its own inertia. In this embodiment of the present application, when the vehicle is in the coasting state, the vehicle speed is less than a preset speed, the torque value of the front-drive motor indicated by the torque request output by the accelerator pedal is less than a second torque, and the second torque is less than the first torque. In other words, when the second torque is significantly less than the first torque, that is, when the torque value of the front-drive motor requested by the accelerator pedal is less than a second threshold, the control device will not control the inverter circuit to drive the front-drive motor to output torque.

[0084] Specifically, when the vehicle is coasting, the control device controls the three-phase inverter circuit to output a second three-phase current in response to the vibration intensity of the reducer being greater than or equal to a first preset intensity value. The second three-phase current is used to control the front-drive motor to output a tooth-engaging torque. This tooth-engaging torque allows the output shaft gear of the front-drive motor to mesh more tightly with the gears of the reducer, thereby eliminating abnormal gear rattling.

[0085] It should be understood that in order to save energy, the tooth-engaging torque is generally a smaller negative torque. For example, the tooth-engaging torque can be any value less than or equal to -5 Nm, such as -2 Nm or -0.5 Nm.

[0086] It should be noted that the above-mentioned first three-phase current is used to control the front-wheel drive motor to generate driving torque, while the second three-phase current is used to control the front-wheel drive motor to generate tooth-fitting torque. Since the tooth-fitting torque is used to make the output shaft gear of the front-wheel drive motor and the gear of the reducer more tightly engaged, and the driving torque is to drive the vehicle forward, the torque value generated by the second three-phase current driving the front-wheel drive motor is smaller than the torque value generated by the first three-phase current driving the front-wheel drive motor.

[0087] In one possible embodiment, in response to the vibration intensity of the reducer being greater than or equal to a second preset intensity value and less than a first preset intensity value, the control device is configured to control the three-phase inverter circuit to output a third three-phase current. This embodiment corresponds to a situation where the vibration intensity of the reducer is relatively low, in which case the vibration of the reducer has a relatively small impact on the driving experience of the vehicle. In this case, the control device can control the three-phase inverter circuit to output a third three-phase current, which controls the front-drive motor to output a smaller torque or zero torque. In other words, the torque value generated by the third three-phase current driving the front-drive motor is less than the torque value generated by the second three-phase current driving the front-drive motor.

[0088] In another possible embodiment, the control device responds to the vibration intensity of the reducer being less than a second preset intensity value, at which time the vibration of the reducer is weak and has basically no effect on the driving of the vehicle. The control device is used to control the power tubes of each bridge arm in the three-phase inverter circuit to remain turned off to save energy.

[0089] In an embodiment of the present application, the control device includes a storage unit, in which a first preset current value and a second preset current are stored, wherein the second preset current is greater than the first preset current.

[0090] In response to the vibration intensity exceeding a first preset intensity value, the control device is configured to control the three-phase inverter circuit to output a second three-phase current based on the first preset current value. If the vibration intensity of the reducer continues to increase after exceeding the first preset intensity value, the control device controls the three-phase inverter circuit to output the second three-phase current gradually increasing from the first preset current value. Specifically, in response to the vibration intensity continuing to increase after exceeding the first preset intensity value, the control device controls the three-phase inverter circuit to output the second three-phase current increasing based on the second preset current value.

[0091] Specifically, as shown in Figure 7, when the vibration intensity of the input shaft of the reducer 20 is greater than K2 (an example of the first preset intensity value), the control device 32 controls the switching tubes of the three bridge arms in the inverter circuit 31 to be turned on, and outputs current I2 (an example of the second three-phase current) to the forward motor, so that the forward motor 10 generates torque T1 and outputs the torque to the reducer 20, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth rattling sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0092] It should be understood that the torque T1 is the tooth-engaging torque, and the embodiment of the present application does not limit the specific data of T1. Exemplarily, the torque T1 is any value less than or equal to -5 Newton meters (Nm).

[0093] It should be understood that the vibration intensity of the reducer is greater than K2, which corresponds to an extremely strong vibration intensity working condition. At this time, the control device 32 controls the inverter circuit 31 to output the second three-phase current to the front-drive motor 10, so that the front-drive motor 10 applies the tooth-contacting torque T1 to the reducer 20, thereby improving the NVH performance of the vehicle.

[0094] As shown in Figure 7, when the vibration intensity of the reducer 20 is between K1 (an example of the second preset intensity value) and K2 (an example of the first preset intensity value), the control device 32 controls the inverter circuit 31 to output current I1 (an example of the third three-phase current), which is used to control the front drive motor to operate in zero torque mode.

[0095] The current I1 indicating that the front-drive motor 10 is operating in zero-torque mode can be understood as indicating that the torque output by the front-drive motor 10 indicated by the current I1 is zero. However, in actual operating conditions, the torque output by the front-drive motor 10 will fluctuate within a relatively small range around zero torque and cannot maintain zero torque for an extended period of time. Such operating conditions are also within the scope of the present invention.

[0096] For example, when the front-drive motor 10 operates in zero-torque mode, the current I1 output by the inverter circuit 31 and the torque actually output by the front-drive motor 10 fluctuate within a certain range. This fluctuation range is not limited in the present embodiment. For example, the torque actually output by the front-drive motor 10 can fluctuate between [-0.1 Nm, 0.1 Nm].

[0097] It should be understood that the specific value of the current I1 can be determined during the calibration process of the vehicle for the zero torque mode, which is not described in detail in this application.

[0098] It should be understood that when the vibration intensity of the input shaft of the reducer 20 is between K2 and K1, corresponding to a working condition with lower vibration intensity, the control device 32 controls the switch of the inverter circuit 31 and outputs a second three-phase current to the front-drive motor 10, so that the front-drive motor operates in a zero-torque mode, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth-gripping sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0099] As shown in Figure 7, when the vibration intensity of the input shaft of the reducer 20 is less than K1, the control device 32 controls the inverter circuit 31 to be in the off state, that is, the motor controller controls the upper arm switch tube and the lower arm switch tube of the three bridge arms in the inverter circuit 31 to be turned off, so that the inverter circuit 31 stops outputting three-phase current to the forward motor 10.

[0100] It should be understood that the vibration intensity of the input shaft of the reducer 20 is less than K1, which corresponds to an extremely low vibration intensity working condition. At this time, the control device 32 can control the inverter circuit 31 to shut down, thereby saving power consumption and improving the vehicle's cruising range while ensuring the vehicle's NVH performance.

[0101] It should be understood that the above-mentioned step values ​​of vibration intensity can be understood as the amplitude of the vibration signal.

[0102] It should be understood that the embodiment of the present application does not limit the specific manner in which the control device 32 obtains the vibration intensity of the reducer 20 .

[0103] As an example and not a limitation, the control device 32 provided in the embodiment of the present application can obtain a vibration signal from the vehicle controller, and the vibration signal is used to indicate the current vibration intensity at the output shaft of the reducer 20.

[0104] By way of example and not limitation, the control device 32 provided in the embodiment of the present application is connected to a vibration sensor and receives a vibration signal from the vibration sensor. The present application does not limit the connection method between the control device 32 and the vehicle speed sensor. For example, the control device 32 can communicate with the vibration sensor via a Controller Area Network (CAN) bus protocol.

[0105] It should be understood that what is shown in FIG7 is only an example. The embodiment of the present application can set more vibration intensity step values, that is, set more vibration intensity intervals, so that the control device 32 can change the three-phase current output by the inverter circuit 31 according to different vibration intensity intervals to enable the front-wheel drive motor 10 to output different tooth-engaging torques. This will be explained in conjunction with FIG8 below and will not be repeated here.

[0106] Based on the above scheme, when the front-wheel drive motor 10 rotates with the wheel, the motor controller provided in this application can control the on-off of the upper bridge switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31, as well as the current output by the inverter circuit 31, based on the comparison between the torque value indicated by the torque request output by the accelerator pedal and the first torque or the second torque, and the comparison between the vibration intensity of the input shaft of the reducer 20 and the first preset intensity value or the second preset intensity value, so as to control the torque output by the front-wheel drive motor 10, thereby reducing the tooth rattling sound between the gears of the reducer 20, and thus improving the NVH performance of the vehicle.

[0107] FIG8 is a timing diagram of a motor controller provided in an embodiment of the present application.

[0108] As shown in Figure 8, at t 80 Time to t 81 During this process, the control device 32 controls the upper bridge arm switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31 to be turned off, so that the front-drive motor 10 does not generate torque.

[0109] In t 81 At this moment, the vibration intensity of the input shaft of the reducer 20 is K1. At this time, the control device 32 controls the inverter circuit 31 to output the current I 80 (An example of the second three-phase current), thereby controlling the front-drive motor 10 to operate in the zero-torque mode.

[0110] In t 81 Time to t 82 At this time, the vibration intensity of the input shaft of the reducer 20 is between K1 and K2 (an example of the first preset intensity value). At this time, the inverter circuit 32 outputs the current I 80 , keeping the front-drive motor 10 operating in zero-torque mode.

[0111] In t 83 At this moment, the vibration intensity of the input shaft of the reducer 20 is K2, and the control device 32 controls the inverter circuit 31 to increase the output current, so that the working current of the front drive motor 10 increases to I 81 (An example of the third three-phase current), so that the motor outputs the tooth-adapting torque T 81 . Wherein, the torque T 81The torque value is greater than the torque value output by the front-drive motor 10 in the zero-torque mode.

[0112] It should be understood that the above current I 81 It can be understood as the synthetic current vector of the current in the three-phase winding of the motor, that is, the motor controller 30 can increase the synthetic current vector so that the front-drive motor 10 outputs a larger tooth-engaging torque.

[0113] It should be understood that the control circuit 32 controls the current output by the inverter circuit 31 to increase so that the motor current increases to I 81 There is a certain delay in the process, so when the working current of the front drive motor 10 is t 82 Time to t 83 It gradually increases between moments until t 83 Time increases to current I 81 Correspondingly, the gear torque output by the front drive motor 10 also gradually increases during this period until it reaches t 83 Output gear-adhering torque T at all times 81 .

[0114] In t 84 At this moment, the vibration intensity of the input shaft of the reducer 20 reaches K3. At this time, the control device 32 controls the inverter circuit 31 to increase the output current until the output current reaches K3 at t 85 The current in the motor increases to I 82 , so that the front drive motor 10 outputs torque T 82 Similarly, the torque T 82 is the tooth-adhering torque, and the torque T 82 The absolute value is greater than the torque T 81 The absolute value of the value indicates that when the vibration intensity of the input shaft gear of the reducer 20 further increases, the motor controller 30 controls the front-drive motor 10 to apply a larger tooth-touching torque to the reducer 20 by increasing the current output by the inverter circuit 31, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth-clicking sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0115] In t 85 Time to t 86 During this process, the control device 32 controls the inverter circuit 31 to keep the current in the motor at I 82 , so that the front drive motor 10 continuously outputs the gear-adhering torque T 82 .

[0116] It should be understood that the control device 32 controls the current output by the inverter circuit 31 to increase so that the motor current is increased from I 81 Increase to I 82There is a certain delay in the process, so when the working current of the front drive motor 10 is t 84 Time to t 85 increases between moments until t 85 Time increases to current I 82 Correspondingly, the torque output by the front drive motor 10 also gradually increases during this time until it reaches t 85 Increase the gear contact torque T at all times 82 .

[0117] In t 86 After the moment, the vibration intensity of the input shaft of the reducer 20 gradually decreases and reaches 87 In this process, the control device 32 also outputs corresponding current to the motor according to different vibration intensity intervals. Specifically, when the vibration intensity drops to less than K3, the control device 32 reduces the current output by the inverter circuit 31, so that the motor current is reduced to I 81 , so that the motor outputs the tooth-fitting torque T 81 When the vibration intensity drops below K2, the control device 32 further reduces the current output by the inverter circuit 31, causing the front-drive motor 10 to operate in zero-torque mode. When the vehicle speed drops below K1, the control device 32 controls the upper and lower bridge arm switches of the three bridge arms in the inverter circuit 31 to turn off.

[0118] It should be understood that the embodiment of the present application is for the above torque T 81 and torque T 82 The specific value of the torque T is not limited. 81 and torque T 82 Any value within -5 Nm can be used, for example, torque T 81 is -0.5 Nm, the torque T 82 -1 Nm.

[0119] It should be understood that the working condition shown in Figure 8 is only an example. The embodiment of the present application can set more vibration intensity step values, that is, set more vibration intensity intervals, so that the control device 32 can change the three-phase current output by the inverter circuit 31 according to different vibration intensity intervals to make the front-wheel drive motor 10 output different tooth-engaging torques.

[0120] It should be understood that the control device 32 can control the motor current to slowly decrease by controlling the conduction duration of the switches in the three bridge arms, or can control the motor current to first increase and then slowly decrease, or can adjust the current ratio of the three-phase motor windings to change the direction of the motor torque, etc. The embodiments of the present application do not limit how to specifically control the motor current, and the specific method of controlling the motor current can be determined according to actual application needs.

[0121] For example, K5 (not shown) is set between K2 and K3. When the vibration intensity is between K2 and K5, the control device 32 increases the current of the motor to I 81 , so that the front drive motor 10 outputs the gear-adhering torque T 81 When the vibration intensity is between K5 and K3, the control device 32 increases the motor current to I 83 (not shown in the figure), so that the front drive motor 10 outputs the gear torque T 83 , and the tooth-adhering torque T 83 The absolute value of T 81 The absolute value and T 82 between the absolute values ​​of .

[0122] For example, a vibration intensity step value K6 (not shown in the figure) greater than K3 is set. When the vibration intensity is between K3 and K6, the motor controller 30 increases the current value of the motor to I 82 , so that the front drive motor 10 outputs the gear-adhering torque T 82 When the vibration intensity is greater than K6, the motor controller 30 increases the motor current value to I 84 (not shown in the figure), so that the front drive motor 10 outputs the gear torque T 84 , and the torque T 84 The absolute value of T 83 The absolute value of .

[0123] During the research process, the applicant discovered that during the coasting of the vehicle 100, the speed of the vehicle 100 is related to the vibration intensity of the transmission device. In certain speed ranges, the vibration intensity of the transmission device is relatively small, and in certain speed ranges, the vibration intensity of the transmission device is relatively large. Based on this rule, the applicant tested the vehicle 100 to obtain the rule between the vehicle speed and the vibration intensity of the transmission device. Based on the above relationship, when performing vehicle calibration, the embodiment of the present application associates the vehicle speed with the vibration intensity of the reducer 20, or associates the rotational speed of the front-drive motor 10 with the vibration intensity of the reducer 20, so that the control device 32 can determine the corresponding input shaft vibration intensity of the reducer 20 through the vehicle speed step value or the rotational speed step value of the front-drive motor 10. In other words, the motor controller provided in the embodiment of the present application can control the torque output by the front-drive motor 10 according to the interval formed by the vehicle speed step value or the rotational speed step value of the front-drive motor 10 to improve the NVH problem of the vehicle.

[0124] In an embodiment of the present application, in response to the vehicle speed being within a first speed range and the torque value of the front-wheel drive motor indicated by the torque request output by the accelerator pedal being greater than a first preset torque value, the control device is configured to adjust the driving torque output by the front-wheel drive motor in accordance with the torque request output by the accelerator pedal. In response to the vehicle speed being within the first speed range and the torque value of the front-wheel drive motor indicated by the torque request output by the accelerator pedal being less than the first preset torque value, the control device is configured to control the front-wheel drive motor to output a preset interlocking torque.

[0125] In some possible embodiments, the control device is configured to control the front-wheel drive motor to output the aforementioned intercog torque in response to the vehicle being in a first predetermined speed range, the torque request output by the accelerator pedal being less than the first predetermined torque value, and the braking request output by the brake pedal being less than a predetermined braking value. In other words, when the vehicle is coasting and the vehicle speed is within the first speed range, the control device is configured to control the front-wheel drive motor to output the aforementioned intercog torque.

[0126] It should be understood that the torque direction of the above-mentioned tooth-engaging torque is opposite to the torque direction of the driving torque, wherein the torque value of the tooth-engaging torque is less than the second preset torque value.

[0127] FIG9 is a schematic diagram of a control method of a motor controller when a vehicle is in a first vehicle speed range provided by an embodiment of the present application.

[0128] As shown in FIG9 , the vehicle speed is within the first speed range, and the torque value of the front drive motor indicated by the torque request output by the accelerator pedal is less than T R1 When the vehicle speed is in the first speed range and the torque value of the front drive motor indicated by the torque request output by the accelerator pedal is greater than T R1 When , the motor controller controls the switching tubes of the three bridge arms of the inverter circuit 31 to be turned on, so as to control the front drive motor to output the driving torque indicated by the torque request output by the accelerator pedal.

[0129] It should be understood that the first preset torque value, a very small value greater than zero, is used to assist the control device in determining whether to drive the front-wheel drive motor to output torque in response to the accelerator pedal's torque request when the vehicle speed is within the first speed range. For example, the first preset torque value is 0.2 Nm. That is, the control device will only respond to the torque request when the vehicle speed is within the first speed range and the accelerator pedal's torque request is greater than 0.2 Nm. Conversely, the control device will not respond to the torque request when the accelerator pedal's torque request is less than or equal to 0.2 Nm.

[0130] Based on the above embodiment, in some possible embodiments, in response to the vehicle speed being in the second speed range, the control device is configured to control the inverter circuit 31 to output a third three-phase current to drive the front-drive motor to operate in a zero-torque mode. In response to the vehicle speed being in the third speed range, the control device is configured to control the inverter circuit 31 to shut down and stop outputting three-phase current to the front-drive motor. The first speed range is smaller than the second speed range, and the second speed range is smaller than the third speed range.

[0131] FIG10 is a schematic diagram of another motor controller control method provided in an embodiment of the present application.

[0132] As shown in Figure 10, when the vehicle speed is between V2 and V3 (an example of a first speed range), the motor controller 30 can control the front-drive motor to output a cog-engaging torque or a driving torque by comparing the torque request from the accelerator pedal with a first predetermined torque value. When the motor controller 30 controls the front-drive motor to output a cog-engaging torque, it controls the inverter circuit 31 to output a current I2 to the front-drive motor 10, causing the front-drive motor 10 to apply a cog-engaging torque T1 to the reducer 20, thereby improving the vehicle's NVH performance.

[0133] It should be understood that when the vehicle speed is in the range of V2 and V3, the vibration intensity of the input shaft of the reducer is greater than K2, that is, the vehicle speed in the range of V2 and V3 corresponds to a working condition with extremely strong vibration intensity. At this time, the motor controller 30 controls the inverter circuit 31 to output current I2 to the front-drive motor 10, so that the front-drive motor 10 applies a gear-fitting torque T1 to the reducer 20. The gear-fitting torque can make the output shaft gear of the front-drive motor and the gear of the reducer more tightly meshed, thereby eliminating abnormal gear rattling noise.

[0134] As shown in FIG10 , when the vehicle speed is within the range of V1 and V2 (an example of the second vehicle speed range), the control device 32 controls the inverter circuit 31 to output a current I1 , which is used to control the front drive motor to operate in a zero torque mode.

[0135] It should be understood that for the specific description of the zero torque mode, reference may be made to the relevant content of FIG. 7 , which will not be elaborated here.

[0136] It should be understood that when the vehicle speed is in the range of V1 and V2, the vibration intensity of the input shaft of the reducer is between K2 and K1, that is, the vehicle speed in the range of V1 and V2 corresponds to a working condition with lower vibration intensity. At this time, the control device 32 controls the switch of the inverter circuit 31 and outputs current I1 to the front-drive motor 10, so that the front-drive motor operates in zero-torque mode, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth-gripping sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0137] As shown in Figure 10, when the vehicle speed is in the range of V0 and V1 (an example of the third vehicle speed range), the vibration intensity of the input shaft of the reducer is less than K1, that is, the vehicle speed in the range of V0 and V1 corresponds to an operating condition with extremely low vibration intensity. At this time, the control device 32 can control the inverter circuit 31 to shut down, thereby saving power consumption and improving the vehicle's cruising range while ensuring the vehicle's NVH performance.

[0138] It should be understood that the embodiment of the present application does not limit the specific method in which the control device 32 obtains the vehicle speed.

[0139] As an example and not a limitation, the control device 32 provided in the embodiment of the present application can obtain a vehicle speed signal from the vehicle control circuit 32, and the vehicle speed signal is used to indicate the current vehicle speed.

[0140] By way of example and not limitation, the control device 32 provided in the embodiment of the present application can be connected to a vehicle speed sensor (e.g., a Hall sensor) and receive a vehicle speed signal from the vehicle speed sensor. The present application does not limit the connection method between the control device 32 and the vehicle speed sensor. For example, the control device 32 can communicate with the vehicle speed sensor via the CAN bus protocol.

[0141] It should be understood that Figures 8 to 10 are merely illustrative. The present embodiment of the present invention can be configured with more speed steps, i.e., more speed ranges. The control device 32 can output different currents to the front-drive motor 10 according to different speed ranges, thereby causing the front-drive motor 10 to output different gear-engaging torques. The specific implementation method can be found in the description of Figure 7 and will not be further elaborated here.

[0142] Based on the above scheme, when the front-wheel drive motor 10 rotates with the wheel, the motor control provided in this application can control the on and off of the upper bridge switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31, as well as the current output by the inverter circuit 31 according to the vehicle speed, so as to control the torque output by the front-wheel drive motor 10, thereby reducing the tooth rattling sound between the gears of the reducer 20, and thus improving the NVH performance of the vehicle.

[0143] FIG11 is another timing diagram of the motor controller provided in an embodiment of the present application.

[0144] As shown in Figure 11, at t 110 At this moment, the vehicle speed is V0. At this time, the control device 32 controls the upper bridge arm switch tubes and the lower bridge arm switch tubes in the three bridge arms of the inverter circuit 31 to be turned off, so that the front drive motor 10 does not generate torque.

[0145] In t 110 Time to t 111During this time, the vehicle speed is within the range of V0 and V1 (an example of the third vehicle speed range), the switches of the three bridge arms in the inverter circuit 31 are all kept off, and the front-drive motor 10 does not generate torque.

[0146] In t 111 Time to t 112 At this time, the vehicle speed is in the range of V1 to V2 (an example of the second vehicle speed range), and the control device 32 controls the inverter circuit 31 to output the current I 110 , the current I 110 It is used to control the front drive motor 10 to operate in zero torque mode. Specifically, the inverter circuit 31 outputs three-phase current to the three-phase windings of the connected front drive motor 10 through the midpoints of the three bridge arms.

[0147] For the specific description of the zero torque mode, please refer to the relevant description in FIG7 , which will not be repeated here.

[0148] In t 112 Time to t 114 During the time interval, the vehicle speed is within the range of V2 to V3 (an example of the first vehicle speed range), the control device 32 controls the inverter circuit 31 to increase the output current so that the motor operates at the current I 111 , so that the front drive motor 10 outputs the gear-adhering torque T 111 .

[0149] It should be understood that the figure shows a scenario where the torque value of the front drive motor indicated by the torque request output by the accelerator pedal is greater than the first preset torque value. In this scenario, the motor controller 30 is used to control the drive motor to output a tooth-engaging torque.

[0150] It should be understood that the above current I 111 It can be understood as the synthetic current vector of the current in the three-phase winding of the motor, that is, the motor controller 30 can increase the synthetic current vector so that the front-drive motor 10 outputs a larger tooth-engaging torque.

[0151] It should be understood that the control circuit 32 controls the current output by the inverter circuit 31 to increase so that the motor current increases to I 111 There is a certain delay in the process, so when the working current of the front drive motor 10 is t 112 Time to t 113 It gradually increases between moments until t 113 Time increases to current I 111 Correspondingly, the gear-adhering torque output by the front-drive motor 10 also gradually increases during this period until it reaches t 113 Output gear-adhering torque T at all times 111 .

[0152] In t 114 Time to t 116During this time, the vehicle speed is less than V3, and the control device 32 controls the inverter circuit 31 to increase the output current, so that the current in the motor increases to I 112 , so that the front drive motor 10 outputs the gear-adhering torque T 112 , and the torque T 112 The absolute value is greater than the torque T 111 The absolute value of .

[0153] It should be understood that when the vehicle speed is less than V3, the corresponding vibration intensity of the input shaft of the reducer 20 is greater than K3, that is, when the vehicle speed is less than V3, the motor controller 30 controls the front-drive motor 10 to apply a larger tooth-engaging torque to the reducer 20 by increasing the current output by the inverter circuit 31, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth-gripping sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0154] It should be understood that the motor controller 30 controls the current output by the inverter circuit 31 to increase so that the motor current is increased from I 111 Increase to I 112 There is a certain delay in the process, so when the working current of the front drive motor 10 is t 114 Time to t 115 increases between moments until t 115 Time increases to current I 112 Correspondingly, the torque output by the front drive motor 10 also gradually increases during this time until it reaches t 115 Increase the gear contact torque T at all times 112 .

[0155] In t 116 After time t, the vehicle speed gradually increases from V3 until t 117 In this process, the control device 32 also outputs corresponding current to the motor according to different vehicle speed ranges. Specifically, when the vehicle speed is greater than V3, the control device 32 reduces the current output by the inverter circuit 31, so that the motor current is reduced to I111, so that the motor outputs the gear torque T 91 When the vehicle speed exceeds V2, the control device 32 further reduces the current output by the inverter circuit 31, causing the front-drive motor 10 to operate in zero-torque mode. When the vehicle speed exceeds V1, the control device 32 controls the upper and lower bridge arm switches of the three bridge arms in the inverter circuit 31 to turn off.

[0156] It is easy to understand that, under ideal conditions, t 112 time and t 113 The time can be the same time (not shown in the figure), t 114 time and t 115 The moment can be the same moment.

[0157] It should be understood that the embodiment of the present application is for the above torque T 111 and torque T 112 The specific value of the torque T is not limited. 111 and torque T 112 It can be any value within -5 Nm. For example, the torque T 111 Can be -0.5Nm, the torque T 112 Can be -1Nm.

[0158] It is easy to understand that because the wheels are drivingly connected to the output shaft of the reducer 20, and the output shaft of the front-drive motor 10 is drivingly connected to the input shaft of the reducer 20, the vehicle speed is proportional to the rotational speed of the front-drive motor 10. Based on the above relationship, the motor controller 30 provided in the embodiment of the present application can also control the current output by the inverter circuit 31 according to the rotational speed of the front-drive motor 10, thereby controlling the torque output by the front-drive motor 10.

[0159] Specifically, in an embodiment of the present application, in response to the front-wheel drive motor having a rotational speed less than a first preset rotational speed value and the front-wheel drive motor having a torque value indicated by a torque request output by an accelerator pedal greater than the first preset torque value, the control device is configured to adjust the front-wheel drive motor output drive torque according to the torque request output by the accelerator pedal. In response to the front-wheel drive motor having a rotational speed less than the first preset rotational speed value and the front-wheel drive motor having a torque value indicated by a torque request output by the accelerator pedal less than the first preset torque value, the control device is configured to control the front-wheel drive motor to output a preset interlocking torque.

[0160] In some possible implementations, the control device is configured to control the front-wheel drive motor to output the aforementioned intercog torque in response to the front-wheel drive motor speed being less than a first predetermined speed value, the accelerator pedal torque request being less than the first predetermined torque value, and the brake pedal braking request being less than a predetermined braking value. In other words, when the vehicle is coasting and the front-wheel drive motor speed is less than the first predetermined speed value, the control device is configured to control the front-wheel drive motor to output the aforementioned intercog torque.

[0161] It should be understood that the torque direction of the above-mentioned tooth-engaging torque is opposite to the torque direction of the driving torque, wherein the torque value of the tooth-engaging torque is less than the second preset torque value.

[0162] It should be understood that when the speed of the front-drive motor is less than the first preset speed value, the specific control method of the motor controller can refer to the relevant content of Figure 9 and will not be repeated here.

[0163] Based on the above embodiment, in some possible embodiments, in response to the front-drive motor's speed being less than a first preset speed value and greater than a second preset speed value, the control device is configured to control the inverter circuit 31 to drive the front-drive motor to operate in a zero-torque mode. In response to the front-drive motor's speed being less than the second preset speed value, the control device is configured to control the inverter circuit 31 to shut down and stop outputting three-phase current to the front-drive motor. The second preset speed value is less than the first preset speed value.

[0164] As shown in Figure 12, when the speed of the front-drive motor 10 is less than N2 (an example of the first preset speed value), the control device 32 controls the switching tubes of the three bridge arms in the inverter circuit 31 to be turned on, and outputs current I2 to the front-drive motor, so that the front-drive motor 10 generates torque T1 and outputs the torque to the reducer 20, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth rattling sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0165] It should be understood that when the speed of the front-drive motor 10 is less than N2, the vibration intensity of the input shaft of the reducer is greater than K2, that is, the speed of the front-drive motor 10 is less than N2, which corresponds to a working condition with extremely strong vibration intensity. At this time, the control device 32 controls the inverter circuit 31 to output current I2 to the front-drive motor 10, so that the front-drive motor 10 applies a tooth-approaching torque T1 to the reducer 20, thereby improving the NVH performance of the vehicle.

[0166] As shown in FIG12 , when the speed of the front drive motor 10 is between N1 (an example of a second preset speed value) and N2, the control device 32 controls the inverter circuit 31 to output a current I1, which is used to control the front drive motor to operate in a zero torque mode.

[0167] It should be understood that for the specific description of the zero torque mode, reference may be made to the relevant content of FIG. 7 , which will not be elaborated here.

[0168] It should be understood that when the speed of the front-drive motor 10 is between N1 and N2, the vibration intensity of the input shaft of the reducer 20 is between K2 and K1, that is, the speed of the front-drive motor 10 is between N1 and N2, which corresponds to a working condition with lower vibration intensity. At this time, the control device 32 controls the inverter circuit 31 switch and outputs current I1 to the front-drive motor 10, so that the front-drive motor operates in zero torque mode, thereby suppressing the transmission error between the gears of the reducer 20 within a controllable range, thereby reducing the tooth rattling sound of the gears of the reducer 20 and improving the NVH performance of the vehicle.

[0169] As shown in Figure 12, when the speed of the forward drive motor 10 is greater than N1, the control device 32 controls the inverter circuit 31 to be in the off state, that is, the control device 32 controls the upper bridge arm switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31 to be turned off, so that the inverter circuit 31 stops outputting three-phase current to the forward drive motor 10.

[0170] It should be understood that when the speed of the front-drive motor 10 is greater than N1, the vibration intensity of the input shaft of the reducer 20 is less than K1, that is, the speed of the front-drive motor 10 is greater than N1, corresponding to a working condition with extremely low vibration intensity. At this time, the control device 32 can control the inverter circuit 31 to shut down, thereby saving power consumption and improving the vehicle's cruising range while ensuring the vehicle's NVH performance.

[0171] It should be understood that the working condition shown in Figure 12 is only an example. The embodiment of the present application can set more step values ​​of the front-drive motor speed, that is, set more front-drive motor speed ranges, so that the motor controller 30 can change the three-phase current output by the inverter circuit 31 according to different front-drive motor speed ranges, so that the front-drive motor 10 can output different tooth-adapting torques. This will be explained in conjunction with Figure 13 below and will not be repeated here.

[0172] Based on the above scheme, when the front-wheel drive motor 10 rotates with the wheel, the motor control provided in this application can control the on and off of the upper bridge switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31, as well as the current output by the inverter circuit 31 according to the speed of the front-wheel drive motor 10, so as to control the torque output by the front-wheel drive motor 10, thereby reducing the tooth rattling sound between the gears of the reducer 20, and thereby improving the NVH performance of the vehicle.

[0173] As shown in Figure 13, multiple step speed values ​​N0, N1, N2, and N3 are set according to the speed of the front-drive motor 10, and according to the speed interval of the front-drive motor 10, the conduction and shutdown of the upper bridge arm switch tubes and the lower bridge arm switch tubes on the three bridge arms in the inverter circuit 31 are controlled to control the output torque of the front-drive motor 10. For the specific implementation method, please refer to the relevant description of Figure 11 and will not be repeated here.

[0174] Based on the above scheme, when the front-wheel drive motor 10 rotates with the wheel, the motor controller provided in this application can control the on and off of the upper bridge switch tube and the lower bridge arm switch tube of the three bridge arms in the inverter circuit 31, as well as the current output by the inverter circuit 31 according to the vehicle speed or the rotational speed of the front-wheel drive motor 10, so as to control the torque output by the front-wheel drive motor 10, thereby reducing the tooth rattling sound between the gears of the reducer 20, and thereby improving the NVH performance of the vehicle.

[0175] FIG14 shows a scenario in which a motor controller provided by an embodiment of the present application outputs torque according to a torque signal.

[0176] In a possible implementation, the front-wheel drive motor 10 obtains a torque signal from a vehicle controller, where the torque signal is used to indicate a target torque value that the front-wheel drive motor 10 needs to output.

[0177] As shown in FIG. 14 , in response to the first torque signal, the motor controller 30 controls the front drive motor 10 to output a torque T 141 , the torque T 141 Used to drive the wheels to rotate. In other words, at this time the front-wheel drive motor 10 actively outputs torque to the wheels to drive the wheels to rotate.

[0178] When the motor controller 30 obtains the second torque signal from the vehicle controller, the control in the motor controller 30 causes the front-wheel drive motor 10 to operate in zero-torque mode, that is, after receiving the second torque signal, the motor controller 30 controls the front-wheel drive motor 10 to enter the follow-up state.

[0179] It should be understood that after controlling the front-wheel drive motor 10 to enter the follow-up state in response to the second torque signal, the motor controller 30 can control the on and off of the upper bridge switch tubes and the lower bridge arm switch tubes of the three bridge arms in the inverter circuit 31, as well as the current output by the inverter circuit 31 according to the methods shown in Figures 7 to 13, so as to control the torque output by the front-wheel drive motor 10, thereby reducing the tooth rattling sound between the gears of the reducer 20, and thereby improving the NVH performance of the vehicle.

[0180] It should be understood that when the motor controller 30 controls the output of three-phase current at the midpoints of the three bridge arms of the inverter circuit 31, if the motor controller 30 receives the first torque signal, the motor controller 30 will respond to the first torque signal and output torque. In other words, upon receiving the first torque signal, the front-drive motor 10 in the follow-up state will exit the follow-up state and output torque to the wheels to drive the wheels.

[0181] FIG15 is a schematic diagram of a control device provided in an embodiment of the present application.

[0182] As shown in Figure 15, the control device 32 of the motor controller 30 provided in the present application can include a storage unit 3210 and a drive unit 3220. The storage unit is used to store the correspondence between the above-mentioned vehicle speed and the vibration intensity of the input shaft of the reducer 20, and / or the correspondence between the rotational speed of the front-wheel drive motor 10 and the vibration intensity of the input shaft of the reducer 20. The drive unit 3220 is used to perform corresponding actions based on the content stored in the storage unit 3210 and the received signal.

[0183] Based on the above embodiments, the present application further provides a control method for a front-wheel drive motor of a vehicle.

[0184] In an embodiment of the present application, the control method includes adjusting the output drive torque of the front-drive motor in response to a torque request from an accelerator pedal indicating that the torque value of the front-drive motor is greater than a first torque, based on the torque request from the accelerator pedal. In response to a comparison of the vibration intensity of the transmission device when the vehicle is coasting with a preset vibration intensity, the front-drive motor is controlled to rotate with the wheel or output a cogging torque. The driving torque and the cogging torque have opposite directions.

[0185] In some possible embodiments, the torque value of the inter-cog torque is not adjusted according to the torque request output by the accelerator pedal, and the torque value of the inter-cog torque is less than the driving torque. In other words, when the torque value of the front-wheel drive motor indicated by the torque request output by the accelerator pedal is less than the first torque, the torque value of the inter-cog torque output by the front-wheel drive motor is independent of the torque request.

[0186] It should be understood that in order to save energy, the tooth-engaging torque is generally a smaller negative torque. For example, the tooth-engaging torque can be any value less than or equal to -5 Nm, such as -2 Nm or -0.5 Nm.

[0187] In some possible embodiments, the preset vibration intensity includes a first preset intensity value and a second preset intensity value, the second preset intensity value being less than the first preset intensity value, wherein in response to the vibration intensity being greater than or equal to the first preset intensity value, the front drive motor is controlled to output a tooth-engaging torque. In response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value, the front drive motor is controlled to rotate along with the wheel.

[0188] In some possible embodiments, in response to the requested torque output by the accelerator pedal being greater than the first torque, the motor controller is controlled to output a first three-phase current to the front-drive motor, and the first three-phase current is used to drive the front-drive motor to generate the driving torque; in response to the vibration intensity being greater than the first preset intensity value, the motor controller is controlled to output a second three-phase current to the front-drive motor, and the second three-phase current is used to drive the front-drive motor to generate the gear-engaging torque.

[0189] In some possible embodiments, in response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value, the motor controller is controlled to output a third three-phase current to the front drive motor, and the torque value generated by the third three-phase current driving the front drive motor is less than the torque value generated by the second three-phase current driving the front motor; in response to the vibration intensity being less than the second preset intensity value, the motor controller is controlled to stop outputting three-phase current to the front drive motor.

[0190] In some possible embodiments, the coasting state of the vehicle includes: the vehicle speed is less than a preset speed and the torque request output by the accelerator pedal is less than a second torque, wherein the second torque is less than the first torque.

[0191] In conjunction with Figure 1 , the coasting state of vehicle 100 refers to a state in which neither powertrain 130 nor powertrain 140 outputs torque, the driver does not brake the vehicle, and the vehicle relies on its own inertia to move forward on the road. In an embodiment of the present application, when the vehicle is in the coasting state, the vehicle speed is less than a preset speed and the torque value of the front-drive motor indicated by the torque request output by the accelerator pedal is less than a second torque, and the second torque is less than the first torque. In other words, when the second torque is significantly less than the first torque, that is, when the torque value of the front-drive motor requested by the accelerator pedal is less than a second threshold, the control device will not control the inverter circuit to drive the front-drive motor to output torque.

[0192] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A control method for a front drive motor of a vehicle, characterized in that: The front drive motor is used to connect the wheels of the vehicle through a transmission device, and the control method includes: In response to the torque of the front drive motor indicated by the torque request output by the accelerator pedal being greater than a first torque, adjusting the output drive torque of the front drive motor according to the torque request output by the accelerator pedal; In response to a comparison between the vibration intensity of the transmission device and a preset vibration intensity when the vehicle is running in a gliding state, controlling the front drive motor to rotate with the wheel or output a gear-adhering torque; The torque direction of the driving torque is opposite to the torque direction of the tooth-engaging torque.

2. The control method according to claim 1, characterized in that: The torque value of the gear-engaging torque is not adjusted according to the torque request output by the accelerator pedal, and the torque value of the gear-engaging torque is less than the driving torque.

3. The control method according to claim 1 or 2, characterized in that: The method of controlling the front drive motor to rotate with the wheels or output a gear-adhering torque in response to a comparison between the vibration intensity of the transmission device and a preset vibration intensity when the vehicle is running in a gliding state comprises: In response to the vibration intensity being greater than or equal to the first preset intensity value, controlling the front drive motor to output a gear-engaging torque; In response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value, controlling the front drive motor to rotate along with the wheel; The second preset strength value is smaller than the first preset strength value.

4. The control method according to claim 3, characterized in that: The torque of the front drive motor indicated by the torque request output by the accelerator pedal is greater than the first torque, and the output drive torque of the front drive motor is adjusted according to the torque request output by the accelerator pedal, including: In response to the torque of the front motor indicated by the torque request output by the accelerator pedal being greater than the first torque, controlling the motor controller to output a first three-phase current to the front motor, wherein the first three-phase current is used to drive the front motor to generate the driving torque; In response to the vibration intensity being greater than or equal to the first preset intensity value, controlling the front drive motor to output a gear-engaging torque comprises: In response to the vibration intensity being greater than the first preset intensity value when the vehicle is running in a gliding state, the motor controller is controlled to output a second three-phase current to the front drive motor, and the second three-phase current is used to drive the front drive motor to generate the gear-engaging torque.

5. The control method according to claim 4, characterized in that: The control method further comprises: In response to the vibration intensity being greater than or equal to the second preset intensity value and less than the first preset intensity value, controlling the motor controller to output a third three-phase current to the front drive motor, wherein the torque value generated by the third three-phase current driving the front drive motor is less than the torque value generated by the second three-phase current driving the front drive motor; In response to the vibration intensity being less than the second preset intensity value, the motor controller is controlled to stop outputting three-phase current to the front drive motor.

6. The control method according to any one of claims 1 to 5, characterized in that: The sliding state of the vehicle includes: The vehicle speed is less than a preset vehicle speed and the requested torque output by the accelerator pedal is less than a second torque; The second torque is smaller than the first torque.

7. A motor controller, characterized in that: The motor controller includes a control device and a three-phase inverter circuit, wherein the three-phase inverter circuit is used to receive power from a high-voltage battery and output a three-phase current to drive the front drive motor of the vehicle, wherein the front drive motor is used to connect the wheels of the vehicle through a transmission device, and the control device is used to: In response to the torque of the front drive motor indicated by the torque request output by the accelerator pedal being greater than the first torque, controlling the three-phase inverter circuit to output a first three-phase current and adjusting the current value of the first three-phase current according to the torque request output by the accelerator pedal; In response to a comparison between the vibration intensity of the transmission device and a preset vibration intensity when the vehicle is running in a coasting state, controlling the three-phase inverter circuit to output a second three-phase current or a third three-phase current; The direction of the torque generated by the second three-phase current driving the front drive motor is opposite to the direction of the torque generated by the first three-phase current driving the front drive motor.

8. The motor controller according to claim 7, characterized in that: The preset vibration intensity includes a first preset intensity value and a second preset intensity value, the second preset intensity value is smaller than the first preset intensity value, and the control device is used to: In response to the vibration intensity being greater than the first preset intensity value, controlling the three-phase inverter circuit to output the second three-phase current; In response to the vibration intensity being greater than the second preset intensity value, controlling the three-phase inverter circuit to output the third three-phase current; In response to the vibration intensity being less than the second preset intensity value, the power tube of each bridge arm in the three-phase inverter circuit is controlled to remain turned off.

9. The motor controller according to claim 7 or 8, characterized in that: in: The torque value generated by driving the front motor with the third three-phase current is smaller than the torque value generated by driving the front motor with the second three-phase current; The torque value generated by the second three-phase current driving the front motor is smaller than the torque value generated by the first three-phase current driving the front motor.

10. The motor controller according to any one of claims 7 to 9, characterized in that: The control device comprises a first preset current value, and the control device is used for: In response to the vibration intensity being greater than the first preset intensity value, the three-phase inverter circuit is controlled to output the second three-phase current according to the first preset current value.

11. The motor controller according to claim 10, characterized in that: The control device is used for: In response to the vibration intensity continuing to increase after the vibration intensity is greater than the first preset intensity value, the three-phase inverter circuit is controlled to output the second three-phase current gradually increasing from the first preset current value.

12. The motor controller according to claim 11, characterized in that: The control device includes a second preset current value, the second preset current value drives the front drive motor to generate a torque greater than the torque generated by the first preset current value drives the front drive motor, and the control device is used to: In response to the vibration intensity continuing to increase after the vibration intensity is greater than the first preset intensity value, the current value of the second three-phase current output by the three-phase inverter circuit is controlled to increase according to the second preset current value.

13. A powertrain, characterized in that: The powertrain includes a motor controller, a front drive motor, and a transmission device. The motor controller includes a control device and a three-phase inverter circuit. The three-phase inverter circuit is used to receive power from a high-voltage battery and output a three-phase current to drive the front drive motor of the vehicle. The front drive motor is used to connect the wheels of the vehicle through the transmission device. The motor controller is used to: In response to the vehicle speed being in a first vehicle speed interval and the torque request output by the accelerator pedal being greater than a first preset torque value, adjusting the driving torque output by the front-drive motor according to the torque request output by the accelerator pedal; In response to the vehicle speed being in a first vehicle speed interval and the torque request output by the accelerator pedal being less than the first preset torque value, controlling the front drive motor to output a preset gear-engaging torque; The torque direction of the tooth-adhering torque is opposite to the torque direction of the driving torque.

14. The powertrain according to claim 13, characterized in that: The motor controller is used to: In response to the vehicle being in a first preset vehicle speed range, the torque request output by the accelerator pedal being less than the first preset torque value, and the braking request output by the brake pedal being less than a preset braking value, the front drive motor is controlled to output the gear-engaging torque.

15. A vehicle, characterized in that: The vehicle comprises: A front drive power assembly, the front drive power assembly comprising a front drive motor, a reducer and a motor controller as claimed in any one of claims 7 to 12, the front drive motor being used to drive the front wheels of the vehicle; A rear driving force assembly, the rear driving force assembly is used to drive the rear wheels of the vehicle; A vibration sensor is used to detect the vibration intensity of at least one of the body of the vehicle or the transmission device.

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