CN118316355A - Motor control system, method and storage medium, new energy vehicle - Google Patents

Abstract

The present invention discloses a motor control system, method, storage medium, and new energy vehicle, and relates to the technical field of new energy vehicles. The system includes: a motor; a power module, a DC busbar is provided at the DC end thereof to connect to a power battery, a DC side fuse is provided on the DC busbar, and an AC end is connected to the motor through a three-phase line: a phase line cutting device is provided corresponding to at least two phases of the three-phase line; a detection device is used to detect at least one of the arm fault condition of the power module and the connection condition of the DC side fuse, and is used to detect the rotation speed of the motor; a first control device is used to control the phase line cutting device to cut off at least two phases of the three-phase line when at least one of the DC side fuse is disconnected and the bridge arm short circuit fault occurs in the power module, and when the rotation speed of the motor is greater than a first preset rotation speed. The system can reduce or avoid the risk of arcing or even open flames caused by serious faults in the motor control system.

Description

Motor control system, method and storage medium, new energy vehicle

Technical Field

The present invention relates to the technical field of new energy vehicles, and in particular to a motor control system, method and storage medium, and a new energy vehicle.

Background technique

In the related technologies, the device selection parameters or raw materials used in the motor control system are generally optimized to enhance the resistance to abnormal energy of the electric control to a certain extent. However, in the above technologies, the motor drive circuit is always connected, so that in certain fault conditions, other energy feedback paths may be formed, resulting in the existence of long-term high current or abnormally high current, which may cause secondary damage to the device, and finally may cause the device to explode or insulation failure to cause arcing or open flames and other serious consequences.

Summary of the invention

The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the purpose of the present invention is to provide a motor control system, method, storage medium, and new energy vehicle to reduce or avoid the risk of arcing or even open flames caused by serious faults in the motor control system.

In the first aspect, an embodiment of the present invention proposes a motor control system, comprising a motor and a power module, wherein a DC bus is provided at a DC end of the power module for connecting to a power battery, a DC side fuse is provided on the DC bus, and an AC end of the power module is connected to the motor via a three-phase line, and the system further comprises: a phase line cutting device, which is arranged corresponding to at least two phases of the three-phase line; a detection device, which is used to detect at least one of first operating information and second operating information, and to detect third operating information, wherein the first operating information includes a bridge arm fault condition of the power module, the second operating information includes a connection condition of the DC side fuse, and the third operating information includes a rotation speed of the motor; a first control device, which is respectively connected to the phase line cutting device and the detection device, and is used to control the phase line cutting device to cut off at least two phases of the three-phase line when at least one of the DC side fuse is disconnected and a bridge arm short circuit fault occurs in the power module, and the rotation speed of the motor is greater than a first preset rotation speed.

In addition, the motor control system of the embodiment of the present invention may also have the following additional technical features:

According to one embodiment of the present invention, the third operating information also includes the phase current of the motor, and the first control device is used to control the phase line cutting device to cut off at least two phases of the three-phase line when the DC side fuse is disconnected, the speed of the motor is greater than a first preset speed, and the phase current of the motor is greater than the first preset current and lasts for more than a first preset time.

According to one embodiment of the present invention, the detection device is at least used to detect the bus voltage difference across the DC side fuse, and determine that the DC side fuse is disconnected when the bus voltage difference across the DC side fuse is greater than a first voltage threshold; and/or, the detection device is at least used to detect the bus current of the DC bus where the DC side fuse is located, and determine that the DC side fuse is disconnected when the bus current is less than a first current threshold.

According to one embodiment of the present invention, the first control device is used to control the phase line cutting device to cut off at least two phases of the three-phase line when a bridge arm short circuit fault occurs in the power module and lasts for more than a second preset time, and the speed of the motor is greater than the first preset speed.

According to one embodiment of the present invention, the second operating information also includes the temperature of the power module (PM), and the first control device is further used to determine that the temperature of the power module is greater than a first preset temperature before controlling the phase line cutting device to cut off at least two phases of the three-phase line.

According to one embodiment of the present invention, the first operating information also includes a collision condition of the new energy vehicle in which the motor control system is located, and the first control device is also used to determine that a collision with a severity level greater than a preset level occurs in the new energy vehicle before controlling the phase line cutting device to cut off at least two phases of the three-phase line.

According to one embodiment of the present invention, the first control device includes: an ignition module, connected to the phase line cutting device; a first control module, connected to the ignition module and the detection device respectively, and used to control the phase line cutting device to cut off at least two phases of the three-phase line through the ignition module when at least one of the DC side fuse is disconnected and the bridge arm short circuit fault occurs in the power module.

According to one embodiment of the present invention, the system also includes a second control device, which includes: a second control module and a drive module; wherein the second control module is connected to the detection device and the drive module respectively, and is used to control the drive module to drive the power module to shut down when the DC side fuse is disconnected, the power module has a bridge arm failure, and the speed of the motor is greater than a second preset speed, wherein the second preset speed is less than or equal to the first preset speed.

According to one embodiment of the present invention, the second control device also includes: a conversion module, which is connected to the control end of the power module through the drive module; a crash monitoring module, which is respectively connected to the second control module, the conversion module and the drive module, and is used to control the drive module to drive the power module to shut down through the conversion module when the second control module is detected to be dead, or directly control the drive module to drive the power module to shut down.

According to one embodiment of the present invention, the system further includes: a power supply device, including a first power supply module, the input end of the first power supply module is used to connect to a battery, the output end of the first power supply module is connected to the drive module, and the first power supply module is used to convert a first voltage provided by the battery into a second voltage to power the drive module; a third control device, connected to the first power supply module, for monitoring the first power supply module, and controlling the drive module to drive the power module to shut down when an abnormality is detected in the first power supply module.

According to one embodiment of the present invention, the third control device includes: a power supply monitoring module, which is connected to the first power supply module, and is used to monitor the first power supply module, and output a power supply abnormality protection signal to the isolation module when the first power supply module is detected to be abnormal; the isolation module is used to output an active short-circuit signal to the drive module when receiving the power supply abnormality protection signal, so as to control the drive module to drive the power module to shut down.

According to one embodiment of the present invention, the first control module is also connected to the second control module, the power supply monitoring module and the isolation module respectively, and is also used to determine the occurrence of at least one of communication abnormality with the second control module, receiving the power supply abnormality protection signal, and receiving the active short-circuit signal before controlling the phase line cutting device to cut off at least two phases of the three-phase line.

According to one embodiment of the present invention, the input end of the first power supply module is connected to the battery through a first anti-reverse diode, and the power supply device further includes: a voltage conversion module, the input end of the voltage conversion module is connected to the power battery, and is used to reduce the third voltage output by the power battery to the first voltage; a second power supply module, the input end of the second power supply module is connected to the battery, and is used to convert the first voltage output by the battery into a fourth voltage to power the second control module; a third power supply module, the input end of the third power supply module is connected to the battery through a second anti-reverse diode, and is connected to the output end of the voltage conversion module through a third anti-reverse diode, and is used to convert the first voltage output by the battery or the voltage conversion module into a fifth voltage to power the first control module.

According to an embodiment of the present invention, the input end of the first power supply module is further connected to the output end of the voltage conversion module through a fourth anti-reverse diode.

According to one embodiment of the present invention, the input end of the first power supply module is connected to the battery through a fifth anti-reverse diode and a second anti-reverse diode in sequence, and the power supply device further includes: a voltage conversion module, the input end of the voltage conversion module is connected to the power battery, and is used to reduce the third voltage output by the power battery to the first voltage, wherein the input end of the first power supply module is also connected to the output end of the voltage conversion module through the fifth anti-reverse diode and the third anti-reverse diode in sequence; a second power supply module, the input end of the second power supply module is connected to the battery through a sixth anti-reverse diode and the second anti-reverse diode in sequence, and is connected to the output end of the voltage conversion module through the sixth anti-reverse diode and the third anti-reverse diode in sequence, and the second power supply module is used to convert the first voltage output by the battery or the voltage conversion module into a fourth voltage to supply power to the second control module; a third power supply module, the input end of the third power supply module is connected to the battery through the second anti-reverse diode, and is connected to the output end of the voltage conversion module through the third anti-reverse diode, and is used to convert the first voltage output by the battery or the voltage conversion module into a fifth voltage to supply power to the first control module.

According to an embodiment of the present invention, the ignition module and the phase line disconnection device are connected to the battery through the second anti-reverse diode, and are connected to the output end of the voltage conversion module through the third anti-reverse diode.

In a second aspect, an embodiment of the present invention proposes a motor control method, comprising: when at least one of a DC side fuse is disconnected and a bridge arm short circuit fault occurs in a power module, and the speed of the motor is greater than a first preset speed, cutting off at least two phases of the three-phase line, wherein the DC end of the power module is provided with a DC bus for connecting a power battery, the DC side fuse is provided on the DC bus, and the AC end of the power module is connected to the motor through the three-phase line.

In addition, the motor control method of the embodiment of the present invention may also have the following additional technical features:

According to an embodiment of the present invention, before cutting off at least two phases of the three-phase lines, the method further comprises: determining that a phase current of the motor is greater than a first preset current and lasts for more than a first preset time.

According to an embodiment of the present invention, before cutting off at least two phases of the three-phase lines, the method further comprises: determining that a duration of a bridge arm short circuit in the power module is greater than a second preset time.

According to an embodiment of the present invention, before cutting off at least two phases of the three-phase lines, the method further comprises: determining that the temperature of the power module is greater than a first preset temperature.

According to one embodiment of the present invention, before cutting off at least two phases of the three-phase lines, the method further includes: determining that a collision with a severity level greater than a preset level occurs in the new energy vehicle where the motor is located.

In a third aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the motor control method described in the embodiment of the second aspect is implemented.

In a fourth aspect, an embodiment of the present invention proposes a new energy vehicle, comprising: a power battery and the motor control system described in the embodiment of the first aspect above.

The motor control system, method, storage medium, and new energy vehicle of the embodiments of the present invention can reduce or avoid the risk of arcing or even open flames caused by serious faults in the motor control system by controlling the phase line cutting device to cut off at least two phases of the three-phase line when at least one of a bridge arm short circuit fault and a DC side fuse disconnection occurs in the power module and the speed of the motor is greater than a first preset speed.

Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1( a ) is a schematic structural diagram of a four-wheel drive vehicle according to an example of the present invention;

FIG1( b ) is a schematic structural diagram of a front-wheel drive two-wheel drive vehicle according to an example of the present invention;

FIG1( c ) is a schematic structural diagram of a rear-wheel drive two-wheel drive vehicle according to an example of the present invention;

FIG1( d ) is a schematic structural diagram of a simple four-wheel drive vehicle according to an example of the present invention;

FIG1( e ) is a schematic structural diagram of an independent four-wheel drive vehicle according to an example of the present invention;

FIG2 is a schematic diagram of an energy feedback current loop when a fuse is damaged according to an example of the present invention;

FIG3 is a schematic diagram of an energy feedback current loop when a bridge of a power module is short-circuited and damaged according to an example of the present invention;

FIG4 is a schematic diagram of the structure of a motor control system according to a first embodiment of the present invention;

5 is an action flow chart of a first control device according to an embodiment of the present invention;

6 is a schematic diagram of the structure of a motor control system according to a second embodiment of the present invention;

7 is a schematic diagram of the structure of a motor control system according to a third embodiment of the present invention;

8 is a schematic diagram of the structure of a motor control system according to a fourth embodiment of the present invention;

9 is a schematic diagram of the structure of a motor control system according to a fifth embodiment of the present invention;

10 is a schematic diagram of the structure of a motor control system according to a sixth embodiment of the present invention;

11 is a schematic diagram of the structure of a motor control system according to a seventh embodiment of the present invention;

12 is a schematic diagram of the power supply structure of the motor control system of the first embodiment of the present invention;

13 is a schematic diagram of a power supply structure of a motor control system according to a second embodiment of the present invention;

14 is a schematic diagram of a power supply structure of a motor control system according to a third embodiment of the present invention;

15 is a flow chart of a motor control method according to an embodiment of the present invention;

FIG. 16 is a structural block diagram of a new energy vehicle according to an embodiment of the present invention.

Description of reference numerals:

100, Motor control system, 200, New energy vehicles;

110. Phase line disconnection device, 120. Detection device, 140. First control device, 150. Second control device, 160. Third control device, 170. Power supply device,

121, terminal overvoltage detection module, 122, bus overvoltage detection module, 123, overcurrent detection module, 124, OR gate module, 131, terminal voltage sampling module, 132, temperature sampling module, 133, bus voltage sampling module, 134, current sampling module, 135, motor rotor position sampling module, 141, ignition module, 142, first control module, 151, second control module, 152, conversion module, 153, drive module, 154, crash monitoring module, 161, power monitoring module, 162, isolation module, 171, first power supply module, 172, voltage conversion module, 173, second power supply module, 174, third power supply module;

M, motor, PM, power module, Bat, power battery, FU, DC side fuse, 10, battery, D1, first anti-reverse diode, D2, second anti-reverse diode, D3, third anti-reverse diode, D4, fourth anti-reverse diode, D5, fifth anti-reverse diode, D6, sixth anti-reverse diode.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

Figures 1 (a) to 1 (e) show the drive connection structures of different types of new energy vehicles. Referring to Figures 1 (a) to 1 (e), new energy vehicles are mainly divided into four-wheel drive vehicles (as shown in Figure 1 (a)), front-wheel drive two-wheel drive vehicles (as shown in Figure 1 (b)), rear-wheel drive two-wheel drive vehicles (as shown in Figure 1 (c)), simple four-wheel drive vehicles (as shown in Figure 1 (d)) and independent four-wheel drive vehicles (as shown in Figure 1 (e)). Among them, new energy vehicles can be divided into front-wheel drive, rear-wheel drive or four-wheel drive according to whether the drive wheels are distributed in the front cabin or the rear cabin or the front and rear cabins. When the new energy vehicle is towed or dragged, if the drive wheel is driven to run forcibly, the drive wheel will drive the motor M to rotate, and the motor M becomes a generator. At this time, the new energy vehicle is in a power generation condition. When the new energy vehicle is a multi-drive vehicle (as shown in Figure 1 (a), Figure 1 (d), and Figure 1 (e)), if one of the motor drive systems fails, the other motor drive systems can still drive the new energy vehicle to continue running. When other vehicles or power sources drive the new energy vehicle to run, the wheels of the faulty motor drive system are driven to rotate, and the wheel rotation drives the motor M of the abnormal motor drive system to rotate and become a generator. At this time, the abnormal motor drive system is in a power generation condition. Among them, the green arrows in Figure 1 (a)-Figure 1 (e) indicate the direction of mechanical energy, and the red arrows indicate the direction of electrical energy.

When the motor control system is not damaged, this power generation condition is a normal feedback condition. However, when the motor control system is abnormal, normal control wave feedback is no longer performed. The six phases of the power module PM in the motor control system are open-circuited, and the current flows to the power battery through the passive rectification of the diode in the power module PM to charge the power battery Bat. However, in some cases, when the fuse of the abnormal drive source DC bus is blown, the wheels drive the motor M to generate power, and its energy will charge the bus capacitor C. When the bus capacitor C is full, the bus voltage will slowly rise until it exceeds the withstand voltage of the power module PM or the capacitor withstand voltage, causing damage to both or one of them. Among them, FPM in Figure 1 (a)-Figure 1 (e) represents the power module corresponding to the front cabin, and RPM represents the power module corresponding to the rear cabin.

Figure 2 shows the energy feedback current loop when the DC side fuse FU is damaged. Referring to Figure 2, when the motor drive system is abnormal, the DC side fuse FU will often be blown to protect the motor drive system. After the DC side fuse FU is blown, the electrical connection circuit between the motor drive system and the power battery Bat is disconnected. If the new energy vehicle is in the above-mentioned power generation condition at this time, the motor M acts as a generator through the uncontrollable rectification of the power module PM, and the current flows to the bus capacitor C to charge the bus capacitor C. If the above-mentioned power generation condition continues, the capacitor capacity is limited, and the bus capacitor C will be fully charged. At this time, there is no storage location for energy. If power generation continues, the bus voltage will gradually rise, which may exceed the allowable voltage value of the power module PM or the bus capacitor C, causing the power module PM or the bus capacitor C to be damaged.

In some cases, the power module PM is in a short-circuit state after abnormal damage. At this time, the power module PM and the motor coil will form a loop, and current will flow through it for a long time, causing secondary damage to the power module PM, which may lead to serious consequences such as insulation failure of the power module PM and abnormal short circuit.

Figure 3 shows the energy feedback current loop when a bridge arm of the power module PM is short-circuited and damaged. Referring to Figure 3, when one of the bridge arms of the power module PM is damaged due to abnormal reasons and is in a short-circuit state after the damage, if the new energy vehicle is in the above-mentioned power generation condition, the motor M and the abnormal short-circuit bridge arm of the power module PM will form a current loop, and the current will continue to circulate in the loop. If the power generation power is large at this time, the loop current will be very large, and since there are no current storage components in the loop, the current may rise sharply, or continue to run until the power module PM is damaged for the second time, which may seriously damage the insulation layer and cause serious consequences such as open fire.

To this end, the present invention proposes a motor control system, in which a phase line cutting device is arranged corresponding to the three-phase line connecting the motor and the power module, and when a serious fault occurs in the motor control system, the phase line cutting device is controlled to cut off at least two phases of the three-phase line, so as to eliminate the above-mentioned risks by completely cutting off the energy feedback path.

The following describes a motor control system, method, storage medium, and new energy vehicle according to embodiments of the present invention with reference to the accompanying drawings.

FIG. 4 is a structural block diagram of a motor control system according to a first embodiment of the present invention.

As shown in FIG4 , the motor control system 100 includes: a motor M, a power module PM, a phase line disconnection device 110, a detection device 120, and a first control device 140. A DC bus is provided at the DC end of the power module PM for connecting to a power battery Bat, and a DC side fuse FU (which may include one or more fuses, and FIG4 shows an example of connecting one fuse to each of the positive and negative ends of the DC side) is provided on the DC bus. The AC end of the power module PM is connected to the motor M through a three-phase line. The phase line disconnection device 110 is set corresponding to at least two phases of the three-phase line, and the detection device 120 is used to detect at least one of the first operating information (which can be the operating information of the power module PM) and the second operating information (which can be the operating information of the motor control system 100 or the vehicle in which it is located except the power module PM and the motor M), and is used to detect the third operating information (which can be the operating information of the motor M), the first operating information includes the bridge arm fault condition of the power module PM, the second operating information includes the connection condition of the DC side fuse FU, and the third operating information includes the rotation speed of the motor M; the first control device 140 is connected to the phase line disconnection device 110 and the detection device 120 respectively, and is used to determine that the fault level of the motor control system 100 is the preset highest level, such as the high level, when at least one of the DC side fuse FU is disconnected and the bridge arm short circuit fault of the power module PM occurs, and the rotation speed of the motor M is greater than the first preset speed. At this time, the phase line disconnection device 110 is controlled to disconnect at least two phases of the three-phase line.

Among them, the first operating information may also include but is not limited to the bus voltage, terminal voltage, etc. of the power module PM, and the third operating information may also include but is not limited to the phase current of the motor M, such as the three-phase current; the bridge arm fault of the power module PM may be an upper bridge arm fault or a lower bridge arm fault, and the fault may be a short circuit fault.

In this embodiment, as an implementation method, the processing flow of the first control device 140 is shown in FIG5. Referring to FIG5, when the first control device 140 receives an upper bridge error signal or a lower bridge error signal (generated due to a short-circuit fault of the corresponding bridge arm), or detects that the DC side fuse FU is disconnected, it can obtain the speed of the motor M, and determine whether the fault level of the motor control system 100 is high-level according to the speed, that is, the conditions for opening the ultimate protection (cutting off at least two phases of the three-phase line) are currently met, for example, whether the speed is seriously abnormal (such as the speed of the motor M is greater than the first preset speed (such as greater than or equal to 3000r/min)), if so, it is determined that the fault level of the motor control system 100 is high-level. At this time, the first control device 140 can control the phase line cutting device 110 to cut off at least two phases of the three-phase line to completely cut off the energy feedback path, thereby preventing the occurrence of arcing or open flames. Of course, if it is determined that the fault level of the motor control system 100 is not high-level, it returns to the step of receiving and judging the fault.

In some embodiments of the present invention, the third operating information also includes the phase current of the motor M. The first control device 140 is used to control the phase line cutting device 110 to cut off at least two phases of the three-phase line when the DC side fuse FU is disconnected, the speed of the motor M is greater than the first preset speed, and the phase current of the motor M is greater than the first preset current (such as greater than or equal to 50A) and lasts for more than a first preset time (such as 3s).

In some embodiments of the present invention, as an implementation mode, the detection device 120 is at least used to detect the bus voltage difference across the DC side fuse FU. When the target line voltage difference across the DC side fuse FU is greater than the first voltage threshold, it is determined that the DC side fuse FU is disconnected.

Wherein, referring to FIG4 , the DC side fuse FU includes two fuses, which are respectively recorded as the first fuse (connected to the positive end of the DC side) and the second fuse (connected to the negative end of the DC side). The first detection point can be set on the connection line between the first fuse and the power battery Bat, the second detection point can be set on the connection line between the second fuse and the power battery Bat, the third detection point can be set on the connection line between the first fuse and the DC side of the power module PM, and the fourth detection point can be set on the connection line between the second fuse and the DC side of the power module PM. The detection device 120 can detect the voltage U1 between the first detection point and the second detection point, and the voltage U2 between the third detection point and the fourth detection point. The bus voltage difference at both ends of the DC side fuse FU is U1-U2.

As another implementation, the detection device 120 is at least used to detect the bus current of the DC bus where the DC side fuse FU is located, and when the bus current is less than a first current threshold, it is determined that the DC side fuse FU is disconnected.

As shown in FIG. 4 , the bus current may be the current flowing through the first fuse, the current flowing through the second fuse, or the average of the current flowing through the first fuse and the current flowing through the second fuse.

As another implementation, to improve reliability, the detection device 120 is used to determine that the DC side fuse FU is disconnected when the voltage difference across the DC side fuse FU is greater than a first voltage threshold and the bus current is less than a first current threshold.

In some embodiments of the present invention, the first control device 140 is used to control the phase line cutting device 110 to cut off at least two phases of the three-phase line when a bridge arm short circuit occurs in the power module PM and lasts for more than a second preset time (such as 330ms) and the speed of the motor M is greater than the first preset speed.

In some embodiments of the present invention, the second operating information also includes the temperature of the power module PM. Before controlling the phase line disconnection device 110 to disconnect at least two phases of the three-phase line, the first control device 140 is also used to determine that the temperature of the power module PM is greater than the first preset temperature.

By adding the temperature judgment, the reliability of judging whether a serious fault occurs in the motor control system can be improved.

In some embodiments of the present invention, the first operating information also includes a collision condition of the new energy vehicle in which the motor control system 100 is located. The first control device 140 is also used to determine whether a collision with a severity level greater than a preset level occurs in the new energy vehicle before controlling the phase line cutting device 110 to cut off at least two phases of the three-phase line.

By adding a judgment on whether a new energy vehicle has a collision with a severity level greater than a preset level, the reliability of the judgment on whether a serious fault has occurred in the motor control system can be improved.

In some embodiments of the present invention, as shown in FIG. 6 , the first control device 140 includes: an ignition module 141 and a first control module 142 .

The ignition module 141 is connected to the phase line cutting device 110; the first control module 142 is connected to the ignition module 141 and the detection device 120 respectively, and is used to control the phase line cutting device 110 to cut off at least two phases of the three-phase line through the ignition module 141 when at least one of the DC side fuse FU is disconnected and the bridge arm short circuit fault occurs in the power module PM, and the speed of the motor M is greater than the first preset speed. Of course, the first control module 142 can also be used to control the phase line cutting device 110 to cut off at least two phases of the three-phase line through the ignition module 141 when the condition that the first control device 140 controls the phase line cutting device 110 to cut off at least two phases of the three-phase line is met.

In this embodiment, the first control module 142 may adopt a CPLD (Complex Programmable logic device). The ignition module 141 may be independently set with the first control module 142, or may be integrated with the first control module 142. FIG6 shows an independent setting as an example. Compared with an integrated setting, an independent setting is easier to implement and has better flexibility. The ignition module 141 may be a driver chip that can convert the milli-A current of the first control module 142 into a Class A current, and monitor whether the phase line disconnection device 110 is normal, such as detecting the internal resistance of the phase line disconnection device 110, giving the internal resistance a current, and judging whether the phase line disconnection device 110 is normal according to the received voltage value.

In some embodiments of the present invention, as shown in FIG. 7 , the motor control system 100 further includes a second control device 150 . The second control device 150 includes: a second control module 151 and a driving module 153 .

The second control module 151 is connected to the detection device 120 and the drive module 153 respectively, and is used to determine that the fault level of the motor control system 100 is a preset minimum level such as a low level when the DC side fuse FU is disconnected, the bridge arm fault occurs in the power module PM, and the speed of the motor M is greater than the second preset speed. At this time, the power module PM is driven to shut down by controlling the drive module 153. The second preset speed is less than or equal to the first preset speed.

Specifically, the second control module 151 can use a DSP (Digital Signal Processing) chip. The DSP chip can collect the bridge arm fault signal of the power module PM, the phase current and speed of the motor M, the connection status of the DC side fuse FU, etc., and when it is detected that the DC side fuse FU is disconnected, the bridge arm fault occurs in the power module PM, and the speed of the motor M is greater than any of the second preset speeds, the DSP chip outputs a PWM wave (such as 6 PWM waves, corresponding to the 6 bridge arms of the power module PM) to the drive module 153, the normal drive is interrupted, and the fault handling program is entered to perform the corresponding fault response action, such as driving the power module PM to shut down. Among them, the first control module 142 controls the phase line cutting device 110 to cut off at least two phases of the three-phase line through the ignition module 141, which is stricter than the condition for the second control module 151 to control the drive module 153 to drive the power module PM to shut down, and is not limited to the above, and can be set as needed.

In some examples, as shown in Figures 8 and 9, the detection device 120 includes: a fuse sampling module (not shown in Figures 8 and 9), a current sampling module 134, a speed sampling module (not shown in Figures 8 and 9), an upper bridge fault detection module (not shown in Figures 8 and 9) and a lower bridge fault detection module (not shown in Figures 8 and 9).

Among them, the insurance sampling module is connected to the first control module 142 and the second control module 151 respectively, and is used to sample the voltage difference at both ends of the DC side insurance FU and/or the bus current of the DC bus, and send the voltage difference and bus current to the first control module 142 and the second control module 151 respectively; the current sampling module 134 is connected to the first control module 142 and the second control module 151 respectively, and is used to sample the phase current of the motor, and send the phase current to the first control module 142 and the second control module 151 respectively; the speed sampling module is connected to the first control module 142 and the second control module 151 respectively, and is used to sample the speed of the motor M, and send the speed to the first control module 142 and the second control module 151 respectively; the upper bridge fault A fault detection module is connected to the upper bridge arm of the power module PM, the first control module 142 and the second control module 151 respectively, and is used to output an upper bridge error signal to the first control module 142 and the second control module 151 respectively when a fault is detected in the upper bridge arm of the power module PM; a lower bridge fault detection module is connected to the lower bridge arm of the power module PM, the first control module 142 and the second control module 151 respectively, and is used to output a lower bridge error signal to the first control module 142 and the second control module 151 respectively when a fault is detected in the lower bridge arm of the power module PM; wherein the first control module 142 and the second control module 151 are used to determine that a bridge arm fault occurs in the power module when an upper bridge error signal or a lower bridge error signal is received.

As an implementation mode, the above-mentioned speed sampling module may include a motor rotor position sampling module 135 and a decoding module. The motor rotor position sampling module 135 is connected to the decoding module for sampling the rotor position of the motor M and sending the rotor position to the decoding module. The decoding module is connected to the first control module 142 and the second control module 151 respectively, for decoding the rotor position of the motor M, obtaining the speed of the motor M, and providing the speed to the first control module 142 and the second control module 151. This implementation mode can realize that when the communication between the first control module 142 and the second control module 151 is abnormal, the speed of the motor M can also be obtained.

As another embodiment, referring to FIG8 and FIG9, the above-mentioned speed sampling module may include a motor rotor position sampling module 135, and the decoding module may be integrated in the second control module 151. The motor rotor position sampling module 135 is connected to the second control module 151, and is used to sample the rotor position of the motor M, and send the rotor position to the second control module 151, so that the second control module 151 obtains the speed of the motor M according to the rotor position, and sends the speed to the first control module 142.

In some embodiments, referring to FIG. 8 and FIG. 9 , the detection device 120 may further include: a terminal voltage sampling module 131 , a temperature sampling module 132 , a bus voltage sampling module 133 , and a collision detection module (not shown in FIG. 8 ).

Among them, the terminal voltage sampling module 131 is connected to the first control module 142 and the second control module 151 respectively, and is used to sample the terminal voltage of the power module PM, and send the terminal voltage to the first control module 142 and the second control module 151 respectively; the temperature sampling module 132 is connected to the second control module 151, and is used to sample the temperature of the power module PM, and send the temperature to the second control module 151; the bus voltage sampling module 133 is connected to the first control module 142 and the second control module 151 respectively, and is used to sample the bus voltage of the power module PM, and send the bus voltage to the first control module 142 and the second control module 151 respectively; the collision detection module is connected to the first control module 142 and the second control module 151 respectively, and is used to output collision signals to the first control module 142 and the second control module 151 respectively when a collision is detected in the new energy vehicle where the motor control system 100 is located.

In this example, the first control module 142 is also used to determine that at least one of the terminal voltage is greater than the first preset voltage, the bus voltage is greater than the second preset voltage, the temperature is greater than the first preset temperature, and a collision signal is received before controlling the phase line cutting device to cut off at least two phases of the three-phase line; the second control module 151 is also used to control the drive module 153 to drive the power module PM to shut down when any one of the terminal voltage is greater than the third preset voltage, the bus voltage is greater than the fourth preset voltage, the temperature is greater than the second preset temperature, and a collision signal is received, wherein the third preset voltage is less than or equal to the first preset voltage, the fourth preset voltage is less than or equal to the second preset voltage, and the second preset temperature is greater than the first preset temperature.

Specifically, the second control module 151 can determine that the fault level of the motor control system 100 is low when any one of the following occurs: a collision signal (general collision, collision with a severity level less than or equal to a preset level), an upper bridge error signal or a lower bridge error signal, line voltage or terminal voltage overvoltage, three-phase current overcurrent, overtemperature, and abnormal speed. At this time, the conversion module 152 can control the drive module 153 to drive the power module PM to shut down. The first control module 142 can further judge the bus voltage, terminal voltage, collision signal (serious collision, collision with a severity level greater than a preset level), etc. after receiving the upper bridge error signal or the lower bridge error signal and determining that the speed of the motor M is greater than the first preset speed, and the phase current is greater than the first preset current and lasts for a preset time. If it meets the conditions for opening the ultimate protection, it is determined that the fault level of the motor control system 100 is high. At this time, the first control device 140 can control the phase line disconnection device 110 to disconnect at least two phases of the three-phase line to completely cut off the energy feedback path, thereby preventing the possibility of arcing or open flames.

In some examples, as shown in FIG. 8 and FIG. 9 , the detection device 120 may further include: a fault detection unit, the fault detection unit including: an end overvoltage detection module 121 , a bus overvoltage detection module 122 , an overcurrent detection module 123 , and an OR gate module 124 .

Among them, the terminal overvoltage detection module 121 is connected to the terminal voltage sampling module 131, and is used to output a terminal overvoltage signal when the terminal voltage is detected to be overvoltage; the bus overvoltage detection module 122 is connected to the bus voltage sampling module 133, and is used to output a bus overvoltage signal when the bus voltage is detected to be overvoltage; the overcurrent detection module 123 is connected to the current sampling module 134, and is used to output an overcurrent error signal when at least one phase of the three-phase current is detected to be overcurrent; the OR gate module 124 is respectively connected to the overcurrent detection module 123, the bus overvoltage detection module 122, the terminal overvoltage detection module 121, the upper bridge fault detection module, the lower bridge fault detection module and the second control module 151, and is used to output an interrupt signal to the second control module 151 when any one of the overcurrent error signal, the bus overvoltage signal, the terminal overvoltage signal, the upper bridge error signal and the lower bridge error signal is received, so that the second control module 151 controls the drive module 153 to drive the power module PM to shut down.

In this example, the bus overvoltage signal, the terminal overvoltage signal and the overcurrent error signal are input into the OR gate module 124 together with the upper bridge error signal and the lower bridge error signal to form a total error signal, which is input into the interrupt pin of the second control module 151. When the total error signal is 0, it means that the motor control system 100 has not had overvoltage, overcurrent, or upper and lower bridge faults, and the interrupt is not enabled at this time; when the total error signal is 1, it means that the motor control system 100 has had at least one of overvoltage, overcurrent, or upper and lower bridge faults, and the interrupt is enabled at this time, which can make the second control module 151 respond faster, thereby quickly executing the protection action.

As an embodiment, the fault detection unit may also include a fuse detection module for detecting whether the voltage difference across the DC side fuse FU is greater than a first voltage threshold, and/or whether the bus current is less than a first current threshold, and sending the detection result to the first control module 142 and the second control module 151.

In some embodiments of the present invention, as shown in Figures 8 to 10, the second control device 150 further includes: a conversion module 152 and a crash monitoring module 154. The conversion module 152 is connected to the control end of the power module PM through the drive module 153, and the crash monitoring module 154 is connected to the second control module 151, the conversion module 152 and the drive module 153 respectively, and is used to control the drive module 153 to drive the power module PM to shut down through the conversion module 152 when the second control module 151 is detected to be dead, or directly control the drive module 153 to drive the power module PM to shut down.

Specifically, the crash monitoring module 154 monitors whether the second control module 151 crashes. When the second control module 151 crashes, the crash monitoring module 154 outputs a crash lock signal to the conversion module 152, allowing it to perform related actions such as shutting down the wave, wherein the conversion module 152 can be a chip, a level conversion module, a non-gate, etc., which can play a role in locking the wave; the crash lock signal can also be directly given to the driving module 153 to perform related lock operations, but this driving module 153 is required to have a primary side ASC (Active Short Circuit) function.

As an implementation manner, as shown in FIGS. 8-10 , the second control module 151 may also be connected to the conversion module 152 , and the conversion module 152 may convert the PWM wave output by the second control module 151 to control the driving module 153 to drive the power module PM to shut down.

In some embodiments of the present invention, as shown in FIG. 10 and FIG. 12-FIG. 14, the motor control system 100 further includes: a third control device 160, a power supply device 170, and the power supply device 170 includes a first power supply module 171. The input end of the first power supply module 171 is used to connect to the battery, and the output end of the first power supply module 171 is connected to the drive module 153. The first power supply module 171 is used to convert the first voltage provided by the battery into a second voltage to supply power to the drive module 153; the third control device 160 is connected to the first power supply module 171, and is used to monitor the first power supply module 171, and when the first power supply module 171 is detected to be abnormal, the drive module 153 is controlled to drive the power module PM to shut down.

Specifically, the monitoring of the primary power supply of the driving module 153 (i.e., the first power supply module 171) can be increased, and the third control device 160 used to implement the monitoring can be implemented by a logic circuit or a chip. When the third control device 160 detects that the output voltage of the first power supply module 171 is abnormal, the driving module 153 drives the power module PM to shut down, which may include: the third control device 160 outputs an ASC signal to the ASC pin on the high-voltage side of the driving module 153, so as to implement operations such as direct shutdown of the high-voltage side in an emergency, without relying on the control of the PWM by the low-voltage end signal of the driving module 153, thereby implementing the second path of emergency shutdown. Among them, the first power supply module 171 can adopt a DC-DC structure or an integrated circuit (chip), and its main function is DC voltage conversion; the first voltage, i.e., the voltage of the battery 10, is 12V, and the second voltage is the voltage required for the driving module 153 to work, such as 3.3V, 5V, etc.

In some examples, as shown in FIG. 11 , the third control device 160 includes: a power monitoring module 161 and an isolation module 162 .

Among them, the power supply monitoring module 161 is connected to the first power supply module 171, and is used to monitor the first power supply module 171, and when the first power supply module 171 is detected to be abnormal, it outputs a power supply abnormality protection signal to the isolation module 162; the isolation module 162 is used to output an active short-circuit signal (i.e., ASC signal) to the drive module 153 when receiving the power supply abnormality protection signal, so as to control the drive module 153 to drive the power module PM to shut down.

The isolation module 162 can separate the high voltage area from the low voltage area, and the power monitoring module 161 monitors the voltage on the low voltage side of the driving module 153. The reliability of protection through low voltage power monitoring can be improved by setting the power monitoring module 161 and the isolation module 162.

In some embodiments, referring to FIG. 11 , the first control module 142 is also connected to the second control module 151, the power monitoring module 161 and the isolation module 162 respectively, and is also used to determine the fault level of the motor control system according to the communication status with the second control module 151 and whether a power abnormality protection signal or an active short circuit signal is received.

Specifically, referring to FIG. 11 , the motor control system 100 is provided with three levels of protection, as follows:

The first level of protection is that the second control module 151 collects information such as three-phase current, bus voltage, terminal voltage, and rotation speed, and reads error information such as upper bridge error, lower bridge error, overvoltage error, and overcurrent error. The second control module 151 controls the drive module 153 to shut down the normal power module PM through three-phase short circuit and six-phase open circuit; and when the second control module 151 crashes, a crash lock wave signal is generated, and the crash lock wave signal is given to the primary side ASC pin of the conversion module 152 or the drive module 153 to control the drive module 153 to shut down the power module PM.

The second level of protection is when the first level of protection fails due to the failure of the primary power supply (i.e., the first power supply module 171) of the driving module 153 and the driving module 153 cannot be controlled. The power monitoring module 161 identifies the abnormality and forms a high-voltage side ASC signal through the isolation module 162, which is input to the high-voltage end of the driving module 153 to control the reliable shutdown of the power module PM.

The third level protection is the ultimate protection that is activated when the first level protection and the second level protection are unable to cut off the motor electronic control circuit, and an uncontrollable circuit loop is formed, and the duration is long, the phase current is large, etc., which may cause serious consequences. After the ultimate protection is activated, the first control module 142 outputs a trigger signal to the ignition module 141 to drive the phase line cutting device 110 to start, and the phase line cutting device 110 cuts off the physical connection of at least two phases of the three-phase line, such as cutting off at least two phases of the three-phase copper busbars of the motor electronic control connection, so that the motor electronic control cannot form a circuit, thereby realizing the cutting off of the energy circuit.

In some embodiments of the present invention, the ultimate protection of electric control is realized by the phase line disconnection device 110 cutting off the three-phase line connecting the motor M. The control of the phase line disconnection device 110 is specially controlled by the independent first control device 140. Therefore, the power supply of the safety module (including the phase line disconnection device 110 and the first control device 140) is designed as a dual power supply, which is the low voltage power (first voltage) provided by the vehicle battery 10 and the high voltage power (third voltage) provided by the vehicle power battery. The third voltage is converted into the first voltage by the voltage conversion module, and the two power supplies supply power to the safety module at the same time. In addition, the low voltage power provided by the vehicle battery 10 to the normal control and drive module 153 and the power supply to the safety module are separated by a diode to avoid mutual influence between the two loads.

Specifically, in some examples, as shown in FIG. 12 , the input end of the first power supply module 171 is connected to the battery 10 via a first anti-reverse diode D1 , and the power supply device 170 further includes: a voltage conversion module 172 , a second power supply module 173 and a third power supply module 174 .

Among them, the input end of the voltage conversion module 172 is connected to the power battery Bat, and is used to reduce the third voltage (such as 600V) output by the power battery Bat to the first voltage (such as 12V); the input end of the second power supply module 173 is connected to the battery 10, and is used to convert the first voltage output by the battery 10 into a fourth voltage (such as 5V) to supply power to the second control module 151; the input end of the third power supply module 174 is connected to the battery 10 through the second anti-reverse diode D2, and is connected to the output end of the voltage conversion module 172 through the third anti-reverse diode D3, and is used to convert the first voltage output by the battery 10 or the voltage conversion module 172 into a fifth voltage (such as 5V) to supply power to the first control module 142. In addition, the ignition module 141 and the phase line disconnection device 110 are connected to the battery 10 through the second anti-reverse diode D2, and are connected to the output end of the voltage conversion module 172 through the third anti-reverse diode D3.

In this example, see FIG12 , the safety module is powered by an independent dual power supply, the normal drive control module (including the drive module 153 and the second control module 151) is powered by the battery 10, and the safety module is powered by the low voltage electricity converted by the power battery Bat through the voltage conversion module 172 (a transformer may be used) and the dual power supply of the battery 10. The dual power supply function of the safety module can keep the safety module in a normal power supply state to a certain extent. The power supply of the safety module is independent of the power supply of the normal drive control module to prevent the power supply of the safety module from being affected by the abnormality of the normal drive control module. The battery 10 is connected in series with anti-reverse diodes on the power supply lines of the normal drive control module and the safety module to prevent the current between the two from flowing in reverse to each other.

In some examples, as shown in FIG13, based on the example shown in FIG12, the input end of the first power supply module 171 is further connected to the output end of the voltage conversion module 172 through a fourth anti-reverse diode D4. In addition, the ignition module 141 and the phase line disconnection device 110 are connected to the battery through a second anti-reverse diode D2, and are connected to the output end of the voltage conversion module 172 through a third anti-reverse diode D3.

In this example, the safety module and the drive module 153 are both powered by dual power supplies, but the two are separated by an anti-reverse diode. When the first power supply module 171 is abnormal, the ASC signal can be output through the third control device 160 to implement the protection measures of the lower bridge three-phase short circuit or six-phase open circuit of the driving power module PM, that is, to achieve the above-mentioned secondary protection.

In some examples, as shown in Figure 14, the input end of the first power supply module 171 is connected to the battery 10 through the fifth anti-reverse diode D5 and the second anti-reverse diode D2 in sequence, and the power supply device 170 also includes: a voltage conversion module 172, a second power supply module 173 and a third power supply module 174.

The input end of the voltage conversion module 172 is connected to the power battery Bat, and is used to reduce the third voltage output by the power battery Bat to the first voltage. The input end of the first power supply module 171 is also connected to the output end of the voltage conversion module 172 through the fifth anti-reverse diode D5 and the third anti-reverse diode D3 in sequence. The input end of the second power supply module 173 is connected to the battery 10 through the sixth anti-reverse diode D6 and the second anti-reverse diode D2 in sequence, and is connected to the output end of the voltage conversion module 172 through the sixth anti-reverse diode D6 and the third anti-reverse diode D3 in sequence. The second power supply module 173 is used to convert the first voltage output by the battery 10 or the voltage conversion module 172 into a fourth voltage to supply power to the second control module 151. The input end of the third power supply module 174 is connected to the battery 10 through the second anti-reverse diode D2, and is connected to the output end of the voltage conversion module 172 through the third anti-reverse diode D3, and is used to convert the first voltage output by the battery 10 or the voltage conversion module 172 into a fifth voltage to supply power to the first control module 142. In addition, the ignition module 141 and the phase line disconnection device 110 are connected to the battery through the second anti-reverse diode D2, and are connected to the output end of the voltage conversion module 172 through the third anti-reverse diode D3.

In this example, the safety module and the normal drive control module (including the drive module 153 and the second control module 151) are both powered by dual power supplies. When the battery 10 is abnormally powered, the power battery Bat can be used to convert the high voltage to low voltage to continue to power the safety module and the normal drive control module. The safety module and the normal drive control module are separated by an anti-reverse diode to reduce the mutual influence between the modules.

It should be noted that the driving module 153 can be divided into a first driving sub-module and a second driving sub-module corresponding to the upper bridge arm and the lower bridge arm of the power module PM, and the corresponding first power supply module 171 can also be divided into a first power supply sub-module and a second power supply sub-module, as shown in Figure 14. The specific division can be set according to needs.

The motor control system of the embodiment of the present invention can realize three-level protection, and can cut off at least two phases of the three-phase line through the phase line cutting device during the ultimate protection, thereby reducing or avoiding the risk of arcing or even open flames caused by serious faults in the motor control system. In addition, by providing dual power supply to the safety module, the reliability of the ultimate protection can be improved.

FIG. 15 is a flow chart of a motor control method according to an embodiment of the present invention.

In this embodiment, the motor control method is used for a motor control system, the system includes a motor, a power module and a phase line cutting device, the DC end of the power module is provided with a DC bus for connecting a power battery, the DC bus is provided with a DC side fuse, the AC end of the power module is connected to the motor through a three-phase line, and the phase line cutting device is arranged corresponding to at least two phases of the three-phase line.

As shown in FIG15 , the motor control method includes:

S151, when at least one of the DC side fuse is disconnected and the bridge arm short circuit fault occurs in the power module, and the rotation speed of the motor is greater than a first preset rotation speed, at least two phases of the three-phase line are cut off.

Among them, the DC end of the power module is provided with a DC bus for connecting to a power battery, the DC bus is provided with a DC side fuse, and the AC end of the power module is connected to the motor through a three-phase line.

In some embodiments of the present invention, before cutting off at least two phases of the three-phase lines, the method further includes: determining that a phase current of the motor is greater than a first preset current and lasts for more than a first preset time.

In some embodiments of the present invention, before cutting off at least two phases of the three-phase lines, the method further includes: determining that a duration of a bridge arm short circuit in the power module is greater than a second preset time.

In some embodiments of the present invention, before cutting off at least two phases of the three-phase lines, the method further includes: determining that the temperature of the power module is greater than a first preset temperature.

In some embodiments of the present invention, before cutting off at least two phases of the three-phase line, the method further includes: determining that a collision with a severity level greater than a preset level occurs in the new energy vehicle where the motor is located.

It should be noted that for other specific implementations of the motor control method of the embodiment of the present invention, reference may be made to the specific implementations of the motor control system of the above embodiment.

Based on the motor control method of the above embodiment, the present invention proposes a computer-readable storage medium.

In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the motor control method of the above embodiment is implemented.

FIG. 16 is a structural block diagram of a new energy vehicle according to an embodiment of the present invention.

As shown in FIG. 16 , the new energy vehicle 200 includes: a power battery Bat and the motor control system 100 of the above embodiment.

The motor control system, method, storage medium and new energy vehicle of the embodiment of the present invention can realize three-level protection, and can cut off at least two phases of the three-phase line through the phase line cutting device during the ultimate protection, thereby reducing or avoiding the risk of arcing or even open flame caused by serious faults in the motor control system. In addition, by providing dual power supply to the safety module, the reliability of the ultimate protection can be improved.

It should be noted that the logic and/or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims (23)

1. A motor control system (100), characterized in that it comprises a motor (M) and a power module (PM), wherein a DC bus is provided at a DC end of the power module (PM) for connecting to a power battery (Bat), a DC side fuse (FU) is provided on the DC bus, and an AC end of the power module (PM) is connected to the motor (M) via a three-phase line, and the motor control system (100) further comprises: A phase line disconnection device (110), arranged corresponding to at least two phases of the three-phase line; A detection device (120) is used to detect at least one of first operation information and second operation information, and to detect third operation information, wherein the first operation information includes a bridge arm fault condition of the power module, the second operation information includes a connection condition of a DC side fuse (FU), and the third operation information includes a rotation speed of the motor (M); A first control device (140) is connected to the phase line disconnection device (110) and the detection device (120) respectively, and is used to control the phase line disconnection device (110) to disconnect at least two phases of the three-phase line when at least one of the DC side fuse (FU) is disconnected and a bridge arm short circuit fault occurs in the power module (PM), and the rotation speed of the motor (M) is greater than a first preset rotation speed. 2. The motor control system (100) according to claim 1 is characterized in that the third operating information also includes the phase current of the motor (M), and the first control device (140) is used to control the phase line cutting device (110) to cut off at least two phases of the three-phase line when the DC side fuse (FU) is disconnected, the speed of the motor (M) is greater than a first preset speed, and the phase current of the motor (M) is greater than the first preset current and lasts for more than a first preset time. 3. The motor control system (100) according to claim 1, characterized in that the detection device (120) is at least used to detect the bus voltage difference across the DC side fuse (FU), and when the bus voltage difference across the DC side fuse (FU) is greater than a first voltage threshold, determine that the DC side fuse (FU) is disconnected; and/or, The detection device (120) is at least used to detect the bus current of the DC bus where the DC side fuse (FU) is located, and when the bus current is less than a first current threshold, determine that the DC side fuse (FU) is disconnected. 4. The motor control system (100) according to claim 1 is characterized in that the first control device (140) is used to control the phase line disconnection device (110) to disconnect at least two phases of the three-phase line when a bridge arm short circuit fault occurs in the power module (PM) and lasts for more than a second preset time, and the rotation speed of the motor (M) is greater than the first preset rotation speed. 5. The motor control system (100) according to claim 1, characterized in that the second operating information also includes the temperature of the power module (PM), and the first control device (140) is further used to determine that the temperature of the power module (PM) is greater than a first preset temperature before controlling the phase line disconnection device (110) to disconnect at least two phases of the three-phase line. 6. The motor control system (100) according to claim 1 is characterized in that the first operating information also includes a collision condition of the new energy vehicle in which the motor control system (100) is located, and the first control device (140) is also used to determine whether the new energy vehicle has a collision with a severity level greater than a preset level before controlling the phase line cutting device (110) to cut off at least two phases of the three-phase line. 7. The motor control system (100) according to claim 1, characterized in that the first control device (140) comprises: An ignition module (141) connected to the phase line disconnection device (110); A first control module (142) is connected to the ignition module (141) and the detection device (120) respectively, and is used to control the phase line disconnection device (110) to disconnect at least two phases of the three-phase line through the ignition module (141) when at least one of the DC side fuse (FU) is disconnected and a bridge arm short circuit fault occurs in the power module (PM), and the rotation speed of the motor (M) is greater than a first preset rotation speed. 8. The motor control system (100) according to claim 7, characterized in that the motor control system (100) further comprises a second control device (150), the second control device (150) comprising: a second control module (151) and a drive module (153); wherein, The second control module (151) is connected to the detection device (120) and the drive module (153) respectively, and is used to control the drive module (153) to drive the power module (PM) to shut down when any one of the following occurs: the DC side fuse (FU) is disconnected, a bridge arm failure occurs in the power module (PM), and the rotation speed of the motor (M) is greater than a second preset rotation speed, wherein the second preset rotation speed is less than or equal to the first preset rotation speed. 9. The motor control system (100) according to claim 8, characterized in that the second control device (150) further comprises: A conversion module (152) connected to a control end of the power module (PM) via the drive module (153); A crash monitoring module (154) is connected to the second control module (151), the conversion module (152) and the drive module (153) respectively, and is used to control the drive module (153) to drive the power module (PM) to shut down through the conversion module (152) when the second control module (151) is detected to be dead, or to directly control the drive module (153) to drive the power module (PM) to shut down. 10. The motor control system (100) according to claim 8 or 9, characterized in that the motor control system (100) further comprises: A power supply device (170), comprising a first power supply module (171), wherein an input end of the first power supply module (171) is used to connect to a storage battery (10), an output end of the first power supply module (171) is connected to the drive module (153), and the first power supply module (171) is used to convert a first voltage provided by the storage battery (10) into a second voltage to supply power to the drive module (153); A third control device (160) is connected to the first power supply module (171) and is used to monitor the first power supply module (171) and, when an abnormality is detected in the first power supply module (171), control the drive module (153) to drive the power module (PM) to shut down. 11. The motor control system (100) according to claim 10, characterized in that the third control device (160) comprises: A power supply monitoring module (161) connected to the first power supply module (171) and used to monitor the first power supply module (171) and output a power supply abnormality protection signal to the isolation module (162) when an abnormality is detected in the first power supply module (171); The isolation module (162) is used to output an active short-circuit signal to the drive module (153) when receiving the power abnormality protection signal, so as to control the drive module (153) to drive the power module (PM) to shut down. 12. The motor control system (100) according to claim 11 is characterized in that the first control module (142) is also connected to the second control module (151), the power monitoring module (161) and the isolation module (162) respectively, and is also used to determine the occurrence of at least one of a communication anomaly with the second control module (151), receiving the power anomaly protection signal, and receiving the active short-circuit signal before controlling the phase line disconnection device to at least disconnect two phases of the three-phase line. 13. The motor control system (100) according to claim 10, characterized in that the input end of the first power supply module (171) is connected to the battery (10) through a first anti-reverse diode (D1), and the power supply device (170) further comprises: a voltage conversion module (172), the input end of the voltage conversion module (172) being connected to the power battery (Bat) and being used for reducing a third voltage output by the power battery (Bat) to the first voltage; a second power supply module (173), the input end of the second power supply module (173) being connected to the storage battery (10) and being used for converting the first voltage output by the storage battery (10) into a fourth voltage to supply power to the second control module (151); A third power supply module (174), wherein an input end of the third power supply module (174) is connected to the storage battery (10) via a second anti-reverse diode (D2), and is connected to an output end of the voltage conversion module (172) via a third anti-reverse diode (D3), and is used to convert a first voltage output by the storage battery (10) or the voltage conversion module (172) into a fifth voltage to supply power to the first control module (142). 14. The motor control system (100) according to claim 13, characterized in that the input end of the first power supply module (171) is further connected to the output end of the voltage conversion module (172) through a fourth anti-reverse diode (D4). 15. The motor control system (100) according to claim 10, characterized in that the input end of the first power supply module (171) is connected to the battery (10) via a fifth anti-reverse diode (D5) and a second anti-reverse diode (D2) in sequence, and the power supply device (170) further comprises: a voltage conversion module (172), the input end of the voltage conversion module (172) being connected to the power battery (Bat) and being used for reducing the third voltage output by the power battery (Bat) to the first voltage, wherein the input end of the first power supply module (171) is also connected to the output end of the voltage conversion module (172) via the fifth anti-reverse diode (D5) and the third anti-reverse diode (D3) in sequence; a second power supply module (173), wherein the input end of the second power supply module (173) is connected to the storage battery (10) via a sixth anti-reverse diode (D6) and the second anti-reverse diode (D2) in sequence, and is connected to the output end of the voltage conversion module (172) via the sixth anti-reverse diode (D6) and the third anti-reverse diode (D3) in sequence, and the second power supply module (173) is used to convert a first voltage output by the storage battery (10) or the voltage conversion module (172) into a fourth voltage to supply power to the second control module (151); A third power supply module (174), wherein an input end of the third power supply module (174) is connected to the storage battery (10) via the second anti-reverse diode (D2), and is connected to an output end of the voltage conversion module (172) via the third anti-reverse diode (D3), and is used to convert a first voltage output by the storage battery (10) or the voltage conversion module (172) into a fifth voltage to supply power to the first control module (142). 16. The motor control system (100) according to any one of claims 13 to 15, characterized in that the ignition module (141) and the phase line disconnection device (110) are connected to the battery (10) through the second anti-reverse diode (D2), and are connected to the output end of the voltage conversion module (172) through the third anti-reverse diode (D3). 17. A motor control method, comprising: When at least one of the DC side fuse is disconnected and the bridge arm short circuit fault occurs in the power module, and the speed of the motor is greater than the first preset speed, at least two phases of the three-phase line are cut off, wherein the DC end of the power module is provided with a DC bus for connecting to a power battery, the DC side fuse is provided on the DC bus, and the AC end of the power module is connected to the motor through the three-phase line. 18. The motor control method according to claim 17, characterized in that before cutting off at least two phases of the three-phase lines, the method further comprises: It is determined that the phase current of the motor is greater than a first preset current and lasts for more than a first preset time. 19. The motor control method according to claim 17, characterized in that before cutting off at least two phases of the three-phase lines, the method further comprises: It is determined that the duration of the bridge arm short circuit in the power module is greater than a second preset time. 20. The motor control method according to claim 17, characterized in that before cutting off at least two phases of the three-phase lines, the method further comprises: It is determined that the temperature of the power module is greater than a first preset temperature. 21. The motor control method according to claim 17, characterized in that before cutting off at least two phases of the three-phase lines, the method further comprises: It is determined that the new energy vehicle where the motor is located has a collision with a severity level greater than a preset level. 22. A computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the motor control method according to claims 17-21 is implemented. 23. A new energy vehicle (200), characterized by comprising: a power battery (Bat) and a motor control system (100) according to any one of claims 1 to 16.