Electric motor control method and apparatus, and on-board controller and vehicle

Abstract

An electric motor control method and apparatus, and an on-board controller and a vehicle. The method comprises: acquiring the current gear of a two-speed gearbox in a vehicle, the current rotation speed of a rear electric motor in the vehicle, and first fault information of the rear electric motor; and if the current gear is a neutral gear, the current rotation speed is less than or equal to a set threshold, and the first fault information is first information, controlling a transistor in the rear electric motor to be in a turned-off state, wherein the first information is used for describing that the rear electric motor has no high-level fault. In the present application, when a two-speed gearbox is in a neutral gear and the rotation speed of a rear electric motor is less than or equal to a set threshold, a transistor in the rear electric motor can be controlled to be in a turned-off state in advance, thereby reducing the energy consumption when the two-speed gearbox is in the neutral gear, and further achieving the aim of reducing the energy consumption of the entire vehicle.

Description

Motor control methods, devices, on-board controllers and vehicles

[0001] This disclosure claims priority to Chinese Patent Application No. 202411979859.1, filed with the Chinese Patent Office on December 31, 2024, entitled "Motor Control Method, Apparatus, Vehicle Controller and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure pertains to the field of automotive technology, and particularly relates to a motor control method, device, on-board controller, and vehicle. Background Technology

[0003] Currently, hybrid vehicles are gradually becoming the mainstream in the automotive industry. Hybrid vehicles typically employ a four-wheel drive architecture with a front-mounted engine, a front electric motor, and a rear electric motor. Furthermore, to achieve optimal fuel economy, a two-speed gearbox is added to the rear electric motor, allowing it to operate more efficiently within its high-efficiency range, thereby improving overall vehicle energy consumption.

[0004] However, with the addition of two gearboxes, the existing motor control methods are not comprehensive enough to meet actual needs and cannot achieve energy savings for the whole vehicle in certain scenarios. Summary of the Invention

[0005] This disclosure provides a motor control method, device, vehicle controller, and vehicle, which can solve the problems of insufficient consideration, difficulty in meeting actual needs, and inability to achieve overall vehicle energy consumption savings in certain scenarios.

[0006] In a first aspect, embodiments of this disclosure provide a motor control method, including: acquiring the current gear of a two-speed transmission in a vehicle, the current speed of a rear motor in the vehicle, and first fault information of the rear motor; if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is first information, then controlling the transistor in the rear motor to be in a shutdown state; the first information is used to describe that the rear motor has no high-level fault.

[0007] Optionally, after obtaining the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the fault information of the rear motor, the method further includes: obtaining the current torque of the rear motor; correspondingly, the step of controlling the transistor in the rear motor to be in the off state if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information includes: if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then controlling the transistor to be in the off state.

[0008] In the above embodiments, when the vehicle controller detects that the current torque is less than or equal to the set torque, it indicates that the torque of the rear motor is low, meaning that the rear motor is almost unnecessary to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Simultaneously, when the vehicle controller detects that the current gear is neutral, it indicates that the vehicle does not require the rear motor for driving. Furthermore, when the vehicle controller detects that the current speed is less than or equal to the set threshold, it indicates that the speed of the rear motor is low, and the transistor in the rear motor being off will not cause the risk of the rear motor being dragged and burned out. Additionally, when the vehicle controller detects that the first fault information is the first information, it indicates that the rear motor does not have a high-level fault, and the transistor in the rear motor can be controlled. In other words, energy-saving control operations can be performed on the rear motor at this time. The vehicle controller controls the transistor in the rear motor to turn off in advance, i.e., controls the rear motor to be in a power-off state in advance, reducing the overall energy consumption of the vehicle. Meanwhile, with the current gear of the two-speed transmission in neutral, the current speed of the rear motor less than or equal to the set threshold, and the first fault information of the rear motor as the first information, further detecting whether the current torque of the rear motor is less than or equal to the set torque can further clarify the timing of performing energy-saving control operations on the rear motor, thereby improving the control accuracy of the rear motor.

[0009] Optionally, after obtaining the current torque of the rear motor, the method further includes: obtaining the current bus current of the rear motor; correspondingly, the step of controlling the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque includes: if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then controlling the transistor to be in the off state.

[0010] In the above embodiments, when the vehicle controller detects that the current bus current is less than the set current, it indicates that the bus current of the rear motor is low, meaning that the rear motor does not need to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Simultaneously, when the vehicle controller detects that the current torque is less than or equal to the set torque, it indicates that the torque of the rear motor is low, further clarifying that the rear motor does not need to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Furthermore, when the vehicle controller detects that the current gear is neutral, it indicates that the vehicle does not need to be driven by the rear motor. Simultaneously, when the vehicle controller detects that the current speed is less than or equal to the set threshold, it indicates that the speed of the rear motor is low, and the rear motor's transistor being off will not cause a risk of the rear motor being dragged and burned out. Finally, when the vehicle controller detects that the first fault information is the first information, it indicates that the rear motor does not have a high-level fault, and the rear motor's transistor can be controlled. In other words, energy-saving control operations can be performed on the rear motor at this time. The vehicle controller can control the transistor in the rear motor to turn off in advance, i.e., control the rear motor to be in a power-off state, reducing the overall energy consumption of the vehicle. At the same time, by combining the detection of torque and bus current for mutual verification, the timing of energy-saving control operations on the rear motor can be further clarified, thereby further improving the control accuracy of the rear motor. This not only enhances the user's driving experience but also allows for early shutdown to reduce unnecessary energy consumption.

[0011] Optionally, after acquiring the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: acquiring the front-drive information of the vehicle; the front-drive information is used to describe whether a high-level fault has occurred in the front-drive equipment of the vehicle; the front-drive equipment includes an engine and a front motor; if the front-drive information indicates a fault, the current gear is in neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor is controlled to be in the open state.

[0012] In the above embodiments, when the vehicle's engine and / or front motor malfunctions, the on-board controller reduces the vehicle's available torque due to the front-drive equipment failure. This often necessitates the use of the rear motor to provide torque, requiring frequent shifts from neutral to on-grid in the two-speed transmission. If the control transistor frequently enters the off-state prematurely, requiring constant switching back and forth, it not only affects transistor lifespan but also delays the engagement of the rear motor's torque. Furthermore, the shifting time in the two-speed transmission further reduces available torque and slows acceleration, increasing the perceived lag in vehicle power delivery and negatively impacting the user experience. Therefore, to avoid this, the on-board controller can control the transistor to be in the on-state when it detects a malfunction in the vehicle's front-drive equipment.

[0013] Optionally, after controlling the transistor in the rear motor to be in the off state, the method further includes: if a speed adjustment request for the rear motor is detected, controlling the transistor to be in the on state.

[0014] In the above embodiments, when the vehicle controller detects a speed adjustment request for the rear motor, it indicates that the speed of the rear motor needs to be adjusted. Therefore, the vehicle controller can control the transistor to be in the on state in order to adjust the speed of the rear motor, thereby improving the response efficiency of the rear motor.

[0015] Optionally, after acquiring the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: if the current gear is not neutral, determining whether a downshift operation is detected; if the downshift operation is detected, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then controlling the transistor to be in the off state.

[0016] In the above embodiments, when the vehicle controller detects a downshift operation, it indicates that the two-speed transmission has shifted from non-neutral to neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information. This indicates that the speed of the rear motor is relatively low, and the transistors in the rear motor are in the off state, which will not cause the rear motor to be dragged and burned out. Therefore, the transistors in the rear motor can be controlled to be in the off state at this time, so that the transistors in the rear motor can be in the off state in advance when the rear motor still has speed, thereby further realizing energy saving when the two-speed transmission is in neutral, and further realizing the purpose of saving the energy consumption of the whole vehicle.

[0017] Optionally, the method further includes: determining the speed signal state of the rear motor; if the speed signal state is in a failed state, then stopping the energy-saving control operation on the rear motor; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0018] In the above embodiments, when the speed signal of the rear motor is in a failed state, it means that other devices in the vehicle cannot determine the speed of the rear motor. Therefore, the two-speed transmission may be in a false neutral state, that is, the actual gear may be 1st or 2nd gear but is mistakenly identified as being in neutral. At this time, if the vehicle controller performs energy-saving control operation on the rear motor, that is, controls the rear motor to enter a power-off state, it will cause the rear motor to be dragged back and enter the safety state ASC, thereby burning out the rear motor. Therefore, this embodiment stops the energy-saving control operation on the rear motor when the speed signal is in a failed state, which can avoid the risk of the rear motor being dragged and burned out after entering the power-off state.

[0019] Secondly, embodiments of this disclosure provide a motor control device, including: a first acquisition unit, configured to acquire the current gear position of a two-speed transmission in a vehicle, the current speed of a rear motor in the vehicle, and first fault information of the rear motor; and a first control unit, configured to control the transistor in the rear motor to be in a shutdown state if the current gear position is neutral, the current speed is less than or equal to a set threshold, and the first fault information is first information; the first information is used to describe that the rear motor has no high-level fault.

[0020] Optionally, the motor control device further includes: a second acquisition unit, used to acquire the current torque of the rear motor; correspondingly, the first control unit specifically includes: a second control unit, used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque.

[0021] Optionally, the motor control device further includes: a third acquisition unit, used to acquire the current bus current of the rear motor; correspondingly, the first control unit specifically includes: a third control unit, used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current.

[0022] Optionally, the motor control device further includes: a fourth acquisition unit, used to acquire the front-drive information of the vehicle; the front-drive information is used to describe whether the front-drive equipment of the vehicle has experienced a high-level fault; the front-drive equipment includes an engine and a front motor; and a fourth control unit, used to control the transistor to be in the open state if the front-drive information indicates a fault, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0023] Optionally, the motor control device further includes a fifth control unit, used to control the transistor to be in an on state if a speed adjustment request for the rear motor is detected.

[0024] Optionally, the motor control device further includes: a first determining unit, configured to determine whether a downshift operation is detected if the current gear is not neutral; and a sixth control unit, configured to control the transistor to be in the off state if the downshift operation is detected, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0025] Optionally, the motor control device further includes: a second determining unit, used to determine the speed signal state of the rear motor; and a stopping unit, used to stop the energy-saving control operation of the rear motor if the speed signal state is in a failed state; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0026] Thirdly, embodiments of this disclosure provide an on-board controller, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the motor control method as described in any one of the first aspects above.

[0027] Fourthly, embodiments of this disclosure provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the motor control method as described in any one of the first aspects above.

[0028] Fifthly, embodiments of this disclosure provide a computer program product that, when run on an in-vehicle controller, enables the in-vehicle controller to execute the motor control method described in any of the first aspects above.

[0029] In a sixth aspect, embodiments of this disclosure provide a vehicle including an on-board controller for performing a motor control method as described in any of the first aspects.

[0030] This disclosure provides a motor control method that acquires the current gear position of a two-speed transmission in a vehicle, the current speed of the rear motor, and first fault information of the rear motor. If the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is a first information, then the transistor in the rear motor is controlled to be in a turned-off state. The first information describes that the rear motor has no high-level fault. This disclosure allows the rear motor to be controlled to be in a turned-off state when the two-speed transmission is in neutral, the rear motor speed is less than or equal to a set threshold, and the rear motor speed is less than or equal to the set threshold. This indicates that the rear motor speed is low, and turning off the rear motor transistor will not cause the rear motor to be dragged and burned out. Therefore, the transistor in the rear motor can be controlled to be in a turned-off state at this time, allowing the transistor in the rear motor to be turned off in advance while the rear motor still has speed, thereby achieving energy saving when the two-speed transmission is in neutral, and further achieving the goal of saving overall vehicle energy consumption. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 is a flowchart of the implementation of a motor control method provided in an embodiment of this disclosure;

[0033] Figure 2 is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure;

[0034] Figure 3 is a flowchart of the implementation of a motor control method provided in another embodiment of the present disclosure;

[0035] Figure 4 is a flowchart illustrating the specific implementation of the motor control method after step S101 according to an embodiment of this disclosure.

[0036] Figure 5 is a flowchart of the specific implementation of the motor control method after step S101 provided in another embodiment of this disclosure;

[0037] Figure 6 is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure;

[0038] Figure 7 is a schematic diagram of the structure of a motor control device provided in an embodiment of the present disclosure;

[0039] Figure 8 is a schematic diagram of the structure of an on-board controller provided in an embodiment of this disclosure. Embodiments of the present invention

[0040] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, so as to provide a thorough understanding of the embodiments of this disclosure. However, those skilled in the art will understand that this disclosure may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this disclosure with unnecessary detail.

[0041] It should be understood that, when used in this disclosure and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0042] It should also be understood that the term “and / or” as used in this disclosure and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0043] As used in this disclosure and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [the described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [the described condition or event] is detected," or "in response to detection of [the described condition or event]."

[0044] Furthermore, in the description of this disclosure and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0045] References to "one embodiment" or "some embodiments" as described in this disclosure mean that one or more embodiments of this disclosure include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless otherwise specifically emphasized.

[0046] Currently, hybrid vehicles are gradually becoming the mainstream in the automotive industry. Hybrid vehicles typically adopt a hybrid-intelligent-4WD architecture with a front-mounted engine, a front motor, and a rear motor. Meanwhile, to achieve optimal fuel economy, a two-speed gearbox is added to the rear motor, allowing it to operate more efficiently within its high-efficiency range, thereby improving overall vehicle energy consumption.

[0047] However, with the addition of two gearboxes, the existing motor control methods are not comprehensive enough to meet actual needs and cannot achieve energy savings for the whole vehicle in certain scenarios.

[0048] Based on this, the present disclosure proposes a motor control method to achieve energy savings in neutral gear of a two-speed transmission.

[0049] In all embodiments disclosed herein, the vehicles are hybrid vehicles, and the vehicles adopt a hybrid-intelligent-4WD architecture with a front-mounted engine, a front motor, and a rear motor. A two-speed transmission is also provided at the rear motor. The two-speed transmission has three gears: 1st gear, N gear, and 2nd gear.

[0050] It should be noted that when shifting from 1st to 2nd gear in a two-speed transmission, the steps are 1→N→2.

[0051] Please refer to Figure 1, which is a flowchart illustrating the implementation of a motor control method according to an embodiment of this disclosure. In this embodiment, the executing entity of the motor control method is an on-board controller. The on-board controller may be a vehicle controller.

[0052] In practical applications, the Vehicle Control Unit (VCU) is the core control component of hybrid electric vehicles, responsible for managing and coordinating various vehicle functions.

[0053] As shown in Figure 1, a motor control method provided in one embodiment of this disclosure may include S101~S102, which are described in detail below.

[0054] In S101, the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor are obtained.

[0055] In practical applications, in order to further save energy consumption in the vehicle, relevant personnel can send energy-saving requests to the vehicle controller.

[0056] In this embodiment of the disclosure, the vehicle controller detects an energy-saving request sent by a relevant person by detecting a preset operation. The preset operation can be set according to actual needs and is not limited here. For example, the preset operation can be clicking a preset control in the vehicle. Based on this, when the vehicle controller detects that a preset control in the vehicle has been clicked, it can determine that a preset operation has been detected, that is, an energy-saving request sent by a relevant person has been detected.

[0057] After detecting the above energy-saving request, the vehicle controller can obtain the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor.

[0058] The gears in a two-speed transmission can be understood as: neutral and not neutral. Not neutral includes 1st gear and 2nd gear.

[0059] Specifically, "currently" refers to the moment when the vehicle controller determines whether energy-saving control operations need to be performed on the rear motor. Energy-saving control operations refer to controlling the transistors in the rear motor to be in the off state.

[0060] In practical applications, the transistors in the aforementioned rear motor can be insulated-gate bipolar transistors (IGBTs).

[0061] Specifically, "transistor in the off state" means that the transistor is turned off.

[0062] In this embodiment, after obtaining the current gear of the two-speed transmission, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the vehicle controller can detect whether the current gear is neutral, compare the current speed with a set threshold, and detect whether the first fault information is the first fault information. The set threshold can be set according to actual needs and is not limited here.

[0063] It should be noted that the threshold value is set to be greater than zero.

[0064] In some possible embodiments, the threshold can be set to 100 rpm.

[0065] The first fault information is used to describe the fault level of the downstream motor.

[0066] The first piece of information describes that the rear motor has no high-level faults.

[0067] It should be noted that "no high-level faults in the rear motor" can mean that the rear motor has no faults of level 3 or above.

[0068] In one embodiment of this disclosure, when the vehicle controller detects that the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, it can continue to execute step S102.

[0069] In another embodiment of this disclosure, when the vehicle controller detects that the current gear is not neutral, or the current speed is greater than a set threshold, or the first fault information is not the first information, it indicates that the requirements for energy-saving control operation on the rear motor are not met at this time. In other words, energy-saving control operation on the rear motor cannot be performed at this time. Therefore, the vehicle controller can cancel the energy-saving control operation on the rear motor of the vehicle.

[0070] In S102, if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault.

[0071] In this embodiment, when the vehicle controller detects that the current gear is neutral, it indicates that the vehicle does not require the rear motor to drive it. At the same time, the current speed is less than or equal to a set threshold, indicating that the speed of the rear motor is low. Changing the transistor of the rear motor to the off state in advance will not cause the rear motor to be dragged and burned out. Meanwhile, the first fault information is the first information, indicating that there is no high-level fault in the rear motor at this time. The transistor of the rear motor can be controlled, that is, energy-saving control operation can be performed on the rear motor at this time. Therefore, the vehicle controller can control the transistor in the rear motor to be in the off state, that is, control the rear motor to be in a power-off state.

[0072] It should be noted that when the set threshold is greater than zero, although the rear motor is still rotating, its speed is relatively low. The transistors in the rear motor are in the off state, which will not cause the rear motor to be dragged and burned out. Therefore, the transistors in the rear motor can be controlled to be in the off state at this time, so that the transistors in the rear motor can be turned off in advance when the rear motor still has speed. This further realizes energy saving when the two-speed transmission is in neutral, and further realizes the goal of saving energy consumption of the whole vehicle.

[0073] As can be seen from the above, the motor control method provided in this disclosure acquires the current gear position of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor. If the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in a turned-off state. The first information is used to describe that the rear motor has no high-level fault. This disclosure can control the transistor in the rear motor to be in a turned-off state when the two-speed transmission is in neutral, the speed of the rear motor is less than or equal to the set threshold, and the speed of the rear motor is less than or equal to the set threshold, indicating that the speed of the rear motor is low at this time. The transistor in the rear motor being in a turned-off state will not cause the rear motor to be at risk of being dragged and burned out. Therefore, the transistor in the rear motor can be controlled to be in a turned-off state at this time, so that the transistor in the rear motor can be turned off in advance when the rear motor still has speed, thereby achieving energy saving when the two-speed transmission is in neutral, and further achieving the purpose of saving the energy consumption of the whole vehicle.

[0074] Please refer to Figure 2, which is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure. Compared to the embodiment corresponding to Figure 1, this embodiment may further include step S201 after step S101. Accordingly, step S102 may specifically include step S202, as detailed below:

[0075] In S201, the current torque of the rear motor is obtained.

[0076] In S202, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then the transistor is controlled to be in the off state.

[0077] In practical applications, when the rear motor torque is high, it indicates that the rear motor is still providing driving power to the vehicle. If the rear motor transistor is directly turned off at this time, it is easy to cause the vehicle to jerk. However, if the rear motor transistor is turned off after the torque drops to 0, it will cause unnecessary energy waste. Therefore, in this embodiment, in order to improve the accuracy of the rear motor shutdown control and avoid affecting the user's driving experience, the vehicle controller can also obtain the current torque of the rear motor.

[0078] After obtaining the current torque, the vehicle controller can compare it with a set torque. The set torque can be determined according to actual needs and is not limited here. For example, the set torque could be 2 Nm.

[0079] In this embodiment, when the vehicle controller detects that the current torque is less than or equal to the set torque, it indicates that the torque of the rear motor is low, meaning that the rear motor is almost unnecessary to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Simultaneously, when the vehicle controller detects that the current gear is neutral, it indicates that the vehicle does not require the rear motor for driving. Furthermore, when the vehicle controller detects that the current speed is less than or equal to the set threshold, it indicates that the rear motor speed is low, and the rear motor's transistor being off will not pose a risk of being dragged and burned out. Additionally, when the vehicle controller detects that the first fault information is the first information, it indicates that the rear motor does not have a high-level fault, and the rear motor's transistor can be controlled. In other words, energy-saving control operations can be performed on the rear motor at this time. The vehicle controller controls the transistor in the rear motor to turn off in advance, i.e., controls the rear motor to be in a power-off state in advance, reducing the overall vehicle energy consumption.

[0080] As can be seen from the above, the motor control method provided in this embodiment can, based on the fact that the current gear of the two-speed gearbox is neutral, the current speed of the rear motor is less than or equal to a set threshold, and the first fault information of the rear motor is the first information, further detect whether the current torque of the rear motor is less than or equal to a set torque, so as to further clarify the timing of performing energy-saving control operation on the rear motor, thereby improving the control accuracy of the rear motor.

[0081] Please refer to Figure 3, which is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure. Compared to the embodiment corresponding to Figure 2, this embodiment may further include step S301 after step S101. Accordingly, step S202 may specifically include step S302, as detailed below:

[0082] In S301, the current bus current of the rear motor is obtained.

[0083] In S302, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then the transistor is controlled to be in the off state.

[0084] In practical applications, when the bus current of the rear motor is high, it indicates that the rear motor is still providing driving power to the vehicle. If the transistor of the rear motor is directly turned off at this time, it is easy to cause the vehicle to jerk. However, if the rear motor transistor is turned off after the bus current of the rear motor drops to 0, it will cause unnecessary energy waste. Therefore, in this embodiment, in order to improve the accuracy of the rear motor shutdown control and avoid affecting the user's driving experience, the vehicle controller can also obtain the current bus current of the rear motor.

[0085] After obtaining the current bus current, the vehicle controller can compare it with a set current. The set current can be determined according to actual needs and is not limited here. For example, the set current could be 6A.

[0086] In this embodiment, when the vehicle controller detects that the current bus current is less than the set current, it indicates that the rear motor bus current is low, meaning that the rear motor is not needed to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Simultaneously, when the vehicle controller detects that the current torque is less than or equal to the set torque, it indicates that the rear motor torque is low, further confirming that the rear motor is not needed to provide driving power to the vehicle, and the transistor turning off will not cause a noticeable vehicle jerking sensation. Furthermore, when the vehicle controller detects that the current gear is neutral, it indicates that the vehicle does not require drive from the rear motor. Simultaneously, when the vehicle controller detects that the current speed is less than or equal to the set threshold, it indicates that the rear motor speed is low, and the rear motor transistor being off will not pose a risk of being dragged and burned out. Finally, when the vehicle controller detects that the first fault information is the first information, it indicates that the rear motor does not have a high-level fault, and the rear motor transistor can be controlled. In other words, energy-saving control operations can be performed on the rear motor at this time. The vehicle controller can control the transistor in the rear motor to turn off in advance, i.e., control the rear motor to be in a power-off state, reducing the overall energy consumption of the vehicle.

[0087] As can be seen from the above, the motor control method provided in this embodiment can, based on the following conditions: the current gear of the two-speed transmission is neutral, the current speed of the rear motor is less than or equal to a set threshold, the first fault information of the rear motor is the first information, and the current torque of the rear motor is less than or equal to a set torque, further detect whether the current bus current of the rear motor is less than a set current. The detection of torque and bus current mutually verify each other to further clarify the timing of performing energy-saving control operations on the rear motor, thereby further improving the control accuracy of the rear motor. This not only enhances the user's driving experience but also allows for early shutdown to reduce unnecessary energy consumption.

[0088] Please refer to Figure 4, which is a flowchart of the implementation of a motor control method according to another embodiment of this disclosure. Compared with the embodiment corresponding to Figure 1, this embodiment may further include steps S41 to S402 after step S101, as detailed below:

[0089] In S401, if the current gear is not neutral, it is determined whether a downshift operation has been detected.

[0090] In this embodiment, when the vehicle controller detects that the current gear of the two-speed transmission is not neutral, it can detect the downshift operation of the two-speed transmission control unit.

[0091] It should be noted that downshifting specifically refers to changing the gear of a two-speed transmission from non-neutral to neutral. For example, 1→N or 2→N.

[0092] In this embodiment, after the vehicle controller detects the above-mentioned downshift operation, it indicates that the target gear of the two-speed transmission has been switched from non-neutral to neutral. Therefore, in order to determine whether energy-saving control operation needs to be performed on the rear motor, the vehicle controller can compare the current speed of the rear motor with the set threshold and detect whether the first fault information is the first information.

[0093] In this embodiment, when the vehicle controller detects a downshift operation, it indicates that the vehicle does not require the rear motor to drive it. At the same time, the current speed is less than or equal to a set threshold, indicating that the rear motor speed is low. The transistors in the rear motor are in the off state, which will not cause the rear motor to be dragged and burned out. Meanwhile, the first fault information is the first information, indicating that there is no high-level fault in the rear motor at this time. The transistors in the rear motor can be controlled, that is, energy-saving control operations can be performed on the rear motor at this time. Therefore, the vehicle controller can control the transistors in the rear motor to be in the off state in advance, that is, control the rear motor to be in a power-off state.

[0094] As can be seen from the above, the motor control method provided in this embodiment can detect a downshift operation, indicating that the two-speed transmission has switched from non-neutral to neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information. This indicates that the speed of the rear motor is relatively low, and the transistors of the rear motor are in the off state, which will not cause the rear motor to be dragged and burned out. Therefore, the transistors in the rear motor can be controlled to be in the off state at this time, so that the transistors in the rear motor can be in the off state in advance when the rear motor still has speed, thereby further realizing energy saving when the two-speed transmission is in neutral, and further realizing the purpose of saving energy consumption of the whole vehicle.

[0095] Please refer to Figure 5, which is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure. Compared with the embodiment corresponding to Figure 1, the motor control method in this embodiment may further include steps S601 to S602 after step S101, as detailed below.

[0096] In S501, the front-wheel drive information of the vehicle is obtained; the front-wheel drive information is used to describe whether the front-wheel drive equipment of the vehicle has experienced a high-level fault; the front-wheel drive equipment includes an engine and a front motor.

[0097] In S502, if the preceding information indicates a fault, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor is controlled to be in the open state.

[0098] In practical applications, when the front-wheel drive equipment of a vehicle malfunctions, the available torque of the entire vehicle will decrease. Therefore, it may be necessary to use the rear motor to provide torque, which may require shifting the two-speed transmission from neutral to non-neutral at any time. If the control transistor frequently enters the off state prematurely, it will require the transistor to frequently switch from the off state to the on state. This will not only affect the lifespan of the transistor, but also cause a time delay in the engagement of the rear motor torque. At the same time, since there is also a time delay in the shifting of the two-speed transmission, the available torque of the entire vehicle will decrease and the acceleration will be slower, increasing the perceived lag in vehicle power and thus reducing the user experience. Therefore, in this embodiment, after obtaining the current gear of the two-speed transmission, the current speed of the rear motor, and the first fault information of the rear motor, the vehicle can also obtain the front-wheel drive information of the vehicle.

[0099] The front-wheel drive information describes whether a high-level fault has occurred in the vehicle's front-wheel drive system. The front-wheel drive system includes the engine and the front electric motor.

[0100] In this embodiment, when the vehicle controller detects that the front drive information has failed, it indicates that the rear motor needs to provide torque, which means that the two-speed transmission needs to be switched from neutral to non-neutral. Therefore, even if the current gear of the two-speed transmission is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, the vehicle controller still needs to control the transistor of the rear motor to be in the open state.

[0101] In some possible embodiments, the aforementioned front-end information indicating a fault could be: the vehicle's engine has malfunctioned.

[0102] In some other possible embodiments, the aforementioned front-drive information indicating a fault could also be: the vehicle's front motor has malfunctioned.

[0103] In some other possible embodiments, the aforementioned front-drive information indicating a fault could also be that both the vehicle's engine and front motor have failed.

[0104] As can be seen from the above, in the motor control method provided in this embodiment, when the vehicle's engine and / or front motor malfunction, the available torque of the entire vehicle decreases due to the failure of the front-drive equipment. Therefore, it may be necessary to use the rear motor to provide torque, which may require shifting the two-speed transmission from neutral to non-neutral at any time. If the control transistor frequently enters the off state prematurely, it will require the transistor to frequently switch from the off state to the on state, which will not only affect the lifespan of the transistor but also cause a time delay in the engagement of the rear motor torque. At the same time, since there is also a time delay in shifting the two-speed transmission, the available torque of the entire vehicle decreases and acceleration slows down, increasing the perceived lag in vehicle power and thus reducing the user experience. Therefore, to avoid the above situation, the vehicle controller can control the transistor to be in the on state when it detects a failure of the vehicle's front-drive equipment.

[0105] Please refer to Figure 6, which is a flowchart of the implementation of a motor control method provided in another embodiment of this disclosure. Compared with the embodiment corresponding to Figure 1, the motor control method in this embodiment may include steps S601 to S602, which are described in detail below.

[0106] In S601, the speed signal status of the rear motor is determined.

[0107] In this embodiment, the speed signal status includes, but is not limited to, a failure status and a non-failure status. The failure status indicates that other devices in the vehicle cannot receive the speed signal from the rear motor, meaning the real-time speed of the rear motor cannot be determined. The non-failure status indicates that other devices in the vehicle can receive the speed signal from the rear motor, thus enabling the determination of the rear motor's real-time speed.

[0108] In one embodiment of this disclosure, when the vehicle controller detects that the speed signal of the rear motor is in an unfailed state, it means that other devices in the vehicle can receive the speed signal of the rear motor and thus determine the real-time speed of the rear motor. Therefore, the vehicle controller can continue to execute any one of the embodiments corresponding to Figures 1, 2, 3, 4 and 5 to achieve energy-saving control of the rear motor.

[0109] In another embodiment of this disclosure, when the vehicle controller detects that the speed signal of the rear motor is in a failed state, it may execute step S602.

[0110] In S602, if the speed signal status is in a failed state, the energy-saving control operation on the rear motor is stopped; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0111] In this embodiment, when the vehicle controller detects that the speed signal of the rear motor is in a failed state, it means that other devices in the vehicle cannot receive the speed signal of the rear motor, that is, the real-time speed of the rear motor cannot be determined. Therefore, the vehicle controller can stop the energy-saving control operation of the rear motor to avoid the risk of the rear motor being dragged and burned after entering the power-off state.

[0112] As can be seen from the above, in the motor control method provided in this embodiment, when the speed signal status of the rear motor is in a failed state, it means that other equipment in the vehicle cannot determine the speed of the rear motor. Therefore, the two-speed transmission may have a false neutral state, that is, the actual gear may be 1st or 2nd gear but is mistakenly identified as being in neutral. At this time, if the vehicle controller performs energy-saving control operation on the rear motor, that is, controls the rear motor to enter the power-off state, it will cause the rear motor to be dragged back and enter the safety state ASC, thereby burning out the rear motor. Therefore, this embodiment stops the energy-saving control operation on the rear motor when the speed signal status is in a failed state, which can avoid the risk of the rear motor being dragged and burned out after entering the power-off state.

[0113] In one embodiment of this disclosure, after the on-board controller controls the transistor of the rear motor to be in the off state, it can detect in real time whether a speed adjustment request for the rear motor has been received. The speed adjustment request is used to request speed adjustment of the rear motor.

[0114] In this embodiment, when the vehicle controller detects a speed adjustment request for the rear motor, it indicates that the speed of the rear motor needs to be adjusted. Therefore, the vehicle controller can control the transistor to be in the on state in order to adjust the speed of the rear motor, thereby improving the response efficiency of the rear motor.

[0115] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure.

[0116] Corresponding to the motor control method described in the above embodiments, Figure 7 shows a schematic diagram of a motor control device provided in an embodiment of this disclosure. For ease of explanation, only the parts related to the embodiments of this disclosure are shown. Referring to Figure 7, the motor control device 700 includes: a first acquisition unit 71 and a first control unit 72. Wherein:

[0117] The first acquisition unit 71 is used to acquire the current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor.

[0118] The first control unit 72 is configured to control the transistor in the rear motor to be in a shut-off state if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is first information; the first information is used to describe that the rear motor has no high-level fault.

[0119] In one embodiment of this disclosure, the motor control device 700 further includes: a second acquisition unit; correspondingly, the first control unit 72 specifically includes: a second control unit. Wherein:

[0120] The second acquisition unit is used to acquire the current torque of the rear motor.

[0121] The second control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque.

[0122] In one embodiment of this disclosure, the motor control device 700 further includes: a third acquisition unit; correspondingly, the first control unit 72 specifically includes: a third control unit. Wherein:

[0123] The third acquisition unit is used to acquire the current bus current of the rear motor.

[0124] The third control unit is used to control the transistor to be in the off state if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current.

[0125] In one embodiment of this disclosure, the motor control device 700 further includes: a fourth acquisition unit and a fourth control unit. Wherein:

[0126] The fourth acquisition unit is used to acquire the front-wheel drive information of the vehicle; the front-wheel drive information is used to describe whether the front-wheel drive equipment of the vehicle has experienced a high-level fault; the front-wheel drive equipment includes an engine and a front motor.

[0127] The fourth control unit is used to control the transistor to be in the open state if the front drive information is faulty, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0128] In one embodiment of this disclosure, the motor control device 700 further includes a fifth control unit.

[0129] The fifth control unit is used to control the transistor to be in the on state if a speed adjustment request for the rear motor is detected.

[0130] In one embodiment of this disclosure, the motor control device 700 further includes: a first determining unit and a sixth control unit. Wherein:

[0131] The first determining unit is used to determine whether a downshift operation has been detected if the current gear is not neutral.

[0132] The sixth control unit is used to control the transistor to be in the off state if the downshift operation is detected, the current speed is less than or equal to the set threshold, and the first fault information is the first information.

[0133] In one embodiment of this disclosure, the motor control device 700 further includes: a second determining unit and a stopping unit. Wherein:

[0134] The second determining unit is used to determine the speed signal status of the rear motor.

[0135] The stop unit is used to stop the energy-saving control operation on the rear motor if the speed signal status is in a failed state; the energy-saving control operation refers to controlling the transistor to be in the off state.

[0136] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this disclosure. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0137] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this disclosure. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0138] Figure 8 is a schematic diagram of the structure of an on-board controller provided in an embodiment of the present disclosure. As shown in Figure 8, the on-board controller 8 of this embodiment includes: at least one processor 80 (only one is shown in Figure 8), a memory 81, and a computer program 82 stored in the memory 81 and executable on the at least one processor 80. When the processor 80 executes the computer program 82, it implements the steps in any of the above-described motor control method embodiments.

[0139] The vehicle controller may include, but is not limited to, a processor 80 and a memory 81. Those skilled in the art will understand that Figure 8 is merely an example of the vehicle controller 8 and does not constitute a limitation on the vehicle controller 8. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0140] The processor 80 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0141] In some embodiments, the memory 81 may be an internal storage unit of the vehicle controller 8, such as the memory of the vehicle controller 8. In other embodiments, the memory 81 may be an external storage device of the vehicle controller 8, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle controller 8. Furthermore, the memory 81 may include both internal storage units and external storage devices of the vehicle controller 8. The memory 81 is used to store operating systems, applications, bootloaders, data, and other programs, such as the program code of computer programs. The memory 81 can also be used to temporarily store data that has been output or will be output.

[0142] This disclosure also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0143] This disclosure provides a computer program product that, when run on an in-vehicle controller, enables the in-vehicle controller to perform the steps described in the above-described method embodiments.

[0144] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying the computer program code to the vehicle controller, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0145] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0146] The above-described embodiments are only used to illustrate the technical solutions of this disclosure, and are not intended to limit it. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this disclosure, and should all be included within the protection scope of this disclosure.

Claims

1. A motor control method, wherein, include: The current gear of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor are obtained. If the current gear is neutral, If the current rotational speed is less than or equal to a set threshold, and the first fault information is the first information, then the transistor in the rear motor is controlled to be in the off state; the first information is used to describe that the rear motor has no high-level fault.

2. The motor control method as described in claim 1, wherein, After obtaining the current gear position of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the fault information of the rear motor, the method further includes: Obtain the current torque of the rear motor; Accordingly, if the current gear is neutral, the current speed is less than or equal to a set threshold, and the first fault information is the first information, then controlling the transistor in the rear motor to be in a shutdown state includes: If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then the transistor is controlled to be in the off state.

3. The motor control method as described in claim 2, wherein, After obtaining the current torque of the rear motor, the method further includes: Obtain the current bus current of the rear motor; Accordingly, if the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, and the current torque is less than or equal to the set torque, then controlling the transistor to be in the off state includes: If the current gear is neutral, the current speed is less than or equal to the set threshold, the first fault information is the first information, the current torque is less than the set torque, and the current bus current is less than the set current, then the transistor is controlled to be in the off state.

4. The motor control method as described in claim 3, wherein, The detection results of the current torque and the current bus current are mutually verified to confirm that the rear motor does not need to provide power for vehicle movement.

5. The motor control method as described in claim 1, wherein, After obtaining the current gear position of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: Obtain the front-wheel drive information of the vehicle; the front-wheel drive information is used to describe whether the front-wheel drive equipment of the vehicle has experienced a high-level fault; the front-wheel drive equipment includes an engine and a front motor; If the preceding information indicates a fault, the current gear is neutral, the current speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor is controlled to be in the open state.

6. The motor control method as described in claim 5, wherein, The front-wheel drive information indicates that the failure is caused by a fault in the vehicle's engine, a fault in the vehicle's front motor, or a fault in both the vehicle's engine and front motor.

7. The motor control method as described in claim 1, wherein, After the transistor in the rear motor is in the off state, the method further includes: If a speed adjustment request for the rear motor is detected, the transistor is controlled to be in the on state.

8. The motor control method as described in claim 1, wherein, After obtaining the current gear position of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: If the current gear is not neutral, then determine whether a downshift operation has been detected; If the downshift operation is detected, the current rotational speed is less than or equal to the set threshold, and the first fault information is the first information, then the transistor is controlled to be in the off state.

9. The motor control method as described in claim 8, wherein, After the downshift operation is completed, the gear position of the two-speed transmission changes from non-neutral to neutral.

10. The motor control method according to any one of claims 1-9, wherein, The method further includes: Determine the speed signal status of the rear motor; If the speed signal status is in a failed state, then the energy-saving control operation on the rear motor is stopped; the energy-saving control operation refers to controlling the transistor to be in the off state.

11. The motor control method as described in claim 10, wherein, The method further includes: If the speed signal status is not invalid, the energy-saving control operation of the rear motor will continue to be executed.

12. The motor control method as described in claim 1, wherein, After obtaining the current gear position of the two-speed transmission in the vehicle, the current speed of the rear motor in the vehicle, and the first fault information of the rear motor, the method further includes: if the current gear position is not neutral, the current speed is greater than the set threshold, or the first fault information is not the first information, then cancel the energy-saving control operation of the rear motor; the energy-saving control operation refers to controlling the transistor in the rear motor to be in the off state.

13. An on-board controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein, When the processor executes the computer program, it implements the motor control method as described in any one of claims 1 to 12.

14. A vehicle, wherein, Including the vehicle controller as described in claim 13.

Images