Fly-by-wire drive-control integrated motor control system

Abstract

The invention provides a fly-by-wire drive-control integrated motor control system, which relates to the technical field of motor control, and comprises a main controller module, an input signal processing module, a single-path CAN communication module and a hardware integration module, the steering motor control sub-module, the driving motor control sub-module and the electronic brake control sub-module are integrated on the same circuit board through the hardware integration module, the system design is simplified, the reliability is improved, steering, driving and brake instructions are transmitted through a CAN bus, a time division multiplexing protocol is adopted, signal conflicts are avoided, and the system reliability is improved. And compared with traditional multi-channel communication, the wiring complexity is reduced, and the anti-interference capability is improved. In addition, the system can be compatible with various input devices, and the application scene is expanded. Through hardware integration and communication optimization, the problems of high complexity and poor real-time performance of a traditional system are solved, and the system is suitable for the field of intelligent vehicles and industrial automation and has high market application value.

Description

Technical Field

[0001] This invention relates to the field of motor control technology, and in particular to an integrated electric drive and control motor control system. Background Technology

[0002] With the continuous advancement of technology and the increasing development of intelligent technologies, the motor control systems of traditional remote-controlled electric vehicles, autonomous vehicles, and smart mobile devices have gradually revealed a series of problems. The steering, driving, and braking functions of traditional electric vehicles are typically implemented by independent controllers. While this control method can meet basic functional requirements, it has significant shortcomings in terms of system complexity, real-time performance, and scalability. Therefore, simplifying the system structure, reducing hardware dependencies, and improving overall performance while ensuring high efficiency has become an important direction for research and development in the industry.

[0003] Traditional remote-controlled electric vehicles and driverless vehicles typically employ distributed control systems, with steering, driving, and braking functions implemented by separate independent controllers. This distributed control approach presents significant system complexity issues. Because each controller requires independent wiring, power supply, and is responsible for controlling specific functions, the overall system size and weight often increase considerably, leading to a rise in the overall cost of the vehicle.

[0004] While traditional multi-controller designs in control systems ensure the independence of individual functional modules, they suffer from significant communication latency issues. In a multi-controller system, communication between modules typically relies on the transmission of analog or digital signals, which need to be connected to each controller via cables. If multiple signal transmission methods are used, signal interference and transmission delays become particularly pronounced. Signal transmission between multiple controllers not only requires multiple transmission channels, but the transmission speed and priority of each signal are also difficult to coordinate. This situation compromises the overall system's communication efficiency and real-time performance.

[0005] Besides system complexity and communication latency issues, traditional electric vehicle control systems also suffer from limitations in scalability and adaptability. In traditional multi-controller designs, each controller is responsible for a specific function, and these controllers are mostly optimized for single hardware devices. When new requirements arise or new control devices are added to the system, traditional systems often require extensive hardware and software upgrades to achieve compatibility. This not only increases system development time and cost but also limits the realization of new remote control devices or intelligent control requirements. Therefore, this invention proposes an integrated electric drive-wire motor control system to address the problems existing in the prior art. Summary of the Invention

[0006] To address the aforementioned problems, the present invention aims to propose an integrated electric drive-by-wire motor control system. This integrated electric drive-by-wire motor control system achieves coordinated control of steering, driving, and electronic braking through single-channel CAN communication, supports multiple input devices such as remote controls and joysticks, optimizes system efficiency and reliability, and solves the problems existing in the prior art.

[0007] To achieve the objectives of this invention, the invention is implemented through the following technical solution: an integrated electric drive-wire motor control system, comprising a main controller module for parsing CAN command frames and generating coordinated control strategies for steering, driving, and electronic braking;

[0008] The input signal processing module is used to convert analog signals from external control devices into digital instructions and encapsulate them into CAN instruction frames.

[0009] Single-channel CAN communication module: used to transmit CAN command frames using a time-division multiplexing protocol;

[0010] The hardware integration module is used to integrate the steering motor control submodule, the drive motor control submodule, and the electronic brake control submodule. The hardware integration module is directly connected to the main controller module through electrical pins, without the need for an internal communication bus.

[0011] A further improvement is that the main controller module includes an instruction parsing submodule for parsing instructions received via the CAN bus, a strategy generation submodule for generating corresponding control strategies based on input instructions and the current motor state, and a detection and protection submodule for fault detection and protection.

[0012] A further improvement is that the input signal processing module includes an AD conversion submodule for converting analog signals into digital signals, an input adapter submodule for adapting to different types of input devices, and an input device calibration submodule for calibrating the input signals.

[0013] A further improvement is that the single-channel CAN communication module includes a CAN bus communication management submodule for ensuring that instructions are transmitted according to a predetermined priority and a data frame scheduling submodule for encapsulating instructions into CAN instruction frames.

[0014] A further improvement is that the electronic brake control submodule includes:

[0015] The energy recovery unit is used to generate a reverse PWM wave by setting the IPM module to feed the braking energy back to the DC bus;

[0016] The mechanical braking unit is used to trigger the three-phase short-circuit braking of the external motor through the H-bridge circuit.

[0017] A further improvement is that the electronic brake control submodule has the following control strategy: when the braking intensity is ≤70%, energy recovery is activated; when the braking intensity is >70%, mechanical braking is applied.

[0018] A further improvement is that the CAN command frame includes:

[0019] Steering command frame ID: 0x01, drive command frame ID: 0x02, and electronic brake command frame ID: 0x03. The priority of the command frames decreases in that order. When command frames conflict, arbitration is carried out according to the rule that the smaller the ID value, the higher the priority.

[0020] A further improvement is that when the main controller module parses CAN commands, if the electronic braking command frame arrives at the same time as other commands, it stores them in the buffer queue according to the receiving time sequence, and processes the electronic braking command frame first in the next scheduling cycle, wherein the scheduling cycle is ≤5ms.

[0021] A further improvement is that the main controller module periodically sends a fault self-test code to the hardware integration module. If the hardware integration module does not respond, it triggers emergency braking, prioritizes the activation of the electronic brakes, and broadcasts a fault frame to the single-channel CAN communication module.

[0022] A further improvement is that the mechanical braking unit is equipped with a hardware emergency braking trigger pin. When the hardware emergency braking trigger pin receives a high level, it bypasses the main controller and directly activates the H-bridge lock-up circuit.

[0023] The beneficial effects of this invention are as follows: This invention integrates the steering motor control submodule, drive motor control submodule, and electronic brake control submodule onto the same circuit board through a hardware integration module, simplifying system design and improving reliability. Steering, drive, and braking commands are transmitted via a single CAN bus using a time-division multiplexing protocol to avoid signal conflicts. Compared to traditional multi-channel communication, this reduces wiring complexity and enhances anti-interference capabilities. Furthermore, this system is compatible with various input devices, expanding application scenarios. Therefore, this invention, through hardware integration and communication optimization, solves the problems of high complexity and poor real-time performance in traditional systems, making it suitable for intelligent vehicles and industrial automation, and possessing high market application value. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the system flow of the present invention. Detailed Implementation

[0025] To enhance understanding of the present invention, the present invention will be further described in detail below with reference to embodiments. These embodiments are only used to explain the present invention and do not constitute a limitation on the scope of protection of the present invention.

[0026] Traditional electric vehicles typically rely on independent steering motor drive controllers for steering control; drive control is handled by drive motor controllers; and braking is achieved through electronic brake controllers. To ensure the proper functioning of each controller, complex wiring connections are required, increasing production and maintenance costs and reducing system reliability. A failure in one controller can disrupt the entire system, further complicating repairs and increasing costs. Furthermore, the interconnectivity of these independent controllers adds complexity to the overall system design due to the increased complexity of wiring and signal transmission. In multi-controller scenarios, signal interference and attenuation can also lead to communication delays, affecting the system's real-time responsiveness. For control systems requiring rapid response (such as braking and steering control in autonomous vehicles), such delays can pose serious safety hazards.

[0027] In electric vehicle control systems, the three main functions—steering, driving, and braking—require real-time responses to external input signals, such as driver input and environmental changes (e.g., obstacles, road conditions). Significant communication delays or signal conflicts in multi-controller systems can lead to braking delays, inaccurate steering, or unstable driving, impacting vehicle safety and the driving experience. For autonomous vehicles, real-time performance and accuracy are paramount. Therefore, the traditional design of multi-channel signal transmission and independent control systems is increasingly showing its limitations, failing to meet the demands of future intelligent transportation and efficient driving systems.

[0028] While existing technologies, such as Qinhuangdao Daze Electromechanical's "Integrated Drive and Control Direct Drive Motor System" (CN222215449U), have achieved system lightweighting and simplified controller quantity through integrated drive and feedback modules, certain technical limitations still exist. Although these systems can reduce size and cost, they still do not address how to effectively achieve multi-command coordinated control, especially the integrated control and real-time coordinated scheduling of steering, drive, and braking systems, which remains a challenge.

[0029] For example, while Ganzhou Xinhu's "integrated drive and control servo motor" (CN118214224B) simplifies the drive control structure, it does not integrate steering and braking functions, and is somewhat lacking in adapting to the needs of new intelligent control systems. Meanwhile, FAW's motor controller patent (CN119376369A) primarily focuses on fault detection and does not involve multi-instruction integration; this single technical solution limits the system's flexibility and scalability.

[0030] Therefore, the steering, driving, and braking functions of traditional remote-controlled electric vehicles are usually implemented by independent controllers, which has the following problems:

[0031] 1. System complexity: Multiple controllers require independent wiring, increasing size and cost;

[0032] 2. Communication delay: Multi-channel signal transmission is prone to interference, affecting real-time performance;

[0033] 3. Poor scalability: It is difficult to adapt to new remote control devices or intelligent control needs.

[0034] Therefore, based on Figure 1 As shown, this embodiment proposes an integrated electric drive-by-wire motor control system, including:

[0035] The main controller module is used to parse CAN command frames and generate coordinated control strategies for steering, drive, and electronic braking, and includes:

[0036] The instruction parsing submodule is used to parse instructions received via the CAN bus. It receives instruction frames transmitted via the CAN bus and parses them. This submodule not only needs to parse the data in the instruction frame, but also needs to verify the format and integrity of the instruction. It ensures the correctness of each instruction before proceeding with further processing. Specifically, it has an internal instruction verification mechanism that uses CRC check and other methods to ensure the integrity and correctness of the CAN instruction frame.

[0037] The strategy generation submodule is used to generate corresponding control strategies based on input commands and the current motor status. Specifically, it generates corresponding control strategies based on the input commands (steering, driving, electronic braking) and the current motor operating status (such as motor speed, temperature, battery level, load, etc.). These control strategies guide the main controller on how to coordinate the operation of each motor and ensure that the system operates within a predetermined safety range. For example:

[0038] Generate the corresponding steering angle adjustment strategy according to the requirements of the steering command frame (ID: 0x01);

[0039] Generate the speed and torque control strategy for the drive motor based on the drive command frame (ID: 0x02);

[0040] A braking intensity control strategy is generated based on the electronic braking command frame (ID: 0x03).

[0041] The detection and protection submodule, used for fault detection and protection, periodically sends fault self-test codes to the hardware integrated module. If the hardware integrated module does not respond, it triggers emergency braking, prioritizing the electronic brakes and broadcasting a fault frame to the single-channel CAN communication module. Specifically, the main controller module (executed by the detection and protection submodule) sends a self-test signal to the hardware integrated module at preset intervals (every 1ms to 5ms), requesting a normal feedback signal. Upon receiving feedback of a failed self-test code, it immediately triggers emergency braking, prioritizing the electronic brakes and performing energy recovery or mechanical braking based on the current braking intensity. Further, after triggering emergency braking, a fault frame is broadcast via the single-channel CAN communication module. The broadcast fault frame includes information such as the fault type, occurrence time, and fault module ID, ensuring that all other modules in the system receive the fault signal and respond promptly. Correspondingly, after the hardware integrated module responds with a recovery signal, the system deactivates the emergency braking and readjusts to normal operating mode.

[0042] In this embodiment, fault type monitoring includes overvoltage protection, overcurrent protection, and temperature monitoring. Overvoltage protection monitors the battery voltage and the voltage of each motor to prevent damage to the battery or motor due to excessive voltage. Overcurrent protection monitors the current flow to prevent damage to the motor and battery due to excessive current. Temperature monitoring monitors the temperature of the motor and the control chip to prevent system failure due to excessive temperature.

[0043] When parsing CAN commands, if the electronic braking command frame arrives simultaneously with other commands (such as steering and drive commands), it is stored in a buffer queue according to the reception sequence. In the next scheduling cycle, the electronic braking command frame is processed first to ensure priority response to emergency braking and prevent system delays, especially in cases of malfunction or when rapid braking is required. Specifically, the scheduling cycle is ≤5ms. Alternatively, if the electronic braking command frame arrives almost simultaneously with other command frames (such as steering and drive commands), the main controller module first sorts all received commands and stores them in a buffer queue (which temporarily stores all received command frames) according to the reception sequence. When a command frame is stored in the queue, its reception timestamp (reception sequence) is marked to ensure that commands are processed in the correct order. Accordingly, in the next scheduling cycle, the main controller will prioritize processing the electronic braking command to ensure a timely response to emergency braking signals.

[0044] The input signal processing module converts analog signals from external control devices (such as remote controls, joysticks, and mobile apps) into digital commands via AD conversion, and encapsulates them into CAN command frames via the CAN bus for transmission to the main controller for processing. This process ensures that different types of input signals can be accurately and reliably identified and responded to by the system, thus ensuring compatibility with various input devices (such as remote controls, joysticks, and mobile apps) and expanding application scenarios. Specifically, it includes:

[0045] An AD conversion submodule for converting analog signals into digital signals, supporting AD conversion with high precision and high sampling rate, ensuring high accuracy even in high dynamic environments;

[0046] The input adapter submodule is responsible for adapting to different types of input devices. It supports an automatic switching mechanism and can seamlessly switch between different input devices to ensure smooth operation.

[0047] The input device calibration submodule, used to calibrate input signals, provides a manual calibration interface for real-time adjustment via PC or APP, ensuring long-term compatibility between the device and the controller.

[0048] Single-channel CAN communication module: Used to transmit CAN command frames using a time-division multiplexing protocol (this protocol divides the transmission channel into multiple time slots, each time slot transmitting only one command frame. Within each scheduling cycle, the system determines which command frame to transmit in the current time slot based on command priority and reception timing). This means transmitting steering, drive, and braking commands through a single CAN bus. The time-division multiplexing protocol (multi-frame transmission based on ID priority) avoids signal collisions, reducing wiring complexity and improving anti-interference capabilities compared to traditional multi-channel communication. Specifically, it includes:

[0049] The CAN bus communication management submodule is used to ensure that instructions are transmitted according to a predetermined priority. It supports data flow control and can dynamically adjust the transmission rate according to real-time needs to avoid insufficient bandwidth and data congestion.

[0050] A data frame scheduling submodule is used to encapsulate instructions into CAN command frames and transmit them via a time-division multiplexing protocol. Furthermore, the CAN command frame includes:

[0051] Steering command frame ID: 0x01, drive command frame ID: 0x02, and electronic brake command frame ID: 0x03. The priority of the command frames decreases in that order. When command frames conflict, arbitration is carried out according to the rule that the smaller the ID value, the higher the priority. This ensures that the system can respond to external inputs accurately and in a timely manner, and achieve effective control of steering, drive, and braking.

[0052] The single-channel CAN communication module uses a time-division multiplexing protocol and data flow control to ensure that command frames are transmitted in a predetermined priority order. The CAN bus communication management submodule within the single-channel CAN communication module is responsible for priority transmission and bandwidth management, while the data frame scheduling submodule is responsible for encapsulating commands and transmitting them according to the time-division multiplexing protocol. This effectively avoids data conflicts and congestion, ensuring that the system can respond accurately and promptly to external inputs, achieving effective control of steering, drive, and braking.

[0053] The hardware integration module integrates the steering motor control submodule, drive motor control submodule, and electronic brake control submodule. This module connects directly to the main controller module via electrical pins, eliminating the need for an internal communication bus. Therefore, by integrating these modules, the number of components is significantly reduced, optimizing the overall system layout and complexity. Furthermore, direct communication with the main controller module via electrical pins simplifies circuit layout, reduces data transmission latency, and improves signal transmission stability.

[0054] Furthermore, the electronic brake control submodule includes:

[0055] The energy recovery unit is used to generate a reverse PWM wave by setting the IPM module (integrated power module) to feed the vehicle's braking energy back to the DC bus for use or storage by other parts of the system (such as the battery).

[0056] The mechanical braking unit is used to trigger a three-phase short-circuit braking of the external motor via an H-bridge circuit. This means the H-bridge circuit can quickly stop the motor's rotation by short-circuiting its three-phase windings, thus achieving forced braking. This process generates significant braking force and is suitable for emergency braking or situations requiring strong braking performance.

[0057] The electronic brake control submodule has the following control strategy: when the braking intensity is ≤70%, energy recovery is activated to save energy and improve the overall efficiency of the system. When the braking intensity is >70%, mechanical braking is added. At this time, the mechanical braking and energy recovery mechanism work together to provide greater braking force and ensure the sufficiency and safety of the braking effect.

[0058] The mechanical braking unit is equipped with a hardware emergency brake trigger pin. When the hardware emergency brake trigger pin receives a high level, it bypasses the main controller and directly activates the H-bridge lock-up circuit. Furthermore, the hardware emergency brake trigger pin can quickly trigger the mechanical braking system to forcibly stop the vehicle in the event of a main controller failure or when the system needs to be stopped immediately, ensuring safety and avoiding safety issues caused by main controller processing delays or failures.

[0059] Therefore, the hardware integration module integrates the steering motor control submodule, drive motor control submodule, and electronic brake control submodule onto the same circuit board, simplifying system design and improving reliability. The electronic brake control submodule achieves efficient braking control through the coordinated operation of energy recovery and the mechanical braking unit, and automatically adjusts its operating mode according to the braking intensity. In emergency situations, the hardware emergency braking trigger pin provides a rapid mechanical braking response, ensuring system safety.

[0060] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the present invention without departing from its framework and scope of application, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A motor control system integrating electric drive and control, characterized in that: It includes a main controller module, which is used to parse CAN command frames and generate coordinated control strategies for steering, driving and electronic braking; The input signal processing module is used to convert analog signals from external control devices into digital instructions and encapsulate them into CAN instruction frames. Single-channel CAN communication module: used to transmit CAN command frames using a time-division multiplexing protocol; The hardware integration module is used to integrate the steering motor control submodule, the drive motor control submodule, and the electronic brake control submodule. The hardware integration module is directly connected to the main controller module through electrical pins, without the need for an internal communication bus.

2. The integrated electric drive and control motor control system according to claim 1, characterized in that: The main controller module includes an instruction parsing submodule for parsing instructions received via the CAN bus, a strategy generation submodule for generating corresponding control strategies based on input instructions and the current motor state, and a detection and protection submodule for fault detection and protection.

3. The integrated electric drive and control motor control system according to claim 1, characterized in that: The input signal processing module includes an AD conversion submodule for converting analog signals into digital signals, an input adapter submodule for adapting to different types of input devices, and an input device calibration submodule for calibrating input signals.

4. The integrated electric drive and control motor control system according to claim 1, characterized in that: The single-channel CAN communication module includes a CAN bus communication management submodule for ensuring that instructions are transmitted according to a predetermined priority and a data frame scheduling submodule for encapsulating instructions into CAN instruction frames.

5. The integrated electric drive and control motor control system according to claim 1, characterized in that: The electronic brake control submodule includes: The energy recovery unit is used to generate a reverse PWM wave by setting the IPM module to feed the braking energy back to the DC bus; The mechanical braking unit is used to trigger the three-phase short-circuit braking of the external motor through the H-bridge circuit.

6. The integrated electric drive and control motor control system according to claim 5, characterized in that: The control strategy of the electronic brake control submodule is as follows: when the braking intensity is ≤70%, energy recovery is activated; when the braking intensity is >70%, mechanical braking is superimposed.

7. The integrated electric drive and control motor control system according to claim 1, characterized in that: The CAN command frame includes: Steering command frame ID: 0x01, drive command frame ID: 0x02, and electronic brake command frame ID: 0x03. The priority of the command frames decreases in that order. When command frames conflict, arbitration is carried out according to the rule that the smaller the ID value, the higher the priority.

8. The integrated electric drive and control motor control system according to claim 1, characterized in that: When parsing CAN commands, if the electronic braking command frame arrives at the same time as other commands, the main controller module stores it in the buffer queue according to the receiving time sequence and processes the electronic braking command frame first in the next scheduling cycle, wherein the scheduling cycle is ≤5ms.

9. The integrated electric drive and control motor control system according to claim 1, characterized in that: The main controller module periodically sends fault self-test codes to the hardware integration module. If the hardware integration module does not respond, it triggers emergency braking, prioritizes the activation of electronic brakes, and broadcasts a fault frame to the single-channel CAN communication module.

10. The integrated electric drive and control motor control system according to claim 5, characterized in that: The mechanical braking unit is equipped with a hardware emergency braking trigger pin. When the hardware emergency braking trigger pin receives a high level, it bypasses the main controller and directly activates the H-bridge lock-up circuit.

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