Electric motor controller, powertrain, and vehicle

Abstract

An electric motor controller, which is used for receiving power supplied by a traction battery and outputting a drive current to a drive electric motor, such that the drive electric motor outputs a torque. During the process of an electric motor controller outputting a drive current, the electric motor controller is used for: in response to a fault of the electric motor controller, outputting a first fault signal and stopping outputting the drive current to a drive electric motor, wherein the first fault signal is used for instructing another electric motor controller of a vehicle (10) to control another drive electric motor of the vehicle (10) to increase an torque output. Further disclosed are a powertrain and a vehicle. When one electric motor controller has a fault, a normal electric motor controller controls a drive electric motor to output a torque, and therefore it can be ensured that power of a vehicle is not lost, thereby improving the safety of the vehicle.

Description

Motor controller, powertrain and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410487320.8, filed with the State Intellectual Property Office of China on April 22, 2024, entitled "Electric Motor Controller, Powertrain and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of new energy vehicles, and more specifically, to a motor controller, powertrain, and vehicle. Background Technology

[0003] With increasing environmental awareness and the continuous development of electric vehicle technology, the demand for dual-drive electric vehicles is growing in the market. However, in order to ensure the safety of passengers and the electric vehicle, it is necessary to disconnect the power supply to the battery when a short circuit occurs in the high-voltage circuit of an electric vehicle. Otherwise, the drive motor may be burned out or even the vehicle may spontaneously combust.

[0004] Currently, most dual-drive electric vehicles use a front- and rear-drive multi-motor system, with multiple electric drives sharing a single high-voltage bus. A main protection device is installed when the vehicle's DC bus power distribution architecture outputs power from the battery pack. If a load connected to the high-voltage bus short-circuits, the main protection device will trip, causing the vehicle's high-voltage bus to lose power. This could lead to the vehicle slowing down and stopping, or even completely losing power. Existing multi-drive systems can only improve power performance but cannot achieve power redundancy, resulting in low overall vehicle availability.

[0005] Therefore, how to isolate the fault and ensure that power is not lost when a powertrain fails is an urgent problem to be solved. Summary of the Invention

[0006] This application provides a motor controller, a powertrain, and a vehicle. When one powertrain fails, the remaining normal powertrains compensate for the torque required for the vehicle's operation, thereby ensuring the vehicle's power and effectively improving vehicle safety.

[0007] In a first aspect, this application provides a motor controller for use in a vehicle. The motor controller is used to receive power from a power battery and output drive current to a drive motor to enable the drive motor to output torque. During the output of drive current by the motor controller, the motor controller is used to respond to a motor controller failure by outputting a first fault signal and stopping the output of drive current to the drive motor. The first fault signal is used to instruct another motor controller of the vehicle to control another drive motor of the vehicle to increase the torque output.

[0008] The vehicle is a dual-drive vehicle, which includes two motor controllers. When one of the motor controllers fails, the fault can be isolated, for example, by disconnecting the faulty motor controller from the power battery, and at the same time reporting a fault signal to indicate that the motor controller has failed. This allows the other normal motor controller to control the output torque of the drive motor.

[0009] According to the solution in this application, when one motor controller of a dual-drive vehicle fails, the normal motor controller controls the output torque of the drive motor, which can ensure that the power of the whole vehicle is not lost and improve the safety of the vehicle.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, during the process of the motor controller outputting drive current, the motor controller is used to respond to a motor controller fault by outputting a first fault signal to the vehicle controller and stopping the output of drive current to the drive motor; the vehicle controller is used to respond to the first fault signal by sending a first torque signal to another motor controller, the first torque signal being used to instruct the other motor controller to control another drive motor to output the torque indicated by the first torque signal.

[0011] A faulty motor controller can send a fault signal to the vehicle controller, which can then determine the torque required for compensation output from the normal drive motor based on the vehicle's status. The vehicle controller then sends the determined torque to be compensated to the normal motor controller, instructing the normal motor controller to control the drive motor to output torque to provide power to the vehicle.

[0012] In one possible implementation, the first torque signal can indicate negative torque, i.e., reverse torque, when the vehicle is braking. The motor controller changes the conduction phase of the alternating current to generate negative torque in the drive motor, reducing the vehicle speed. The rotor of the drive motor rotates, cutting the magnetic field of the stator windings, thereby generating a large reverse electromotive force. The power battery then receives current from the motor controller for charging. The motor controller can adjust the current in the drive motor windings to change the strength of the stator magnetic field, thus adjusting the magnitude of the negative torque.

[0013] According to the solution in this application, when a motor controller fails, the vehicle controller will schedule redundant power, and the normal motor controller will control the drive motor to output compensating torque, thereby ensuring that the vehicle does not lose power and improving vehicle safety.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, during the process of the motor controller outputting drive current, the motor controller is used to respond to a motor controller fault by outputting a first fault signal and a second torque signal to another motor controller and stopping the output of drive current; the first fault signal is used to instruct the other motor controller to control another drive motor to output the torque indicated by the second torque signal.

[0015] A faulty motor controller can also send fault signals and torque indication signals directly to a normal motor controller. The faulty motor controller can then determine the compensation torque that other motor controllers need to control for the output of the drive motor based on the torque output of the drive motor before the fault occurred, and thus instruct the normal motor controller accordingly.

[0016] According to the solution in this application, the fault signal and torque signal can be sent directly by the motor controller, which can improve the fault handling speed, reduce the signal transmission delay, and improve the vehicle safety.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, during the process of another motor controller controlling the output torque of another drive motor, the motor controller is used to control the drive motor to increase the torque output in response to a fault in the other motor controller.

[0018] During vehicle operation, another motor controller is used to receive power from the power battery and output current to another drive motor to make the other drive motor output torque. The motor controller is used to output current to the drive motor in response to a third torque signal so that the drive motor outputs the torque indicated by the third torque signal. The third torque signal is sent by the vehicle controller in response to a second fault signal sent by the other motor controller. The second fault signal is used to indicate a fault in the other motor controller. Alternatively, the third torque signal is sent by the other motor controller in response to a fault in the other motor controller.

[0019] Understandably, the third torque signal can also indicate negative torque, i.e., reverse torque. At this time, the vehicle enters the braking state, and the motor controller changes the conduction phase of the AC power to make the drive motor generate negative torque. At this time, the power battery receives current from the motor controller to charge.

[0020] According to the solution in this application, a normal motor controller will provide power to the vehicle after receiving a fault signal and / or torque signal, ensuring that the vehicle's power is not lost.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, during vehicle operation, another motor controller is used to receive power from the power battery and output current to another drive motor to make the other drive motor output torque. The motor controller is used to output a first AC current to the drive motor to make the drive motor output a first torque, the first torque being less than a preset value. In response to a third torque signal, a second AC current is output to the drive motor to make the drive motor output the torque indicated by the third torque signal, the magnitude of the second AC current being greater than the magnitude of the first AC current.

[0022] For dual-drive vehicles, one motor controller acts as the auxiliary drive, and the other as the primary drive. Under normal operation, the secondary motor controller controls the drive motor to provide the necessary power to the vehicle, while the primary motor controller controls the drive motor to rotate accordingly, with an output torque of 0 or less than a preset value. In this state, the drive motor controlled by the primary controller has redundant power. If the secondary motor controller, acting as the primary drive, malfunctions, it stops outputting current, and the primary drive motor no longer outputs torque. Upon receiving a torque compensation request from the malfunctioning secondary motor controller, the primary motor controller takes over the primary drive function, controlling the drive motor to output torque to power the vehicle. Therefore, for the secondary motor controller, the output current increases, and the output torque also increases accordingly to the torque indicated by the received torque signal.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller is used to connect to the DC bus via a disconnection device and receive power from the power battery via the DC bus; during the process of the motor controller outputting the drive current, the disconnection device is used to disconnect the motor controller from the DC bus in the event of a motor controller failure.

[0024] In this application, the disconnecting device can be a controlled switching device such as a switching transistor or a relay, or it can be a device that automatically detects overcurrent and causes fuse failure, such as a fuse or circuit breaker. This application does not limit the type of device. If the disconnecting device is a controlled switching device, it can be connected to the control circuit in the motor controller or the control circuit in the battery management system, and be controlled by the control circuit.

[0025] The DC bus includes a positive DC bus and a negative DC bus. The positive DC bus is connected to the positive terminal of the power battery, and the negative DC bus is connected to the negative terminal of the power battery. The DC bus receives a first DC current from the power battery, which can also be understood as the current output by the power battery. Multiple electrical components can be mounted on the DC bus, including the powertrain. The powertrain can receive a second DC current from the DC bus. Since other electrical components are also mounted on the DC bus, the second DC current received by the powertrain is less than the first DC current. The second DC current is input to the motor controller through a disconnection device. When the motor controller malfunctions, the disconnection device disconnects to protect the electrical components, breaking the connection between the motor controller and the DC bus. This isolates the motor controller malfunction and prevents it from affecting other electrical components mounted on the DC bus.

[0026] In some possible embodiments, the current received by the DC bus from the power battery is greater than or equal to the current through the first DC-side disconnect device. The power battery supplies power to the powertrain via the DC bus. When the power battery simultaneously supplies power to multiple powertrains via the DC bus, and these powertrains are connected in parallel, the current received by the DC bus from the power battery is greater than the current through the first DC-side disconnect device. Alternatively, it can be understood that the current through the DC bus is greater than the current through the first DC-side disconnect device. For example, when the vehicle is a dual-wheel drive vehicle and both the front and rear dual-wheel drive powertrains operate simultaneously, the current through the DC bus is greater than the current through the first DC-side disconnect device.

[0027] When the power battery supplies power to only one powertrain via the DC bus, the current received by the DC bus from the power battery is equal to the current through the first DC-side disconnect device. Alternatively, it can be understood that the current through the DC bus is equal to the current through the first DC-side disconnect device. For example, when the vehicle is a single-drive vehicle and the power battery supplies power to only one powertrain via the DC bus, the current through the DC bus is greater than the current through the first DC-side disconnect device.

[0028] According to the solution of this application, the disconnection device disconnects the connection between the input terminal of the motor controller and the DC bus when a short circuit fault occurs in the motor controller, so that the motor controller stops receiving power from the power battery, thereby avoiding the failure of the motor controller from affecting the normal operation of other electrical components connected to the power battery. After the fault is isolated by the disconnection device, other normal motor controllers can start and control the corresponding drive motor to compensate for the torque required by the whole vehicle.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller includes a housing for accommodating a disconnection device and an inverter circuit. The housing includes a DC input port and an AC output port. The inverter circuit is used to connect to the DC input port via the disconnection device, receive power from the DC bus via the DC input port, and output current via the AC output port.

[0030] The disconnection device can be installed inside the motor controller. The DC bus is connected to the disconnection device inside the motor controller through the port of the motor controller housing. The disconnection device inputs the current received from the DC bus into the inverter circuit.

[0031] According to the solution in this application, the direct-start device is integrated into the motor controller, which has a high degree of integration and improves the reliability of the motor controller.

[0032] It should be understood that the disconnect device can be located within the motor controller, and if the disconnect device is a controlled switch, it can be controlled by the motor controller, resulting in a fast response and improved vehicle safety. The disconnect device can also be located within the power battery, with the power battery connected to the powertrain through multiple disconnect devices, further enhancing vehicle safety. Alternatively, the disconnect device can be a separate unit connecting the power battery and the motor controller.

[0033] Secondly, this application provides a powertrain applied to a vehicle. The powertrain includes a first motor controller and a first drive motor. The first motor controller drives the first drive motor. The vehicle also includes a second powertrain, which includes a second motor controller and a second drive motor. The second motor controller drives the second drive motor and is connected to a DC bus via a second disconnection device and receives power from a power battery via the DC bus. The second disconnection device disconnects the powertrain from the DC bus in case of a powertrain failure. The first motor controller controls the first drive motor to increase torque output in response to the disconnection of the second disconnection device.

[0034] The vehicle can be a dual-drive vehicle, comprising two powertrains, such as a front-drive powertrain and a rear-drive powertrain. This application does not limit the specific type of powertrain; the powertrain can be a centralized powertrain, a distributed motor powertrain, or a wheel-side motor powertrain.

[0035] The two powertrains are connected to the DC bus via disconnect devices, so that when one powertrain experiences a short circuit fault, the corresponding disconnect device disconnects, and the other powertrain can continue to drive the vehicle unaffected.

[0036] In conjunction with the second aspect, in some implementations of the second aspect, the first motor controller is used to control the first drive motor to output torque according to the indication of the first torque signal output by the vehicle controller in response to the disconnection of the second disconnection device; the vehicle controller is used to receive the second fault signal output from the second motor controller and output the first torque signal when the second powertrain fails.

[0037] The first motor controller is used to receive a first torque signal sent by the vehicle controller in response to a second disconnection device connected to the DC bus, in response to a second fault signal, and output AC power to make the first drive motor output a first torque. The first torque signal is used to indicate the first torque. The second fault signal is sent by the second powertrain and indicates a fault in the second powertrain.

[0038] The first motor controller is configured to output a first alternating current in response to the disconnection of the second disconnection device connected to the DC bus, so that the first drive motor outputs a first torque; before the second disconnection device is disconnected, the first motor controller is configured to output a second alternating current to the first drive motor so that the first drive motor outputs a second torque; the magnitude of the first alternating current is greater than or equal to the magnitude of the second alternating current, and the first torque is greater than or equal to the second torque.

[0039] When one of the two powertrains fails, the motor controller in the other working powertrain will increase the output current, thereby controlling the corresponding drive motor to increase the output torque.

[0040] In conjunction with the second aspect, in some implementations of the second aspect, the first motor controller is used to receive a second fault signal and a second torque signal in response to the disconnection of the second disconnection device and control the first drive motor to output torque according to the indication of the second torque signal; the second motor controller is used to send a second fault signal and a second torque signal to the first motor controller in response to a second powertrain fault, the second fault signal being used to indicate a second powertrain fault.

[0041] In conjunction with the second aspect, in some implementations of the second aspect, the powertrain further includes a first disconnection device, and a first motor controller is used to connect to the DC bus through the first disconnection device and receive power from the power battery through the DC bus; the first motor controller is used to control the first disconnection device to disconnect the powertrain from the DC bus and send a first fault signal to the vehicle controller in response to a powertrain fault, the first fault signal is used to indicate a powertrain fault and to instruct the second motor controller to control the second drive motor to increase torque output.

[0042] A faulty motor controller can send a fault signal to the vehicle controller, which can then determine the torque required for compensation output from the normal drive motor based on the vehicle's status. The vehicle controller then sends the determined torque to be compensated to the normal motor controller, instructing the normal motor controller to control the drive motor to output torque to provide power to the vehicle.

[0043] According to the solution in this application, when a powertrain fails, the vehicle controller schedules redundant power, and the normal powertrain outputs compensating torque, thereby ensuring that the vehicle does not lose power and improving vehicle safety.

[0044] In conjunction with the second aspect, in some implementations of the second aspect, the first motor controller is configured to, in response to the disconnection of the second disconnection device connected to the DC bus, receive a third torque signal and / or a second fault signal sent by the second powertrain, and output AC power to cause the first drive motor to output a first torque, wherein the third torque signal is used to indicate the first torque and the second fault signal is used to indicate a fault in the second powertrain.

[0045] In conjunction with the second aspect, in some implementations of the second aspect, the first motor controller is used to control the first disconnection device to disconnect the powertrain from the DC bus and send a first fault signal and / or a third torque signal to the second powertrain in response to a powertrain fault; the first fault signal is used to indicate a powertrain fault, and the third torque signal is used to instruct the second powertrain to increase the output torque.

[0046] According to the scheme of this application, the two powertrains can directly send fault signals and torque signals to each other, so that when one powertrain fails, the other powertrain can take over the power supply to the whole vehicle.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, during a first period before the second disconnection device disconnects the second power assembly from the DC bus, the second power assembly is used to output a third torque, and the first motor controller is used to output a second AC current to the first drive motor to make the first drive motor output a second torque, the second torque being less than or equal to the third torque; during a second period after the second disconnection device disconnects the second power assembly from the DC bus, the second power assembly stops outputting torque, and the first motor controller is used to output AC current to make the first drive motor output a first torque, the first torque being greater than or equal to the second torque and less than or equal to the sum of the third torque and the second torque.

[0048] For dual-drive vehicles, under normal operating conditions, one powertrain acts as the primary drive, providing power to the entire vehicle, while the other acts as the auxiliary drive, outputting less torque or no torque. When the primary drive powertrain fails, the corresponding disconnect device disconnects, breaking the connection between the faulty powertrain and the DC bus. Upon receiving a torque demand signal from the faulty powertrain, the normal powertrain will start and control its corresponding drive motor to increase output torque, thereby compensating for the vehicle's power loss. The torque output of the normal powertrain generally will not exceed the sum of the torques output by both powertrains during normal vehicle operation.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the first motor controller is used to connect to the second powertrain via a connection line, and the first motor controller is used to receive a third torque signal and / or a second fault signal output by the second powertrain via the connection line, wherein the connection line includes at least one of a controller area network CAN bus, a local interconnect network LIN bus, and a hardwired line.

[0050] The two powertrains can be connected via CAN bus, LIN bus, or hardwired connection, and exchange signals via CAN bus, LIN bus, or hardwired connection.

[0051] In conjunction with the second aspect, in some implementations of the second aspect, the second alternating current is less than the current limit or the second torque is less than the torque limit.

[0052] Both powertrains may be outputting torque. In this case, only one powertrain has redundant power. If the other powertrain fails, the normal powertrain will increase its output torque to compensate for the power lost by the failed powertrain.

[0053] Thirdly, this application provides a vehicle comprising two powertrains, one powertrain for driving the two front wheels of the vehicle and the other powertrain for driving the two rear wheels of the vehicle; one powertrain includes a motor controller and a drive motor, and the other powertrain includes another motor controller and another drive motor; in the process of one motor controller outputting drive current to control the output torque of one drive motor, one motor controller is configured to, in response to a fault in one motor controller, output a first fault signal and stop outputting drive current to one drive motor; the first fault signal is configured to instruct the other motor controller of the vehicle to control the other drive motor to increase the torque output.

[0054] In conjunction with the third aspect, in some implementations of the third aspect, the vehicle also includes a vehicle controller. During the output of drive current by the motor controller, one motor controller is used to respond to a motor controller failure by outputting a first fault signal to the vehicle controller and stopping the output of drive current to the drive motor. The vehicle controller is used to respond to the first fault signal by sending a first torque signal to another motor controller. The first torque signal is used to instruct the other motor controller to control another drive motor to output the torque indicated by the first torque signal.

[0055] In conjunction with the third aspect, in some implementations of the third aspect, during the output of drive current by a motor controller, a motor controller is used to respond to a fault in a motor controller by outputting a first fault signal and a second torque signal to another motor controller and stopping the output of drive current; the first fault signal is used to instruct the other motor controller to control another drive motor to output the torque indicated by the second torque signal.

[0056] Specifically, other beneficial effects can be referred to the beneficial effects described in the first aspect, and will not be repeated here. Attached Figure Description

[0057] Figure 1 is a schematic diagram of a vehicle fault signal and output current provided in this application;

[0058] Figure 2 is a schematic diagram of the vehicle architecture provided in this application;

[0059] Figure 3 is a schematic diagram of a control architecture provided in an embodiment of this application;

[0060] Figure 4 is a schematic diagram of another control architecture provided in an embodiment of this application;

[0061] Figure 5 is a schematic diagram of a vehicle fault signal and output current provided in an embodiment of this application;

[0062] Figure 6 is a schematic diagram of a disconnection device provided in an embodiment of this application;

[0063] Figure 7 is a schematic diagram of a powertrain provided in an embodiment of this application. Detailed Implementation

[0064] The technical solutions in this application will now be described in conjunction with the accompanying drawings. The detailed descriptions and drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments.

[0065] With increasing environmental awareness and continuous development of vehicle technology, the demand for dual-motor and multi-motor vehicles is growing in the market. However, in electric vehicles, to ensure the safety of passengers and the vehicle itself, it is necessary to disconnect the power supply to the battery when a short circuit occurs in the high-voltage circuit; otherwise, the drive motor may burn out or even the vehicle may spontaneously combust.

[0066] In one possible implementation, a main protection device is installed at the output of the power battery, supplying power to various loads, such as drive assemblies, via a DC bus. For example, in a dual-motor electric vehicle using a front-to-rear drive multi-motor system, where the front and rear drives share the same high-voltage bus to receive power from the power battery, a failure in one of the drives would cause the protection device on that DC bus to blow, thus stopping the power battery from outputting current and ensuring the safety of the vehicle and its passengers.

[0067] It should be understood that in the above implementation, multiple electric drives share a single high-voltage bus, as shown in Figure 1. If one electric drive malfunctions, a fault signal is generated, the main protection device trips, resulting in the entire vehicle losing its high-voltage bus. Consequently, neither motor controller receives power, and the entire bus loses power, causing the vehicle to completely lose power. Existing multi-drive systems can only improve power performance but cannot achieve power redundancy, resulting in low overall vehicle availability for multi-drive systems.

[0068] To address the aforementioned issues, this application provides a motor controller and powertrain that, for vehicles with multiple drives, isolates the fault when one drive fails and activates the motor controller of another drive to compensate for the torque required by the entire vehicle, ensuring that the vehicle's power is not lost and improving vehicle safety.

[0069] Figure 2 is a schematic diagram of several possible vehicle 10 architectures provided in this application.

[0070] As shown in Figure 2(a), vehicle 10 may include a power battery (not shown in Figure 2), a first powertrain 20, a second powertrain 21, and four wheels. The first powertrain 20 includes a first drive motor 201 and a first motor controller 202, which outputs alternating current to the first drive motor 201 to drive it. The first powertrain 20 can drive the two front wheels of vehicle 10. The second powertrain 21 includes a second drive motor 203 and a second motor controller 204, which outputs alternating current to the second drive motor 203 to drive it. The second powertrain 21 can drive the two rear wheels of vehicle 10.

[0071] As shown in Figure 2(b), vehicle 10 can be a hybrid vehicle, which includes a power battery (not shown in Figure 2), a hybrid powertrain 30, and four wheels. The hybrid powertrain 30 includes a generator and a generator controller. The hybrid powertrain 30 may also include a drive motor 201, and the generator controller may also be integrated with the motor controller as a dual-motor controller.

[0072] The vehicle in this application can be a dual-drive or multi-drive electric vehicle, or a hybrid vehicle, which can be either dual-drive or multi-drive. The powertrain in this application can be a centralized powertrain, a hub motor powertrain, or a distributed motor powertrain. The hub motor powertrain directly mounts the motor and reducer in the wheel hub, eliminating transmission components such as half-shafts, universal joints, differentials, and gearboxes. The distributed motor powertrain includes two drive motors and a motor controller. The two drive motors drive either the two front wheels or the two rear wheels. The motor controller includes two inverter circuits, each outputting AC power to the two drive motors to drive them.

[0073] This application provides a motor controller.

[0074] This motor controller can be used in vehicles with at least two electrical components mounted on the DC bus, such as a dual-drive vehicle 10. The motor controller can be the motor controller in the first powertrain 20 or the second powertrain 21 in Figure 2(a), or it can be the dual-motor controller in Figure 2(b). The following description uses the first motor controller 202 as an example.

[0075] The first motor controller 202 is used to receive power from the power battery and output current to the first drive motor 201 so that the first drive motor 201 outputs torque; during the output current of the first motor controller 202, the first motor controller 202 is used to: in response to a fault of the first motor controller 202, output a first fault signal and stop outputting current to the first drive motor 201, the first fault signal being used to instruct another motor controller of the vehicle, such as the second motor controller 204, to output current to another drive motor, such as the second drive motor 203 so that the other drive motor outputs torque.

[0076] The faults mentioned in this application can refer to short circuits, open circuits, or other malfunctions, such as insulated gate bipolar transistor (IGBT) faults, input power line and grounding line faults, rectifier diode short circuits, DC bus grounding errors, DC side capacitor short circuits, thyristor short circuits, temperature over-limit alarms, phase current overcurrent, overvoltage, and undervoltage, etc., which are high-voltage electrical system faults. Each motor controller can be equipped with a detection device or detection circuit to detect whether a fault has occurred in each circuit or device, thereby reporting fault signals or taking appropriate action.

[0077] In one possible implementation, as shown in Figure 3, the vehicle may include a power battery, a vehicle controller (VCU), a first motor controller (MCU1), a second motor controller (MCU2), a first drive motor, a second drive motor, etc. The power battery supplies power to multiple loads within the vehicle, including but not limited to the aforementioned vehicle controller, first motor controller, and second motor controller. That is, the loads connected to the power battery may also include other motor controllers such as MCU3 and MCU4.

[0078] During the output current process of the first motor controller 202, in response to a fault in the first motor controller 202, the first motor controller 202 outputs a first fault signal to the vehicle controller and stops outputting current to the first drive motor 201. The vehicle controller, in response to the first fault signal, sends a first torque signal to another motor controller, the second motor controller 204. The first torque signal instructs the second motor controller 204 to output current to another drive motor, the second drive motor 203, so that the second drive motor 203 outputs the torque indicated by the first torque signal.

[0079] During vehicle operation, the second motor controller 204 receives power from the power battery and outputs current to the second drive motor 203 to enable the second drive motor 203 to output torque. When the second motor controller 204 malfunctions, it sends a second fault signal to the vehicle controller, indicating a fault in the second motor controller 204. In response to the second fault signal sent by the second motor controller 204, the vehicle controller sends a third torque signal to the first motor controller 202. The first motor controller 202, in response to the third torque signal, outputs current to the first drive motor 201 to enable the first drive motor 201 to output the torque indicated by the third torque signal.

[0080] In another possible implementation, as shown in Figure 4, the vehicle may not require a vehicle controller. The vehicle may include a power battery, a first motor controller MCU1, a second motor controller MCU2, a first drive motor, a second drive motor, etc. The power battery supplies power to multiple loads in the vehicle, including but not limited to the aforementioned first motor controller and second motor controller. That is, the loads connected to the power battery may also include other motor controllers such as MCU3, MCU4, etc.

[0081] During the output current process of the first motor controller 202, in response to the first motor controller 202, the first motor controller 202 is used to output a first fault signal and a second torque signal and stop outputting current to the first drive motor 201. The first fault signal is used to instruct the second motor controller 204 to receive power from the power battery and output current to the second drive motor 203 so that the second drive motor 203 outputs the torque indicated by the second torque signal.

[0082] During vehicle operation, the second motor controller 204 receives power from the power battery and outputs current to the second drive motor 203 to enable the second drive motor 203 to output torque. When the second motor controller 204 malfunctions, it sends a second fault signal and / or a third torque signal to the first motor controller 202. The second fault signal indicates a malfunction in the second motor controller 204. In response to the second fault signal and / or the third torque signal, the first motor controller 202 receives power from the power battery and outputs current to the first drive motor 201 to enable the first drive motor 201 to output the torque indicated by the third torque signal.

[0083] It should be understood that for a dual-drive vehicle, the two drive motors can be divided into a main drive and an auxiliary drive. If there is only one drive motor, for the entire vehicle, this drive motor needs both high torque and high speed, and it operates under low load most of the time. Many operating conditions do not require high torque and high power, so the motor's performance cannot operate under optimal conditions. However, a dual-drive vehicle uses two drive motors in coordination. For example, when the load is low, only one motor works, and when high torque or high speed is required, both motors work together. In this case, the operation of the entire vehicle can reach a relatively optimal state. Although both the main drive motor and the auxiliary drive motor drive the vehicle, under normal circumstances, the auxiliary drive motor is not always working. When a dual-drive vehicle is operating normally without faults, if the second drive motor 203 acts as the main drive to provide the power required by the entire vehicle, the first drive motor 201, as the auxiliary drive, rotates with redundant power.

[0084] During normal vehicle operation, the second motor controller 204 receives power from the power battery and outputs current to the second drive motor 203 to generate torque. The first motor controller 202 outputs first AC power to the first drive motor 201 to generate a first torque, which is less than a preset value. That is, the first drive motor 201, acting as an auxiliary drive, rotates while only outputting a small torque or zero torque. The first torque is the torque output by the drive motor when it rotates; the preset value can be arbitrary or calculated, and this application does not limit it.

[0085] In response to the third torque signal, the first motor controller 202 outputs a second AC current to the first drive motor 201 so that the first drive motor 201 outputs the torque indicated by the third torque signal, wherein the magnitude of the second AC current is greater than the magnitude of the first AC current.

[0086] As shown in Figure 5, when the second motor controller 204 of the vehicle malfunctions, the second motor controller 204 stops outputting current and outputs a second fault signal and / or a third torque signal. The first motor controller 202 receives the third torque signal, thereby increasing the output current of the first motor controller 202. Instead of rotating with the motor, it outputs a second AC current to control the first drive motor 201 to output the torque indicated by the third torque signal.

[0087] Since the main protection device on the vehicle's DC bus may disconnect when the first motor controller 202 fails, all loads may lose power and be unable to obtain power from the power battery. Therefore, in order to enable the second motor controller 204 to obtain power from the power battery, the fault of the first motor controller 202 needs to be isolated.

[0088] In one possible implementation, as shown in Figure 6, the first motor controller 202 is used to connect to the DC bus and receive power from the DC bus via a disconnection device. During the output current of the first motor controller 202, the disconnection device is used to disconnect the first motor controller 202 from the DC bus when the first motor controller 202 fails.

[0089] The DC bus includes a positive DC bus and a negative DC bus. The positive DC bus is connected to the positive terminal of the power battery, and the negative DC bus is connected to the negative terminal of the power battery. The DC bus receives a first DC current from the power battery, which can also be understood as the current output by the power battery. Multiple electrical components can be mounted on the DC bus. The motor controller can be mounted on the DC bus and can receive a second DC current from the DC bus. Since other electrical components are also mounted on the DC bus, the second DC current received by the motor controller is less than the first DC current. The second DC current is input to the motor controller through a disconnection device. When a short circuit fault occurs in the first motor controller 202, the disconnection device disconnects, and the connection between the first motor controller 202 and the DC bus is broken. Thus, the fault in the first motor controller 202 is isolated and will not affect other electrical components mounted on the DC bus. One end of the main protection device is connected to the positive and / or negative terminal of the power battery, and the other end is connected to the DC bus. The main protection device can be a main fuse. When an overcurrent occurs on the DC bus, the main protection device will blow, thereby protecting the power battery and electrical components. To prevent the main protection device from tripping when a single electrical component experiences a short circuit, thus affecting other normally functioning electrical components, a tripping device is installed that will trip before the main protection device in the event of an overcurrent.

[0090] In some possible embodiments, the motor controller includes a housing for accommodating a disconnection device and an inverter circuit. The housing includes a DC input port and an AC output port. The inverter circuit is connected to the DC input port via the disconnection device and receives power from the DC bus through the DC input port. The inverter circuit is used to output current through the AC output port.

[0091] The disconnection device can be installed inside the motor controller. The DC bus is connected to the disconnection device inside the motor controller through the port of the motor controller housing. The disconnection device inputs the current received from the DC bus into the inverter circuit.

[0092] In another possible implementation, fault isolation can be achieved using different methods. The power battery can include different battery packs, and different motor controllers can be connected to different battery packs. When a motor controller fails, the battery pack connected to that motor controller stops supplying power, while the normal motor controller obtains power from the corresponding battery pack and controls the output torque of the drive motor.

[0093] According to the scheme of this application, fault signals of each motor controller are detected. When a single motor controller fails, the fault is isolated for the bus load. After the fault is isolated, a torque demand signal is issued, requesting the other normal motor controllers to start and control the corresponding drive motors to compensate for the torque required for the vehicle's power. The working status of each motor controller can be uniformly coordinated through the vehicle controller, or the torque demand signals can be transmitted between the motor controllers to request drive capability compensation.

[0094] In some possible embodiments, as shown in FIG7, the first motor controller 202 further includes a generator inverter circuit; the generator inverter circuit is used to receive AC power generated by the generator and supply power to the DC bus through a disconnection device; when the generator inverter circuit fails, the disconnection device disconnects the connection between the DC bus and the generator inverter circuit. The generator controller and the motor controller can be integrated into a dual-motor controller, namely the first motor controller 202.

[0095] This application provides a powertrain.

[0096] This powertrain can be applied to vehicles with at least two electrical components mounted on a DC bus, such as a dual-drive vehicle 10. The powertrain can be either the first powertrain 20 or the second powertrain 21 shown in Figure 2(a). The following description uses the first powertrain 20 as an example. The vehicle can be a dual-drive vehicle, including two powertrains, such as a front-drive powertrain and a rear-drive powertrain. This application does not limit the specific type of powertrain; the powertrain can be a centralized powertrain, a distributed motor powertrain, or a wheel-side motor powertrain.

[0097] The first powertrain 20 includes a first motor controller 202 and a first drive motor 201. The first motor controller 202 is used to output AC power to the first drive motor 201 to drive the first drive motor 201. The first motor controller 202 is used to connect to a DC bus and receive power from a power battery via a first disconnection device. The first disconnection device is used to disconnect the first powertrain 20 from the DC bus when the first powertrain 20 fails. The first motor controller 202 is used to output AC power to make the first drive motor 201 output torque in response to the disconnection of a second disconnection device connected to the DC bus. The second disconnection device is used to connect the DC bus and the second powertrain 21. The second disconnection device is used to disconnect the second powertrain 21 from the DC bus when the second powertrain 21 fails.

[0098] The two powertrains are connected to the DC bus via disconnect devices, so that when one powertrain experiences a short circuit fault, the corresponding disconnect device disconnects, and the other powertrain can continue to drive the vehicle unaffected.

[0099] In this application, the powertrain failure can be a failure of the motor controller or a failure of the drive motor.

[0100] When the vehicle is running normally, the second disconnection device is not disconnected, and the first motor controller 202 is used to output the second AC power to the first drive motor 201 so that the first drive motor 201 outputs the second torque.

[0101] When the second powertrain 21 fails, the second disconnection device disconnects, and the first motor controller 202, in response to the disconnection of the second disconnection device connected to the DC bus, outputs a first AC power to cause the first drive motor 201 to output a first torque.

[0102] The magnitude of the first alternating current is greater than or equal to the magnitude of the second alternating current, and the first torque is greater than or equal to the second torque.

[0103] Optionally, the second AC current is less than the current limit or the second torque is less than the torque limit.

[0104] For dual-drive vehicles, under certain operating conditions, both powertrains may be outputting torque. In this case, only one powertrain has redundant power. If the other powertrain fails, the normal powertrain will increase its output torque to compensate for the power lost by the failed powertrain.

[0105] In one possible implementation, the first motor controller 202 is configured to receive a first torque signal sent by the vehicle controller in response to a second disconnection device connected to the DC bus disconnecting, and output AC power to make the first drive motor 201 output a first torque. The first torque signal is used to indicate the first torque. The second fault signal is sent by the second powertrain and indicates a fault in the second powertrain.

[0106] The first motor controller 202 is used to send a first fault signal to the vehicle controller when the powertrain 20 malfunctions and the first disconnection device disconnects the powertrain 20 from the DC bus. The first fault signal is used to indicate a malfunction in the powertrain 20 and to indicate the output torque of the second powertrain 21.

[0107] According to the solution in this application, when a powertrain fails, the vehicle controller schedules redundant power, and the normal powertrain outputs compensating torque, thereby ensuring that the vehicle does not lose power and improving vehicle safety.

[0108] In another possible implementation, the first motor controller 202 is used to receive a third torque signal and / or a second fault signal sent by the second powertrain 21 in response to the disconnection of the second disconnection device connected to the DC bus, and output AC power to make the first drive motor 201 output a first torque, wherein the third torque signal is used to indicate the first torque and the second fault signal is used to indicate a fault in the second powertrain 21.

[0109] The first motor controller 202 is used to send a first fault signal and / or a third torque signal to the second powertrain 21 in response to a powertrain 20 fault and the first disconnection device disconnecting the powertrain 20 from the DC bus. The first fault signal is used to indicate a powertrain 20 fault, and the third torque signal is used to instruct the second powertrain 21 to increase the output torque.

[0110] The two powertrains can directly send fault signals and torque signals to each other, so that when one powertrain fails, the other powertrain can take over to provide power to the vehicle.

[0111] The first motor controller 202 is used to connect to the second powertrain 21 via a connection line. The first motor controller 202 is used to receive the second torque signal and / or the second fault signal output by the second powertrain 21 via the connection line. The connection line includes at least one of the following: controller area network CAN bus, local interconnection network LIN bus, and hardwire.

[0112] The two powertrains can be connected via CAN bus, LIN bus, or hardwired connection, and exchange signals via CAN bus, LIN bus, or hardwired connection.

[0113] During the first period before the second disconnection device disconnects the second power assembly from the DC bus, the second power assembly outputs a third torque, and the first motor controller outputs a second AC current to the first drive motor to make the first drive motor output a second torque, the second torque being less than or equal to the third torque; during the second period after the second disconnection device disconnects the second power assembly from the DC bus, the second power assembly stops outputting torque, and the first motor controller outputs AC current to make the first drive motor output a first torque, the first torque being greater than or equal to the second torque and less than or equal to the sum of the third torque and the second torque.

[0114] For dual-drive vehicles, under normal operating conditions, one powertrain acts as the primary drive, providing power to the entire vehicle, while the other acts as the auxiliary drive, outputting less torque or no torque. When the primary drive powertrain fails, the corresponding disconnect device disconnects, breaking the connection between the faulty powertrain and the DC bus. Upon receiving a torque demand signal from the faulty powertrain, the normal powertrain will start and control its corresponding drive motor to increase output torque, thereby compensating for the vehicle's power loss. The torque output of the normal powertrain generally will not exceed the sum of the torques output by both powertrains during normal vehicle operation.

[0115] According to the scheme of this application, fault signals of each powertrain are detected. When a single powertrain fails, the fault is isolated for the bus load. After the fault is isolated, a torque demand signal is issued, requesting the other normal powertrains to start and control the corresponding drive motors to compensate for the torque required by the vehicle. The working status of each powertrain can be uniformly coordinated through the vehicle controller, or the torque demand signals can be transmitted between the powertrains to request drive capability compensation.

[0116] This application provides a vehicle. The vehicle can be a two-wheel drive electric vehicle or a hybrid vehicle, which can be a two-wheel drive vehicle or a multi-wheel drive vehicle.

[0117] The vehicle 10 includes a power battery, a first power assembly 20, and a second power assembly 21.

[0118] The first powertrain 20 includes a first drive motor 201 and a first motor controller 202. The first motor controller 202 is used to connect to the DC bus and receive power from the DC bus through a first DC side disconnect device. The first motor controller 202 is used to output AC power to the first drive motor 201 to drive the first drive motor 201.

[0119] The second powertrain 21 includes a second drive motor 203 and a second motor controller 204. The second motor controller 204 is used to connect to the DC bus and receive power from the DC bus through a second DC side disconnect device. The second motor controller 204 is used to output AC power to the second drive motor 203 to drive the second drive motor 203.

[0120] In one possible implementation, the vehicle further includes a vehicle controller. During the output of the drive current by the first motor controller 202, the first motor controller 202 is configured to, in response to a fault in the first motor controller 202, output a first fault signal to the vehicle controller and stop outputting drive current to the first drive motor 201. The vehicle controller is configured to, in response to the first fault signal, send a first torque signal to the second motor controller 204. The first torque signal is used to instruct the second motor controller 204 to control the second drive motor 203 to output the torque indicated by the first torque signal.

[0121] The vehicle can be a dual-drive vehicle, comprising two powertrains, such as a front-drive powertrain and a rear-drive powertrain. This application does not limit the specific type of powertrain; the powertrain can be a centralized powertrain, or it can be the distributed motor powertrain or wheel-side motor powertrain described above.

[0122] For information on the powertrain and motor controller, please refer to the previous description; it will not be repeated here.

[0123] In the embodiments of this application, the words "exemplary," "for example," etc., are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplary" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Specifically, the use of the term "exemplary" is intended to present the concept in a concrete manner.

[0124] It should be understood that the term "embodiment" used throughout this specification means that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, various embodiments throughout this specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0125] It should also be understood that in this application, "when," "if," "in the case of," and "if" all refer to a situation where a corresponding action will be taken under certain objective circumstances, and are not time-limited. They do not require the device to perform a judgment action, nor do they imply any other limitations. Furthermore, in this application, the descriptions of conditions such as "when," "if," "in the case of," and "if" can be understood as necessary conditions, without limiting whether the condition is a sufficient condition or a necessary and sufficient condition. For example, "in the case of A, execute B" can be understood as "if at least A is satisfied, execute B."

[0126] Furthermore, in the various embodiments of this application, "B corresponding to A" means that B is associated with A, and B can be determined based on A. However, it should also be understood that determining B based on A does not mean that B is determined solely based on A; B can also be determined based on A and / or other information.

[0127] "At least one" refers to one or more, while "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, "at least one of A, B, or C" includes A, B, C, AB, AC, BC, or ABC; "at least one of A, B, and C" can also be understood as including A, B, C, AB, AC, BC, or ABC. Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the order, sequence, priority, or importance of multiple objects.

[0128] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0129] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A motor controller, characterized in that, The motor controller is used in a vehicle, and the motor controller is used to receive power from the power battery and output drive current to the drive motor so that the drive motor outputs torque. During the process of the motor controller outputting the drive current, the motor controller is used to: In response to the motor controller failure, a first fault signal is output and the drive current to the drive motor is stopped. The first fault signal is used to instruct another motor controller of the vehicle to control the other drive motor of the vehicle to increase the torque output.

2. The motor controller according to claim 1, characterized in that, During the process of the motor controller outputting the drive current, the motor controller is used to: In response to the motor controller failure, a first fault signal is output to the vehicle controller and the output of the drive current to the drive motor is stopped; The vehicle controller is used for: In response to the first fault signal, a first torque signal is sent to the other motor controller, the first torque signal being used to instruct the other motor controller to control the other drive motor to output the torque indicated by the first torque signal.

3. The motor controller according to claim 1, characterized in that, During the process of the motor controller outputting the drive current, the motor controller is used to: In response to the motor controller failure, a first fault signal and a second torque signal are output to the other motor controller and the output of the drive current is stopped; The first fault signal is used to instruct the other motor controller to control the other drive motor to output the torque indicated by the second torque signal.

4. The motor controller according to any one of claims 1-3, characterized in that, During the process of the other motor controller controlling the output torque of the other drive motor, the motor controller is used to: In response to the failure of the other motor controller, the drive motor is controlled to increase its torque output.

5. The motor controller according to any one of claims 1-4, characterized in that, The motor controller is used to connect to the DC bus via a disconnection device and receive power from the power battery through the DC bus. During the process of the motor controller outputting the drive current, the disconnection device is used to disconnect the motor controller from the DC bus when the motor controller fails.

6. The motor controller according to claim 5, characterized in that, The motor controller includes a housing for accommodating the disconnection device and the inverter circuit. The housing includes a DC input port and an AC output port. The inverter circuit is used to: connect to the DC input port through the disconnection device, receive power from the DC bus through the DC input port, and output current through the AC output port.

7. A powertrain, characterized in that, The powertrain is applied to a vehicle, and the powertrain includes a first motor controller and a first drive motor, wherein the first motor controller is used to drive the first drive motor; The vehicle also includes a second powertrain, which includes a second motor controller and a second drive motor. The second motor controller is used to drive the second drive motor and is used to connect to a DC bus via a second disconnection device and receive power from the power battery via the DC bus. The second disconnection device is used to disconnect the powertrain from the DC bus when the powertrain fails. The first motor controller is used for: In response to the second disconnection device being disconnected, the first drive motor is controlled to increase its torque output.

8. The powertrain according to claim 7, characterized in that, The first motor controller is used for: In response to the second disconnection device being disconnected, the first drive motor is controlled to output torque according to the indication of the first torque signal output by the vehicle controller; The vehicle controller is used for: When the second powertrain fails, it receives a second fault signal from the second motor controller and outputs the first torque signal.

9. The powertrain according to claim 7, characterized in that, The first motor controller is used for: In response to the disconnection of the second disconnection device, the system receives a second fault signal and a second torque signal and controls the first drive motor to output torque according to the indication of the second torque signal; The second motor controller is used for: In response to a second powertrain failure, a second fault signal and a second torque signal are sent to the first motor controller, the second fault signal indicating a second powertrain failure.

10. The powertrain according to claim 7, characterized in that, The powertrain also includes a first disconnection device, and the first motor controller is used to connect to the DC bus through the first disconnection device and receive power from the power battery through the DC bus; The first motor controller is used for: In response to the powertrain failure, the first disconnect device is controlled to disconnect the powertrain from the DC bus and send a first fault signal to the vehicle controller. The first fault signal is used to indicate the powertrain failure and to instruct the second motor controller to control the second drive motor to increase the torque output.

11. The powertrain according to claim 10, characterized in that, The first motor controller is used for: In response to the powertrain failure, the first disconnection device is controlled to disconnect the powertrain from the DC bus and send the first fault signal and / or the third torque signal to the second powertrain. The first fault signal is used to indicate a powertrain malfunction, and the third torque signal is used to indicate that the second powertrain increases its output torque.

12. The powertrain according to any one of claims 7-11, characterized in that, During a first period of time before the second disconnection device disconnects the connection between the second power assembly and the DC bus, the second power assembly is used to output a third torque, and the first motor controller is used to: output a second AC power to the first drive motor to make the first drive motor output a second torque, wherein the second torque is less than or equal to the third torque; During the second time period after the second disconnection device disconnects the second power assembly from the DC bus, the second power assembly stops outputting torque, and the first motor controller is used to: output AC power to make the first drive motor output a first torque, the first torque being greater than or equal to the second torque and less than or equal to the sum of the third torque and the second torque.

13. The powertrain according to any one of claims 9-12, characterized in that, The first motor controller is used to connect to the second powertrain via a connection line. The first motor controller is used to receive a third torque signal and / or a second fault signal output by the second powertrain via the connection line. The connection line includes at least one of a controller area network (CAN) bus, a local interconnect network (LIN) bus, and a hardwired line.

14. A vehicle, characterized in that, The vehicle includes two powertrains, one of which drives the two front wheels of the vehicle, and the other powertrain drives the two rear wheels of the vehicle. One powertrain includes a motor controller and a drive motor, and the other powertrain includes another motor controller and another drive motor. During the process of the motor controller outputting drive current to control the output torque of the drive motor, the motor controller is used for: In response to a fault in one of the motor controllers, a first fault signal is output and the output of the drive current to the one drive motor is stopped. The first fault signal is used to instruct the other motor controller of the vehicle to control the other drive motor to increase the torque output.

15. The vehicle according to claim 14, characterized in that, The vehicle also includes a vehicle controller, wherein during the process of the motor controller outputting the drive current, the motor controller is used to: In response to the failure of the motor controller, the first fault signal is output to the vehicle controller and the output of the drive current to the drive motor is stopped; The vehicle controller is used for: In response to the first fault signal, a first torque signal is sent to the other motor controller, the first torque signal being used to instruct the other motor controller to control the other drive motor to output the torque indicated by the first torque signal.

16. The vehicle according to claim 14, characterized in that, During the process of the motor controller outputting the drive current, the motor controller is used to: In response to a fault in one of the motor controllers, the first fault signal and the second torque signal are output to the other motor controller, and the output of the drive current is stopped. The first fault signal is used to instruct the other motor controller to control the other drive motor to output the torque indicated by the second torque signal.

Images