Electric vehicle driving environment electromagnetic interference detection and early warning device and design method

Abstract

The application discloses a kind of electromagnetic interference detection early warning devices of electric vehicle driving environment, including vehicle electromagnetic interference signal acquisition module and vehicle electromagnetic interference signal acquisition module, vehicle electromagnetic interference signal acquisition module and vehicle electromagnetic interference signal acquisition module are simultaneously connected inside signal acquisition processing module, inside signal acquisition processing module connects vehicle signal response early warning module.The application also discloses a kind of electromagnetic interference detection early warning devices of electric vehicle driving environment design method, accurate, not influenced by external factors real-time electromagnetic environment electromagnetic interference signal can be obtained by the application, guarantee the safe and stable operation environment of electric vehicle.

Description

Technical Field

[0001] This invention belongs to the field of electromagnetic compatibility technology for electric vehicles, and relates to an electromagnetic interference detection and early warning device for the driving environment of electric vehicles. This invention also relates to the design method of the above-mentioned device. Background Technology

[0002] With the increasing severity of energy shortages and environmental pollution, electric vehicles have gradually replaced traditional vehicles as a new trend in automotive development in recent years. However, compared to traditional vehicles, electric vehicles have a higher degree of integration and electrification, and their internal electrical systems are highly complex. Various high-power and high-frequency electronic components are easily affected by electromagnetic interference, making it difficult for electric vehicles to meet national standards. Therefore, in daily driving, when electric vehicles are in complex electromagnetic environments, there is no device on the vehicle that can monitor the electromagnetic interference around the vehicle and provide timely warnings and assessments when electromagnetic interference exceeds the standard, resulting in a compromised driving safety. Therefore, based on the above problems, there is a need to design a highly reliable, real-time recording, and low-cost electromagnetic environment detection and electromagnetic interference hazard warning device for electric vehicles. Currently, the impact of radiation interference generated by complex electromagnetic environments on electric vehicles is addressed by blindly adding filters and shielding in the frequency bands exceeding the standard, lacking standardized detection devices. Furthermore, when electromagnetic interference signals exceed the standard, there is no device on the electric vehicle that can provide timely warnings of electromagnetic interference hazards and assess the damage caused by electromagnetic interference. Summary of the Invention

[0003] The purpose of this invention is to provide an electromagnetic interference detection and early warning device for the driving environment of electric vehicles. This device can obtain accurate real-time electromagnetic interference signals that are unaffected by external factors, thus ensuring a safe and stable operating environment for electric vehicles.

[0004] The purpose of this invention is also to provide a design method for an electromagnetic interference detection and early warning device for electric vehicle driving environment.

[0005] The first technical solution adopted in this invention is an electromagnetic interference detection and early warning device for electric vehicle driving environment, including an external electromagnetic interference signal acquisition module and an internal electromagnetic interference signal acquisition module. The external electromagnetic interference signal acquisition module and the internal electromagnetic interference signal acquisition module are simultaneously connected to an internal signal acquisition and processing module, and the internal signal acquisition and processing module is connected to an internal signal response and early warning module.

[0006] The first technical solution of this invention is further characterized by:

[0007] The external electromagnetic interference signal acquisition module includes antenna probe modules located at five positions: the front of the vehicle, the rear of the vehicle, the two side doors of the vehicle, and the roof of the vehicle. Each antenna probe module includes four types of electromagnetic field antenna probes, namely: antenna probe model A, antenna probe model B, antenna probe model C, and antenna probe model D.

[0008] The in-vehicle electromagnetic interference signal acquisition module includes current probe A and current probe B, which are respectively installed on two cables connecting the motor drive system to wheel III and wheel IV.

[0009] The internal signal acquisition and processing module includes a signal sampling and processing module, which in turn includes a signal processing module and an ADC sampling module. The antenna probe modules at five locations and the in-vehicle electromagnetic interference signal acquisition module are respectively connected to six signal processing modules, namely signal processing module I, signal processing module II, signal processing module III, signal processing module IV, signal processing module V, and signal processing module VI. Signal processing modules I, II, III, IV, V, and VI are respectively connected to ADC sampling modules I, II, III, IV, V, and VI. ADC sampling modules I, II, III, IV, V, and VI are all connected to the DSP control module, which is connected to the storage and recording module.

[0010] The in-vehicle signal response warning module includes a motor control unit (MCU) and an audio module, both of which are connected to a DSP control module.

[0011] The second technical solution adopted in this invention is a design method for an electromagnetic interference detection and early warning device for electric vehicle driving environment, which specifically includes the following steps:

[0012] Step 1: Determine the frequency band range for detecting electromagnetic interference signals of the vehicle being measured;

[0013] Step 2: Design an antenna probe for collecting electromagnetic radiation interference signals;

[0014] Step 3: Determine the parameters and selection of the internal signal acquisition and processing module;

[0015] Step 4: Select the current probe in the in-vehicle electromagnetic interference signal acquisition module;

[0016] Step 5: Determine the conduction EMI warning and fault handling strategy for the electric vehicle motor drive system;

[0017] Step 6: Determine the radiated EMI warning and fault handling strategy for the electric vehicle motor drive system.

[0018] The second technical solution of the present invention is further characterized by:

[0019] The specific process of step 5 is as follows:

[0020] If I set1 ≤I s ≤I set2 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0021]

[0022] If in the next Δt2 seconds, I s Still greater than or equal to I set1 And less than or equal to I set2 When the car begins to brake, Δt2 is selected according to the following formula:

[0023]

[0024] Among them, I s For in f smin ~f smax Interference current signal acquired in the frequency band, I s1 For frequency f smin Interference current signal I collected by the current probe s2 For frequency f smax Interference current signal I collected by the current probe set1 The standard specifies the first-level limit for interference current immunity of automotive electric drive systems in the 0.15MHz-80MHz frequency band. Δt1 is the response time required for the conducted interference warning control system to issue a warning. N is the number of sampling points for the interference current signal in one cycle. Δt2 is the system's monitoring and judgment time for the interference current signal.

[0025] If I set2 ≤I s ≤I set3 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0026]

[0027] If in the next Δt2 seconds, I s Still greater than or equal to I set2 And less than or equal to I set3When the car begins to brake, Δt2 is selected according to the following formula:

[0028]

[0029] Among them, I set2 This refers to the second-level limit of interference current for the immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard.

[0030] If I s ≤I set3 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0031]

[0032] If in the next Δt2 seconds, I s Still greater than or equal to I set3 When the car begins to brake, Δt2 is selected according to the following formula:

[0033]

[0034] Among them, I set3 This is the third-level limit for interference current immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard.

[0035] Step 6 involves the following steps: Based on the radiated electromagnetic interference signals in the 20MHz-2GHz frequency band collected by the electromagnetic field probe, the 20MHz-2GHz frequency band is divided into 4 sub-bands:

[0036] First sub-band f v1 ~f v2 The range is 20MHz–200MHz;

[0037] The second sub-band f v3 ~f v4 The range is 200.000001MHz—800MHz;

[0038] The third sub-band f v5 ~f v6 The range is 800.000001MHz—1.4GHz;

[0039] The fourth sub-band f v7 ~f v8 The range is 1.400000001GHz—2GHz;

[0040] For f respectively v1 ~f v2 f v3 ~f v4 fv5 ~f v6 f v7 ~f v8 Design a frequency band radiated EMI early warning and fault handling strategy.

[0041] In step 6, for f v1 ~f v2 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows:

[0042] If H set1≤ H s ≤H set2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0043]

[0044] If in the next Δt s2 Within seconds, H s Still greater than or equal to H set1 And less than or equal to H set2 The car begins to brake, Δt s2 Select according to the following formula:

[0045]

[0046] Among them, H set1 H represents the first-level magnetic field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard. s1 For frequency f v1 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe, H s2 For frequency f v2 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe, Δt s1 The response time required for the radiation interference early warning control system to issue an early warning, Δt s2 v represents the system's monitoring and judgment time for radiated interference signals. c The speed at which the car is traveling;

[0047] If H set2 ≤H s ≤H set3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0048]

[0049] If in the next Δt s2 Within seconds, Hs Still greater than or equal to H set2 And less than or equal to H set3 The car begins to brake, Δt s2 Select according to the following formula:

[0050]

[0051] Among them, H set2 The magnetic field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard.

[0052] If H s ≥H set3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0053]

[0054] If in the next Δt s2 Within seconds, H s Still greater than or equal to H set3 The car begins to brake, Δt s2 Select according to the following formula:

[0055]

[0056] Among them, H set3 The magnetic field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard.

[0057] For f v3 ~f v4 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows:

[0058] If E a1 ≤E s1 ≤E a2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0059]

[0060] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a1 And less than or equal to E a2 The car begins to brake, Δt s2 Select according to the following formula:

[0061]

[0062] Among them, E a1 The electric field strength limit for the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz–800MHz frequency band, as specified in the national standard, is E. H1 For frequency f v3 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H2 For frequency f v4 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0063] If E a2 ≤E s1 ≤E a3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0064]

[0065] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a2 And less than or equal to E a3 The car begins to brake, Δt s2 Select according to the following formula:

[0066]

[0067] Among them, E a2 The electric field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard.

[0068] If E s1 ≥E a3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0069]

[0070] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a3 The car begins to brake, Δt s2 Select according to the following formula:

[0071]

[0072] Among them, E a3The limit for electric field strength in the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard.

[0073] For f v5 ~f v6 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows:

[0074] If E b1 ≤E s2 ≤E b2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0075]

[0076] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b1 And less than or equal to E b2 The car begins to brake, Δt s2 Select according to the following formula:

[0077]

[0078] Among them, E b1 The electric field strength limit for the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz–1.4GHz frequency band, as specified in the national standard, is E. H3 For frequency f v5 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H4 For frequency f v6 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0079] If E b2 ≤E s2 ≤E b3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0080]

[0081] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b2 And less than or equal to E b3 The car begins to brake, Δt s2 Select according to the following formula:

[0082]

[0083]

[0084] Among them, E b2 This refers to the second-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz–1.4GHz frequency band, as specified in the national standard.

[0085] If E s2 ≥E b3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0086]

[0087] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b3 The car begins to brake, Δt s2 Select according to the following formula:

[0088]

[0089] Among them, E b3 The limit for electric field strength in the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard.

[0090] For f v7 ~f v8 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows:

[0091] If E c1 ≤E s3 ≤E c2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0092]

[0093] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c1 And less than or equal to E c2 The car begins to brake, Δt s2 Select according to the following formula:

[0094]

[0095] Among them, Ec1 The electric field strength limit for the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard, is E. H5 For frequency f v7 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H6 For frequency f v8 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0096] If E c2 ≤E s3 ≤E c3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0097]

[0098] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c2 And less than or equal to E c3 The car begins to brake, Δt s2 Select according to the following formula:

[0099]

[0100] Among them, E c2 The electric field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

[0101] If E s3 ≥E c3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0102]

[0103] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c3 The car begins to brake, Δt s2 Select according to the following formula:

[0104]

[0105] Among them, E c3 This refers to the electric field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

[0106] The beneficial effects of this invention are that, in response to the complex electromagnetic environment that electric vehicles may encounter during operation, this invention designs a device for real-time monitoring of the external electromagnetic environment and early warning of electromagnetic interference hazards. This device can perform online monitoring of multi-scale, wide-spectrum electromagnetic interference signals around the electric vehicle, and simultaneously control the vehicle to issue hazard warnings when electromagnetic interference signals exceed the standard. This solves the problem that electric vehicles cannot monitor and assess the complex electromagnetic environment around them in real time during operation, and can effectively prevent the radiation interference generated by the electromagnetic environment from causing harm to the electric vehicle during operation, thus ensuring a safe and stable driving environment for the electric vehicle. Attached Figure Description

[0107] Figure 1 Top view of the placement of the vehicle's external antenna probe;

[0108] Figure 2 This is a front view of the placement of the vehicle's external antenna probe.

[0109] Figure 3 This is a schematic diagram showing the placement of the external antenna probe at the rear of the vehicle.

[0110] Figure 4 This is a schematic diagram showing the placement of the external antenna probes on the left and right doors of a car.

[0111] Figure 5 This is a diagram showing the internal structure of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to the present invention.

[0112] Figure 6 This is a schematic diagram showing the connection between the electric vehicle driving environment electromagnetic interference detection and early warning device and the external antenna probe inside the vehicle.

[0113] Figure 7 This is a flow diagram of electromagnetic interference signals between the external antenna probe module and the internal module of the electromagnetic interference detection and early warning device for the electric vehicle driving environment of the present invention.

[0114] Figure 8 This is a schematic diagram of the connection inside the vehicle in the electromagnetic interference detection and early warning device for electric vehicle driving environment of the present invention;

[0115] Figure 9 This is a flow diagram of electromagnetic interference signals between the antenna probe module, the internal module of the electromagnetic interference detection and early warning device for electric vehicle driving environment of the present invention, and the internal system of the vehicle.

[0116] In the diagram, 1-1. Antenna probe model A, 1-2. Antenna probe model B, 1-3. Antenna probe model C, 1-4. Antenna probe model D;

[0117] 5-1. Signal sampling and processing module; 5-2. Storage and recording module; 5-3. DSP control module; 5-4. Power button; 5-5. Start button; 5-6. Stop button; 5-7. Pause button; 5-8. USB port; 5-9. External power interface.

[0118] 8-1. Audio module, 8-2. Current probe A, 8-3. Current probe B, 8-4. Motor control unit MCU. Detailed Implementation

[0119] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0120] The preparatory work for the electromagnetic interference detection and early warning device for electric vehicle driving environment of the present invention is as follows:

[0121] like Figure 1 As shown, electromagnetic field antenna probes are installed at the front, rear, both side doors, and roof of the car. Each probe module contains four types of electromagnetic field antenna probes: antenna probe model A1-1, antenna probe model B1-2, antenna probe model C1-3, and antenna probe model D1-4. The antenna probes can collect electromagnetic interference signals from complex electromagnetic environments other than the ground. The distance between any two antenna probes is d.

[0122] like Figure 2 As shown, four antenna probes, namely antenna probe model A1-1, antenna probe model B1-2, antenna probe model C1-3 and antenna probe model D1-4, are installed at the front of the car, below the bumper of the electric vehicle's hood. The distance between each pair of antenna probes is d.

[0123] like Figure 3 As shown, four antenna probes, namely antenna probe model A1-1, antenna probe model B1-2, antenna probe model C1-3 and antenna probe model D1-4, are installed at the rear of the car on the bumper below the trunk door of the electric vehicle. The distance between each pair of antenna probes is d.

[0124] like Figure 4 As shown, four different types of antenna probes are installed on the side of the car, on the crossbeams below the left and right doors of the electric vehicle. The distance between each pair of antenna probes is d.

[0125] like Figure 5 As shown, the outer casing of the electromagnetic interference detection and early warning device for electric vehicle driving environment of the present invention has 5 slots to provide a connection between the internal module of the device and the external antenna probe. In addition, the outer casing is also equipped with four buttons and two interfaces.

[0126] The four buttons are: Power button 5-4, which controls the power supply to the device; Start button 5-5, which allows the device to start detecting and storing electromagnetic signals; Stop button 5-6, which stops the detection and recording of electromagnetic signals; and Pause button 5-7, which temporarily stops the detection and recording of electromagnetic signals during operation.

[0127] The two interfaces are USB port 5-8 and external power interface 5-9. USB port 5-8 is used to connect the device to an external computer for the transmission of electromagnetic signal data; external power interface 5-9 is used to provide power to the device from an external power source.

[0128] Each antenna probe is connected to the inside of the device via a cable that passes through a slot in the device housing. The specific cable routing is as follows: Figure 6 As shown.

[0129] like Figure 7 As shown, the external electromagnetic interference signal acquisition module (i.e., antenna probes, with five probe module positions outside the vehicle: probe module position I is on the roof, probe module position II is at the front of the vehicle, probe module position III is at the rear of the vehicle, probe module position IV is on the left side of the vehicle, and probe module position V is on the right side of the vehicle. Each probe module position houses four antenna probes of model A1-1, model B1-2, model C1-3, and model D1-4) which transmit the collected environmental electromagnetic interference signals to the signal sampling and processing module 5-1. The signal sampling and processing module 5-1 includes a signal processing module and an ADC sampling module (the five probe module positions are respectively connected to five signal processing modules). The signal is amplified and processed by five signal processing modules (signal processing module I, signal processing module II, signal processing module III, signal processing module IV, and signal processing module V) to meet the input voltage range of the ADC sampling module. The signal is then transmitted to the ADC sampling module (there are also five ADC sampling modules, corresponding to the five signal processing modules, namely ADC sampling module I, ADC sampling module II, ADC sampling module III, ADC sampling module IV, and ADC sampling module V). After ADC digital-to-analog conversion, the converted digital signal is transmitted to the DSP control module 5-3. The DSP control module 5-3 stores the digital signal in the storage and recording module 5-2 for recording.

[0130] Each antenna probe, current probe, and audio module is connected to the internal components of the device via a cable that passes through a slot in the device housing. The motor drive system, which connects to wheels III and IV, is connected to the electric vehicle motor control unit (MCU) via a cable, which then passes through a slot in the device housing to connect to the internal components. The specific cable routing is as follows: Figure 8 As shown.

[0131] The present invention provides an electromagnetic interference detection and early warning device for electric vehicle driving environment, the structure of which is as follows: Figure 8 As shown, the signal flow direction is as follows Figure 9 As shown, the in-vehicle electromagnetic interference signal acquisition module includes current probe A8-2 and current probe B8-3. Antenna probes A1-1, B1-2, C1-3, and D1-4 are grouped together. Antenna probe A1-1 acquires signals in the f... min Electromagnetic radiation interference signal ~f1; antenna probe B1-2 collects signals in the frequency band from f1 to f 2h Electromagnetic radiation interference signals; antenna probe C1-3 collects signals in the frequency band from f1 to f2. 3e Electromagnetic radiation interference signals; antenna probe D1-4 collects frequency bands in f 3e Five groups of electromagnetic radiation interference signals of ~f4 were installed on the front bumper, the lower bumper of the trunk, the lower part of the left and right doors, and the lower part of the sunroof of the electric vehicle, i.e., probe module positions I to V. The frequency band on the two cables connecting the motor drive system to wheels III and IV was monitored using current probes A 8-2 and B 8-3 at f4. smin ~f smax Interference current signals are collected. Electromagnetic radiation signals and interference current signals are transmitted via cables to internal modules of the device. The device includes a signal sampling and processing module 5-1 (which includes a signal processing module and an ADC sampling module), comprising six signal processing modules (Modules I to VI); six ADC sampling modules (Modules I to VI); a DSP control module 5-3; and a storage and recording module 5-2. After processing by the early warning strategy, control signals are transmitted via cables to the electric vehicle's onboard communication module, motor control unit MCU 8-4, and audio module 8-1. The motor control unit MCU 8-4 then sends signals to control the motor drive system and execute early warning measures.

[0132] like Figure 9As shown, the external electromagnetic interference signal acquisition module transmits the acquired environmental electromagnetic interference signals to the signal processing module; the internal electromagnetic interference signal acquisition module (i.e., the internal structural module of the external electromagnetic environment early warning and assessment device) transmits the acquired interference current signals to the signal processing module. The acquired environmental radiated electromagnetic interference signals and electromagnetic interference current signals are amplified and processed by the signal processing module (including the corresponding 6 signal processing modules I to IV) to meet the input voltage range of the ADC sampling module, and then transmitted to the ADC sampling module (corresponding to the 6 ADC sampling modules I to IV). After digital-to-analog conversion by the ADC sampling module, the converted digital signal is transmitted to the DSP control module 5-3. The DSP control module 5-3 stores the digital signal in the storage and recording module 5-2 for recording and sends a signal to the motor control unit MCU 8-4. The motor control unit MCU 8-4 controls the motor drive system, which in turn controls the motor system to decelerate the vehicle.

[0133] Depending on whether the excessive electromagnetic interference signal is environmental radiation electromagnetic interference or in-vehicle conducted electromagnetic interference, different alarm bells will be issued and a warning report will be sent to the vehicle owner's communication device.

[0134] This invention relates to an electromagnetic interference detection and early warning device for electric vehicle driving environments. It uses an external electromagnetic field antenna probe module to collect electromagnetic interference signals in complex electromagnetic environments in real time. Each antenna probe module contains four types of electromagnetic field antenna probes. Depending on the selected antenna probe type (electromagnetic field, electric field, or magnetic field), the electromagnetic interference signal within the sampling frequency band is collected from both electric and magnetic field perspectives. Since the voltage value of the electromagnetic interference signal collected by the antenna probe is very small and does not meet the input voltage range of the ADC sampling module, the voltage signal is first amplified by a signal processing module before being input into the ADC sampling module. The electromagnetic interference signal after passing through the ADC sampling module is converted from an analog signal to a digital signal output. The digital signal is then transmitted to the DSP control module 5-3, which transmits the electromagnetic interference digital signal to the storage and recording module 5-2. Finally, the electromagnetic interference signal stored in the storage and recording module 5-2 is transmitted to a computer via the device's USB port 5-8. The software then processes and analyzes the electromagnetic interference signal to generate a report. The electromagnetic interference early warning device uses an external electromagnetic field antenna probe module to monitor electromagnetic radiation interference signals in complex electromagnetic environments in real time, and an internal current probe module to monitor electromagnetic interference currents on the cables of the left and right wheels of the vehicle's motor drive system in real time. The collected radiated and conducted electromagnetic interference signals are processed by a signal processing module and then input into an ADC sampling module, where they are converted into digital signals and input to the DSP control module 5-3, and stored in the storage and recording module 5-2. Simultaneously, the DSP control module 5-3 generates early warning signals through a series of early warning strategies.

[0135] First, determine the type of interference based on whether the antenna probe is an electromagnetic field antenna probe or a current probe. Signals collected by an electromagnetic field antenna probe are radiated electromagnetic interference (EMI); signals collected by a current probe are conducted current interference (DCI). Specifically, current probes A 8-2 and B 8-3 collect signals with frequencies in the range f... smin ~f smax Interference current signal I s Electromagnetic field antenna probe A 1-1 and electromagnetic field antenna probe B 1-2 collect data at frequencies in the range of f. v1 ~f v2 Radiated electromagnetic interference magnetic field signal H s Electromagnetic field antenna probes C1-3 and D1-4 collect data at frequencies in the range of f. v3 ~f v4 Radiated electromagnetic interference electric field signal E s1 Frequency at f v5 ~f v6 Radiated electromagnetic interference electric field signal E s2 and frequency at f v7 ~fv8 Radiated electromagnetic interference electric field signal E s3 Then, based on different interference signal types, different electromagnetic interference (EMI) warning and fault handling strategies are implemented in the DSP control module. Based on national standards GB / T 36282 and GB / T 24338.4, EMI warning and fault handling strategies for radiated electromagnetic interference in the electric vehicle motor drive system are implemented; based on standard IEC 61000-4-6, conducted current interference is used for conducted EMI warning and fault handling strategies. Corresponding warning control signals are generated by comparing the different electromagnetic interference signal strength limits specified in the standards with the actual sampled signal values. Finally, the warning control signals are transmitted to the motor control unit MCU 8-4 to control the motor drive system, allowing the motor drive system to control the motor system and slow down the electric vehicle; simultaneously, the warning control signals are transmitted to the car's audio and communication modules. Depending on the type of excessive interference signal, different alarm bells are emitted by the car audio system (e.g., alarm bell A for radiated electromagnetic interference, alarm bell B for conducted current interference), and a warning report is sent to the owner's mobile phone.

[0136] The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment of the present invention specifically includes the following steps:

[0137] Step 1: Determine the electromagnetic interference signal monitoring frequency band range of the vehicle being measured. The specific process of Step 1 is as follows:

[0138] According to the different national standards for the testing frequency bands of automotive electromagnetic radiation immunity, the monitoring frequency band for automotive electromagnetic radiation interference should meet the following conditions: f min ≤0.9f l f max ≥1.1f h Where f min f is the lowest frequency of the electromagnetic environment monitoring signal. max f is the highest frequency of the electromagnetic environment monitoring signal. l f is the lowest frequency specified in the national standard for testing the electromagnetic radiation immunity performance of automobiles. h This is the highest frequency specified in the national standard for testing the electromagnetic radiation immunity performance of automobiles.

[0139] For example, according to the provisions of GB 34660 Section 4.4 and GB / T 33014.3, the frequency band for testing the electromagnetic radiation immunity performance of automobiles is 0.01MHz-2000MHz. Therefore, based on the above conditions, the lowest frequency of the electromagnetic environment monitoring signal is 9kHz and the highest frequency of the electromagnetic environment monitoring signal is 2.2GHz.

[0140] Step 2: Design an antenna probe for collecting electromagnetic radiation interference signals. The specific process of Step 2 is as follows:

[0141] Electromagnetic interference signal acquisition antenna probe parameter design and selection:

[0142] Determine the acquisition frequency band of the electromagnetic interference signal antenna probe. After determining the monitoring frequency range of the vehicle being measured, select the corresponding frequency band antenna probe for signal acquisition according to the national standard for electromagnetic interference signal frequency bands.

[0143] For example, according to the national standard GB / T 6113.104, when collecting electromagnetic radiation interference signals in the 9kHz-2GHz frequency band, the magnetic field component signal acquisition frequency band can be divided into two sub-bands. The first sub-band of the magnetic field component ranges from 9kHz to 300kHz, with an ending frequency f1 of 300kHz; the second sub-band ranges from 300.001kHz to 30MHz, with an ending frequency f1 of 300kHz. 2h The frequency band for acquiring the electric field component signal is 30MHz. The frequency band can be divided into two sub-bands. The first sub-band for the electric field component ranges from 300kHz to 30MHz, ending at frequency f. 3e The frequency range of the second segment of the electric field component is 30MHz; the frequency range of the second segment is 30.000001MHz—2GHz, and the ending frequency f4 is 2GHz.

[0144] 1) Selection of antenna probe A1-1 for electromagnetic interference signal acquisition:

[0145] The main selection criteria for electromagnetic interference (EMI) signal acquisition antenna probes include operating frequency range, measurement range, and resolution. The operating frequency range of EMI signal acquisition antenna probe A1-1 should be: 0.8 kHz. min ~1.2·f1, where: f1 is the ending frequency of the first segment of the electromagnetic radiation interference signal.

[0146] The range of magnetic field components that can be measured by the electromagnetic interference signal acquisition antenna probe A1-1 is generally (0~3)·H1, where H1 is the national standard for automotive radiation immunity testing at f min Test limits for magnetic field components in the ~f1 frequency band.

[0147] To enable the electromagnetic interference signal acquisition antenna probe A1-1 to more accurately acquire electromagnetic interference signal fluctuation values ​​multiple times within the specified electromagnetic interference limits, the resolution R of antenna probe A1-1 is [specifically, [specific value]]. A The following conditions must be met:

[0148] For example, according to the national standard GB / T 33014.8, when conducting electromagnetic radiation magnetic field immunity tests on electric vehicles in the 9kHz-300kHz frequency band, the operating frequency range of the electromagnetic interference signal acquisition antenna probe A1-1 should be 7.2kHz to 360kHz; the magnetic field measurement range of the electromagnetic interference signal acquisition antenna probe A1-1 should be 0A / m to 30A / m; and the resolution of the electromagnetic interference signal acquisition antenna probe A1-1 should be at least 0.014A / m.

[0149] Based on the above design, the electromagnetic field antenna probe selected in the 9kHz-300kHz frequency band should have a measurement frequency band of 1Hz-400kHz, a measurement range of 0A / m to 30A / m, and a resolution of 4×10⁻⁶. -5 Wavecontrol WP400 electromagnetic field antenna probe with A / m.

[0150] 2) Selection of antenna probe B1-2 for electromagnetic interference signal acquisition:

[0151] The operating frequency range of the electromagnetic interference signal acquisition antenna probe B1-2 should be: 0.8·f1~1.2·f 2h , where: f 2h This is the end frequency of the second segment of the electromagnetic radiation interference signal range.

[0152] The range of magnetic field components that the electromagnetic interference signal acquisition antenna probe B 1-2 can measure is generally (0~100)·H2, where: H2 is the test limit value of the magnetic field component in the f1~f2 frequency band for automobile radiation immunity testing as specified by national standards.

[0153] To enable the electromagnetic interference signal acquisition antenna probe B1-2 to acquire signal values ​​more accurately and repeatedly within specified electromagnetic interference limits, the resolution R of antenna probe B1-2 is [specifically, [specific value]]. B The following conditions must be met:

[0154] For example, according to the national standard GB 8702, when the magnetic field strength control limit in an electromagnetic environment of 300kHz-30MHz is 0.1A / m, the operating frequency range of the electromagnetic interference signal acquisition antenna probe B1-2 is 240kHz to 36MHz; the magnetic field measurement range of the electromagnetic interference signal acquisition antenna probe B1-2 is 0A / m to 10A / m; and the resolution of the electromagnetic interference signal acquisition antenna probe B1-2 should be at least 0.001A / m.

[0155] Based on the above design, the electromagnetic field antenna probe selected in the 300kHz-30MHz frequency band is the German COLIY HP0350 three-dimensional omnidirectional magnetic field antenna probe, which has a measurement frequency band of 100kHz-35MHz and a measurement range of 0A / m-18A / m.

[0156] 3) Selection of antenna probe C1-3 for electromagnetic interference signal acquisition:

[0157] The operating frequency range of the electromagnetic interference signal acquisition antenna probe C1-3 should be: 0.8·f1~1.2·f1. 3e The antenna probe is mainly for f1 to f 3e The electric field component of electromagnetic interference signals within the frequency band is collected.

[0158] The range of electric field components that can be measured by the electromagnetic interference signal acquisition antenna probe C1-3 is generally (0~3)·E1, where: E1 is the range of f1~f1 specified in the national standard for automotive radiation immunity testing. 3e Test limits for electric field components in the frequency band.

[0159] To enable the electromagnetic interference signal acquisition antenna probe C1-3 to acquire signal values ​​more accurately and repeatedly within specified electromagnetic interference limits, the resolution R of the antenna probe C1-3 is [specifically, [specific value]]. C The following conditions must be met:

[0160] For example, according to the national standard GB / T 33014.3, when conducting electromagnetic radiation electric field immunity tests on electric vehicles in the 300kHz-30MHz frequency band, the operating frequency range of the electromagnetic interference signal acquisition antenna probe C1-3 should be 240kHz to 36MHz; the electric field measurement range of the electromagnetic interference signal acquisition antenna probe C1-3 should be 0V / m to 300V / m; and the resolution of the electromagnetic interference signal acquisition antenna probe C1-3 should be at least 1V / m.

[0161] Based on the above design, the electromagnetic field antenna probe selected in the 300kHz-30MHz frequency band is the Narda EP-600 electric field antenna probe, which has a measurement frequency band of 100kHz-9.25GHz, a measurement range of 0V / m-300V / m, and a resolution of 0.01V / m.

[0162] 4) Selection of antenna probe D1-4 for electromagnetic interference signal acquisition:

[0163] The operating frequency range of the electromagnetic interference signal acquisition antenna probe D1-4 should be: 0.8 Hz. 3e ~1.2·f4, where: f4 is the ending frequency of the fourth segment of the electromagnetic radiation disturbance signal.

[0164] The range of electric field components that can be measured by the electromagnetic interference signal acquisition antenna probe D1-4 is generally (0~10)·E2, where: E2 is the electric field component measured by the national standard for automotive radiation immunity testing at f 3e Test limits for electric field components in the ~f4 frequency band.

[0165] To enable the electromagnetic interference signal acquisition antenna probe D1-4 to acquire signal values ​​more accurately and repeatedly within specified electromagnetic interference limits, the resolution R of the antenna probe D1-4 is [specifically, [specific value]]. D The following conditions must be met:

[0166] For example, according to the national standard GB 34660, when conducting electromagnetic radiation electric field immunity tests on electric vehicles in the 30MHz-2GHz frequency band, the operating frequency range of the electromagnetic interference signal acquisition antenna probe D1-4 should be 24MHz to 2.4GHz; the electric field measurement range of the electromagnetic interference signal acquisition antenna probe D1-4 should be 0V / m to 750V / m; and the resolution of the electromagnetic interference signal acquisition antenna probe D1-4 should be at least 0.75V / m.

[0167] Based on the above design, the electromagnetic field antenna probe selected in the 30MHz-2GHz frequency band is the Wavecontrol WPF3-HP electric field antenna probe, which has a measurement frequency band of 100kHz-3GHz, a measurement range of 0V / m-1000V / m, and a resolution of 0.02V / m.

[0168] Design of the placement of the vehicle's external antenna probe:

[0169] Because of the coupling between antenna probes, the signal power received by the antenna probes will be lost. Therefore, the spacing between antenna probes should meet the following condition:

[0170]

[0171] Where λ is the wavelength of the signal, A h G represents the horizontal isolation between the two antenna probes. t and G r This represents the gain of the antenna probe.

[0172] For example, when testing the electromagnetic radiation immunity of electric vehicles, the horizontal isolation between the two antenna probes is generally set at 25 dB, and the antenna probe gain G is... t and G r If the value is 2dB, then when acquiring a signal with a center frequency of 500MHz, the distance between the two antenna probes should not be less than 0.44m.

[0173] Step 3, Design of the internal signal acquisition and processing module; the specific steps of Step 3 are as follows:

[0174] Parameter design and selection of signal sampling and processing module 5-1:

[0175] 1) Parameter design and selection of signal processing modules I to VI:

[0176] The main component in the signal processing module is the amplifier chip. The design of the amplifier chip primarily involves two specifications: the amplification frequency range and the amplification gain. The amplification frequency range of the amplifier chip should be: 0.7 kHz. l ~1.3·f h Where: f l f is the lowest frequency specified in the national standard for testing the electromagnetic radiation immunity performance of automobiles. h This is the highest frequency specified in the national standard for testing the electromagnetic radiation immunity performance of automobiles.

[0177] Amplification gain G mainly refers to the logarithm of how much the amplifier can amplify the input voltage signal. The amplification gain K of an operational amplifier should satisfy the following condition: Among them: U s U represents the maximum voltage value of the collected electromagnetic interference signal. d This represents the maximum output signal value of the amplifier chip.

[0178] Taking GB 34660 and GB / T 33014 as examples, when conducting immunity tests on electric vehicles in the 10kHz-2GHz range, if the maximum voltage of the collected electromagnetic interference signal is 200mV and the maximum output signal of the amplifier chip is 1V, then the amplification factor of the amplifier chip should be 5, and the amplification frequency range should be 7kHz-2.6GHz. Based on the above analysis, the operational amplifier chip can be the TI LMH 6554 model.

[0179] 2) Parameter design and selection of ADC sampling modules I to ADC sampling modules VI:

[0180] The main component in an ADC sampling module is the ADC chip. The parameter design of the ADC chip primarily involves two specifications: sampling rate and resolution. The sampling rate of the ADC chip should meet the following condition: f ADC ≥4·f h Where: f h This is the highest frequency specified in the national standard for testing the electromagnetic radiation immunity performance of automobiles. If the highest frequency fh is 2GHz, then the sampling frequency of the ADC chip should be at least 8GHz.

[0181] Resolution refers to the change in an analog signal when the digital quantity changes by a minimum value; it is defined as the ratio of full scale to 2. n The ratio is usually expressed in terms of the number of bits in the digital signal. The formula for selecting the number of bits n of the ADC chip is:

[0182]

[0183] Among them, U max U is the maximum voltage of the input signal. min ΔU1 is the minimum voltage of the input signal, and ΔU1 is the minimum voltage change of the input signal.

[0184] If the maximum voltage of the input signal is 1V, the minimum voltage is -1V, and the minimum voltage change of the input signal is 0.5mV, then the required number of bits for the ADC chip can be calculated from the above formula as 12 bits.

[0185] Electromagnetic interference signals are acquired by the probe as differential signals. Therefore, the input port of the ADC chip should be selected in differential input mode. Differential signal transmission can improve the signal's noise immunity. Thus, the ADC chip should be a model with differential input channels. Based on the above analysis, the ADC chip can be the TI dual-channel ADC12DJ5200-SP RF sampling analog-to-digital converter.

[0186] Parameter design and selection of DSP control module 5-3:

[0187] The DSP should have enough I / O ports to meet the signal transmission requirements. The device uses 20 ADC chips, and each ADC chip transmits 12 digital signal channels. Therefore, the selected DSP chip should have more than 240 I / O pins.

[0188] Based on the above analysis, the TI XCVU5P series DSP controller, specifically the TMS320F28335, was selected. This series of DSP controllers can be used for high-speed, complex digital signal processing. Since this DSP chip only has 88 I / O pins, three chips need to be used simultaneously for control.

[0189] Parameter design and selection of storage and recording module 5-2:

[0190] The storage recording module 5-2 mainly uses SDRAM chips, and the primary metric for selecting SDRAM chips is storage capacity. If a data item is 12 bits in size, the storage capacity of the SDRAM chip should meet the following condition: M ≥ 720·n·v·t bits. Where: M is the storage capacity of the SDRAM, n is the type of measured data to be collected in each test, v is the data transfer rate from the DSP to the SDRAM, and t is the time for each data transfer from the storage recording module to the backend computer.

[0191] For example, according to the national standard GB 34660, if each test requires the collection of four types of data—frequency, time, electric field strength, and magnetic field strength—then, with a data rate of 200MHz and a driving time of 1 hour, the data storage capacity is 4.02Gbit. Based on the above analysis, the SDRAM chip selected is the ALLIANCE AS4C128M16D2A-25BCN chip with a data rate of 400MHz and a memory size of 2Gbit, requiring three chips.

[0192] Step 4, selecting the appropriate electromagnetic interference current signal acquisition probe. The specific steps for step 4 are as follows:

[0193] The selection criteria for current probes A 8-2 and B 8-3 mainly include operating frequency range, measurement range, and probe inner diameter. For electromagnetic interference current signal acquisition, the operating frequency of current probes A 8-2 and B 8-3 should be 0.7 kHz. smin ~1.3·f smax , where: f smin f is the minimum frequency for electromagnetic conducted interference immunity testing as specified in electric vehicle standards. smax This is the maximum frequency for electromagnetic conduction interference immunity testing as specified in electric vehicle standards.

[0194] The interference current range that current probe A 8-2 and current probe B 8-3 can measure is generally 0 to 1.5 I1, where I1 is the maximum current for electromagnetic conducted interference immunity testing specified in electric vehicle standards.

[0195] The condition that the inner diameter d1 of current probes A8-2 and B8-3 should satisfy is: d1 ≥ 1.3·d lmax Wherein: d lmax This refers to the maximum conductor diameter of the cable in the automotive motor drive system.

[0196] For example, according to standard IEC 61000-4-6, when testing the immunity of automotive electric drive system cables to electromagnetic interference caused by radio frequency fields in the 150kHz to 80MHz frequency band, the operating frequency of current probe A8-2 and current probe B8-3 is 105kHz to 104MHz; the interference current measurement range of current probe A8-2 and current probe B8-3 is 0 to 6.7A.

[0197] Based on the above design, the current probe selected in the 150kHz-80MHz frequency band is the R&S ESV-Z1 VHF current probe, which has a measurement frequency band of 9kHz-600MHz, a measurement range of 0-50A, and a maximum measurement cable diameter of 13.5mm.

[0198] Step 5, Design of Conducted EMI Early Warning and Fault Handling Strategy for Electric Vehicle Motor Drive System. The specific steps of Step 5 are as follows:

[0199] According to the standard IEC 61000-4-6, the electromagnetic interference current signal acquisition probe is located at f smin ~f smax Based on the different electromagnetic interference intensity limits specified in the standard, and using a segmented, tiered strategy, the following early warning and fault handling strategies and methods were designed for the interference current signals collected in the frequency band:

[0200] If I set1 ≤I s ≤I set2 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0201]

[0202] If in the next Δt2 seconds, I s Still greater than or equal to I set1 And less than or equal to I set2 The car begins to brake and continues to travel at a speed of 20km / h to 25km / h. Δt2 is selected according to the following formula:

[0203]

[0204] Among them, I s For in f smin ~f smax Interference current signal acquired in the frequency band, I s1 For frequency f smin Interference current signal I collected by the current probe s2 For frequency f smax Interference current signal I collected by the current probe set1 The standard specifies the first-level limit for interference current immunity of automotive electric drive systems in the 0.15MHz-80MHz frequency band. Δt1 is the response time required for the conducted interference warning control system to issue a warning. N is the number of sampling points for the interference current signal in one cycle. Δt2 is the system's monitoring and judgment time for the interference current signal.

[0205] If I set2 ≤I s ≤I set3 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0206]

[0207] If in the next Δt2 seconds, I s Still greater than or equal to Iset2 And less than or equal to I set3 The car begins to brake and continues to travel at a speed of 20km / h to 25km / h. Δt2 is selected according to the following formula:

[0208]

[0209] Among them, I set2 This is the second-level limit for interference current immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard.

[0210] If I s ≥I set3 The car will issue a warning control after Δt1 seconds, and Δt1 is selected according to the following formula:

[0211]

[0212] If in the next Δt2 seconds, I s Still greater than or equal to I set3 The car begins to brake and continues to travel at a speed of 20km / h to 25km / h. Δt2 is selected according to the following formula:

[0213]

[0214] Among them, I set3 This is the third-level limit for interference current immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard.

[0215] Step 6, Design of Radiated EMI Early Warning and Fault Handling Strategy for Electric Vehicle Motor Drive System. The specific steps of Step 6 are as follows:

[0216] Based on the radiated electromagnetic interference signals in the 20MHz-2GHz frequency band collected by the electromagnetic field probe, the national standards GB / T36282 and GB / T 24338.4 divide the 20MHz-2GHz frequency band into four sub-bands. The first sub-band f v1 ~f v2 The range is 20MHz–200MHz, the second sub-band f v3 ~f v4 The range is 200.000001MHz—800MHz, the third sub-band f v5 ~f v6 The range is 800.000001MHz—1.4GHz, the fourth sub-band f v7 ~f v8 The range is 1.400000001GHz—2GHz, and radiated EMI early warning and fault handling strategies were designed for each sub-band.

[0217] 1) For f v1 ~f v2 Design of frequency band radiated EMI early warning and fault handling strategies:

[0218] According to the electromagnetic field probe at f v1 ~f v2 The radiated electromagnetic interference signals collected in the frequency band, and the different radiated electromagnetic interference intensity limits specified in the national standard, are analyzed based on a segmented, tiered strategy. s With H set1 The following early warning and fault handling strategies were designed. Among them: H s H represents the electromagnetic radiation magnetic field component acquired by an electromagnetic field probe in the 20MHz–200MHz frequency band. set1 This refers to the first-level magnetic field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard.

[0219] (1) If H set1≤ H s ≤H set2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0220]

[0221] If in the next Δt s2 Within seconds, H s Still greater than or equal to H set1 And less than or equal to H set2 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0222]

[0223] Wherein: H s1 For frequency f v1 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe, H s2 For frequency f v2 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe, Δt s1 The response time required for the radiation interference early warning control system to issue an early warning, Δt s2 v represents the system's monitoring and judgment time for radiated interference signals. c The speed at which the car is traveling.

[0224] (2) If H set2 ≤H s ≤H set3 , Δts1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0225]

[0226] If in the next Δt s2 Within seconds, H s Still greater than or equal to H set2 And less than or equal to H set3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0227]

[0228] Wherein: H set2 This refers to the second-level magnetic field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard.

[0229] (3) If H s ≥H set3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0230]

[0231] If in the next Δt s2 Within seconds, H s Still greater than or equal to H set3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0232]

[0233] Wherein: H set3 This refers to the third-level magnetic field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard.

[0234] 2) For f v3 ~f v4 Design of frequency band radiated EMI early warning and fault handling strategies:

[0235] According to the electromagnetic field probe at f v3 ~f v4 The radiated electromagnetic interference signals collected in the frequency band, and the different radiated electromagnetic interference intensity limits specified in the national standard, are analyzed based on a segmented, tiered strategy. s1 With E a1The following early warning and fault handling strategies were designed. Among them: E s1 E represents the electromagnetic radiation electric field component acquired by an electromagnetic field probe in the 200.000001MHz–800MHz frequency band. a1 This refers to the first-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard.

[0236] (1) If E a1 ≤E s1 ≤E a2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0237]

[0238] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a1 And less than or equal to E a2 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0239]

[0240] Among them, E H1 For frequency f v3 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H2 For frequency f v4 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0241] (2) If E a2 ≤E s1 ≤E a3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0242]

[0243] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a2 And less than or equal to E a3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0244]

[0245] Where: E a2 This refers to the second-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard.

[0246] (3) If E s1 ≥E a3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0247]

[0248] If in the next Δt s2 Within seconds, E s1 Still greater than or equal to E a3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0249]

[0250] Where: E a3 This refers to the electric field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard.

[0251] 3) For f v5 ~f v6 Design of frequency band radiated EMI early warning and fault handling strategies:

[0252] According to the electromagnetic field probe at f v5 ~f v6 The radiated electromagnetic interference signals collected in the frequency band, and the different radiated electromagnetic interference intensity limits specified in the national standard, are analyzed based on a segmented, tiered strategy. s2 With E b1 The following early warning and fault handling strategies were designed. Among them: E s2 E represents the electromagnetic radiation electric field component acquired by an electromagnetic field probe in the 800.000001MHz–1.4GHz frequency band. b1 This refers to the first-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard.

[0253] (1) If E b1 ≤E s2 ≤E b2 , Δt s1 The car takes warning control a few seconds later, Δt s1Select according to the following formula:

[0254]

[0255] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b1 And less than or equal to E b2 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0256]

[0257] Where: E H3 For frequency f v5 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H4 For frequency f v6 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0258] (2) If E b2 ≤E s2 ≤E b3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0259]

[0260] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b2 And less than or equal to E b3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0261]

[0262] Where: E b2 This refers to the second-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz–1.4GHz frequency band, as specified in the national standard.

[0263] (3) If E s2 ≥E b3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0264]

[0265] If in the next Δt s2 Within seconds, E s2 Still greater than or equal to E b3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0266]

[0267] Where: E b3 This refers to the electric field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard.

[0268] 4) For f v7 ~f v8 Design of frequency band radiated EMI early warning and fault handling strategies:

[0269] According to the electromagnetic field probe at f v7 ~f v8 The radiated electromagnetic interference signals collected in the frequency band, and the different radiated electromagnetic interference intensity limits specified in the national standard, are analyzed based on a segmented, tiered strategy. s3 With E c1 The following early warning and fault handling strategies were designed. Among them: E s3 E represents the electromagnetic radiation electric field components acquired by an electromagnetic field probe in the 1.400000001 GHz–2 GHz frequency band. c1 This refers to the first-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

[0270] (1) If E c1 ≤E s3 ≤E c2 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0271]

[0272] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c1 And less than or equal to E c2 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0273]

[0274] Where: E H5 For frequency f v7 The electromagnetic radiation electric field component E collected by the electromagnetic field probe. H6 For frequency f v8 The electromagnetic radiation electric field components collected by the electromagnetic field probe.

[0275] (2) If E c2 ≤E s3 ≤E c3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0276]

[0277] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c2 And less than or equal to E c3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0278]

[0279] Among them, E c2 This refers to the second-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

[0280] (3) If E s3 ≥E c3 , Δt s1 The car takes warning control a few seconds later, Δt s1 Select according to the following formula:

[0281]

[0282] If in the next Δt s2 Within seconds, E s3 Still greater than or equal to E c3 The car begins to brake and continues driving at a speed of 20km / h to 25km / h. Δt s2 Select according to the following formula:

[0283]

[0284] Among them, E c3 This refers to the electric field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

Claims

1. A design method for an electromagnetic interference detection and early warning device for electric vehicle driving environment, characterized in that: The electromagnetic interference detection and early warning device for the electric vehicle driving environment includes an external electromagnetic interference signal acquisition module and an internal electromagnetic interference signal acquisition module. Both modules are connected to an internal signal acquisition and processing module, which in turn is connected to an internal signal response and early warning module. The device specifically includes the following steps: Step 1: Determine the frequency band range for monitoring electromagnetic interference signals of the vehicle being measured; Step 2: Design an antenna probe for collecting electromagnetic radiation interference signals; Step 3: Determine the parameters and selection of the internal signal acquisition and processing module; Step 4: Select the current probe in the in-vehicle electromagnetic interference signal acquisition module; Step 5: Determine the conduction EMI warning and fault handling strategy for the electric vehicle motor drive system; The specific process of step 5 is as follows: like , The car issued a warning control a few seconds later. Select according to the following formula: （1）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （2）； in, In order to be in f smin ~ f smax Interference current signals collected in the frequency band In frequency f smin Interference current signal collected by the current probe. In frequency f smax Interference current signal collected by the current probe. The response time required for the conducted interference early warning control system to issue an early warning, where N is the number of sampling points for the interference current signal within one cycle. This refers to the time required for the system to monitor and judge interference current signals; like , The car issued a warning control a few seconds later. Select according to the following formula: （3）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （4）； in, This refers to the second-level limit of interference current for the immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard. like , The car issued a warning control a few seconds later. Select according to the following formula: （5）； If in the following Within seconds, Still greater than or equal to The car began to brake. Select according to the following formula: （6）； in, The interference current limit for the third level of immunity of automotive electric drive systems in the 0.15MHz-80MHz frequency band is specified in the standard. Step 6: Determine the radiated EMI warning and fault handling strategy for the electric vehicle motor drive system.

2. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 1, characterized in that: The external electromagnetic interference signal acquisition module includes antenna probe modules located at five positions: the front of the vehicle, the rear of the vehicle, the two side doors of the vehicle, and the roof of the vehicle. Each antenna probe module includes four types of electromagnetic field antenna probes, namely: antenna probe model A (1-1), antenna probe model B (1-2), antenna probe model C (1-3), and antenna probe model D (1-4).

3. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 2, characterized in that: The in-vehicle electromagnetic interference signal acquisition module includes current probe A (8-2) and current probe B (8-3), which are respectively installed on the two cables connecting the motor drive system to wheel III and wheel IV.

4. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 3, characterized in that: The internal signal acquisition and processing module includes a signal sampling and processing module (5-1), which includes a signal processing module and an ADC sampling module. The antenna probe modules at the five locations and the in-vehicle electromagnetic interference signal acquisition module are respectively connected to six signal processing modules, namely signal processing module I, signal processing module II, signal processing module III, signal processing module IV, signal processing module V, and signal processing module VI. Signal processing modules I, II, III, IV, V, and VI are respectively connected to ADC sampling modules I, II, III, IV, V, and VI. ADC sampling modules I, II, III, IV, V, and VI are all connected to the DSP control module (5-3), and the DSP control module (5-3) is connected to the storage and recording module (5-2).

5. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 4, characterized in that: The in-vehicle signal response warning module includes a motor control unit MCU (8-4) and an audio module (8-1). Both the motor control unit MCU (8-4) and the audio module (8-1) of the in-vehicle signal response warning module are connected to the DSP control module (5-3).

6. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 5, characterized in that: The specific steps of step 6 are as follows: Based on the radiated electromagnetic interference signals in the 20MHz-2GHz frequency band collected by the electromagnetic field probe, the 20MHz-2GHz frequency band is divided into 4 sub-frequency bands: First sub-band f v1 ~ f v2 The range is 20MHz–200MHz; Second sub-band f v3 ~ f v4 The range is 200.000001MHz—800MHz; Third sub-band f v5 ~ f v6 The range is 800.000001MHz—1.4GHz; Fourth sub-band f v7 ~ f v8 The range is 1.400000001GHz—2GHz; To each f v1 ~ f v2 , f v3 ~ f v4 , f v5 ~ f v6 , f v7 ~ f v8 Design a frequency band radiated EMI early warning and fault handling strategy.

7. The design method of the electromagnetic interference detection and early warning device for electric vehicle driving environment according to claim 6, characterized in that: In step 6, for f v1 ~ f v2 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows: like , The car issued a warning control a few seconds later. Select according to the following formula: （7）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （8）； in: In frequency f v1 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe. In frequency f v2 The electromagnetic radiation magnetic field component collected by the electromagnetic field probe. The response time required for the radiation interference early warning control system to issue an early warning. This refers to the time required for the system to monitor and assess radiated interference signals. The speed at which the car is traveling; like , The car issued a warning control a few seconds later. Select according to the following formula: （9）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （10）； in, The magnetic field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard. like , The car issued a warning control a few seconds later. Select according to the following formula: （11）； If in the following Within seconds, Still greater than or equal to The car began to brake. Select according to the following formula: （12）； in, The magnetic field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard. right f v3 ~ f v4 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows: like , The car issued a warning control a few seconds later. Select according to the following formula: （13）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （14）； in, In frequency f v3 The electromagnetic radiation electric field components collected by the electromagnetic field probe. In frequency f v4 The electromagnetic radiation electric field components collected by the electromagnetic field probe. like , The car issued a warning control a few seconds later. Select according to the following formula: （15）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake and continued driving at a lower speed. Select according to the following formula: （16）； in, The electric field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard. like , The car issued a warning control a few seconds later. Select according to the following formula: （17）； If in the following Within seconds, Still greater than or equal to The car began to brake. Select according to the following formula: （18）； in, The limit for electric field strength in the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard. right f v5 ~ f v6 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows: like , The car issued a warning control a few seconds later. Select according to the following formula: （19）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （20）； in, In frequency f v5 The electromagnetic radiation electric field components collected by the electromagnetic field probe. In frequency f v6 The electromagnetic radiation electric field components collected by the electromagnetic field probe. like , The car issued a warning control a few seconds later. Select according to the following formula: （21）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （22）； in, The limit for electric field strength in the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard. like , The car issued a warning control a few seconds later. Select according to the following formula: （23）； If in the following Within seconds, Still greater than or equal to The car began to brake. Select according to the following formula: （24）； in, The limit for electric field strength in the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard. right f v7 ~ f v8 The design process for frequency band radiated EMI early warning and fault handling strategies is as follows: like , The car issued a warning control a few seconds later. Select according to the following formula: （25）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （26）； in, In frequency f v7 The electromagnetic radiation electric field components collected by the electromagnetic field probe. In frequency f v8 The electromagnetic radiation electric field components collected by the electromagnetic field probe. like , The car issued a warning control a few seconds later. Select according to the following formula: （27）； If in the following Within seconds, Still greater than or equal to and less than or equal to The car began to brake. Select according to the following formula: （28）； in, The electric field strength limit for the second level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard. like , The car issued a warning control a few seconds later. Select according to the following formula: （29）； If in the following Within seconds, Still greater than or equal to The car began to brake. Select according to the following formula: （30）； in, The electric field strength limit for the third level of electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard. This refers to the first-level limit of interference current for the immunity of automotive electric drive systems in the 0.15MHz–80MHz frequency band, as specified in the standard. These are the electromagnetic radiation magnetic field components collected by an electromagnetic field probe in the 20MHz–200MHz frequency band. The magnetic field strength limit for the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 20MHz-200MHz frequency band, as specified in the national standard. The electromagnetic radiation electric field components collected by the electromagnetic field probe in the 200.000001MHz–800MHz frequency band are shown. The electric field strength limit for the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 200.000001MHz-800MHz frequency band, as specified in the national standard. The electromagnetic radiation electric field components collected by the electromagnetic field probe in the 800.000001MHz–1.4GHz frequency band are shown. The limit for electric field strength in the first level of electromagnetic radiation interference immunity of automotive electric drive systems in the 800.000001MHz-1.4GHz frequency band, as specified in the national standard. Electromagnetic radiation electric field components collected by an electromagnetic field probe in the 1.400000001GHz–2GHz frequency band. This refers to the first-level electric field strength limit for electromagnetic radiation interference immunity of automotive electric drive systems in the 1.400000001GHz-2GHz frequency band, as specified in the national standard.

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