New energy automobile dual-core driving motor control system and method

Abstract

The invention relates to the technical field of new energy automobile control, and discloses a dual-core driving motor control system and method for a new energy automobile. The system comprises a battery module, a signal acquisition module, a vehicle control unit module, a dual-motor controller, a first motor, a second motor, a dual-motor transmission module, a first drive axle differential module and a second drive axle differential module. The dual-motor controller solves the problems that two independent motor controllers need to be assembled in a box body respectively, the compactness is poor, the occupied space is large, and the cost is high, and the dual-motor controller is compact in structure, small in size and easy to carry on a whole vehicle, so that the relation among all links can be better coordinated, and the reliability of the whole vehicle is improved. The efficiency of the driving system of the new energy automobile is improved, and the cost of the new energy automobile is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle control, and is applicable to a dual-core drive motor control system and method for a new energy vehicle. Background Art

[0002] The domestic new energy vehicle market is gradually expanding, and domestic enterprises and research institutions are actively exploring the research and development and application of new energy vehicles. Different types of new energy vehicles have begun to be used in production and transportation. However, there is still room for improvement in the efficiency and endurance of some new energy vehicle motor control systems, and some new energy vehicle motor control systems still need to be improved in terms of power performance. In order to meet the needs of heavy-duty transportation, the motor control system needs to provide sufficient torque and power output, and be able to achieve good acceleration performance and climbing ability under different working conditions. The new energy vehicle motor control system involves the integration and interaction of multiple subsystems, such as the motor control unit, battery module management system, steering system, etc. It is necessary to improve the system-level collaborative control and optimization strategy to ensure the coordinated operation of each subsystem and improve the stability and safety of the whole vehicle. The fault diagnosis and repair of the new energy vehicle motor control system are still a challenge. Due to the complex electrical system and control strategy, more in-depth professional knowledge and advanced diagnostic equipment are required to identify and solve faults in a timely and accurate manner. Summary of the Invention

[0003] To solve the above technical problems, the main object of the present invention is to provide a dual-core drive motor control system for a new energy vehicle, including:

[0004] A dual-motor controller module, connected to the vehicle controller module, for receiving the starting strategy of the vehicle controller module and controlling the starting of the first motor and the second motor. A dual-motor transmission module, connected to the dual-motor controller, for receiving the shifting strategy of the vehicle controller module and controlling the rotation speeds of the first motor and the second motor;

[0005] A drive axle differential module, connected to the dual-motor transmission module, for receiving the rotation speeds and torques output by the first motor and the second motor, and controlling the first left drive wheel, the first right drive wheel, the second left drive wheel and the second right drive wheel through the drive axle differential module;

[0006] A fault monitoring module, including a conflict detection unit for analyzing dual-drive control conflict faults and a rotation speed monitoring model for monitoring the rotation speeds of the dual-core motors.

[0007] As a preferred solution of the dual-core drive motor control system for a new energy vehicle described in the present invention, wherein:

[0008] A signal acquisition module is provided, including a current sensor;

[0009] The current sensor collects the current in the vehicle control unit module, battery module, dual-motor controller, dual-motor transmission module, and drive axle differential module, and determines the start-up situation and driving situation of the new energy vehicle according to the current state. If the current magnitude and state in the vehicle control unit module, battery module, dual-motor controller, dual-motor transmission module, and drive axle differential module are all start-up values, the new energy vehicle starts successfully; otherwise, it fails to start and needs to be started again.

[0010] As a preferred embodiment of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0011] The vehicle control unit module includes an SCI unit, a CAP unit, a power supply unit, a CAN interface circuit, and a motor drive unit;

[0012] The CAP unit is a pulse capture unit that captures the pulse signals emitted by the vehicle control unit module to the dual-motor controller.

[0013] The SCI unit includes a serial communication module that connects the communication between the battery module and the vehicle control system, connects the communication between the vehicle control system and the dual-motor controller, connects the communication between the dual-motor controller and the dual-motor transmission module, and connects the communication between the dual-motor transmission module and the drive axle differential module.

[0014] As a preferred embodiment of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0015] The dual-motor controller includes a main control chip, a power supply chip, a drive circuit unit, and an IGBT power unit. Among them, the power supply chip is connected to the main control chip and is used to provide a low-voltage power supply for the main control chip. The main control chip is sequentially connected to the drive circuit unit and the IGBT power unit, and the main control chip is used to obtain multiple sets of feedback signals and control the drive circuit unit to output corresponding drive signals according to the multiple sets of feedback signals.

[0016] As a preferred embodiment of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0017] The drive circuit unit is connected to the first motor and the second motor to control the drive of the first motor and the second motor;

[0018] The first motor and the second motor are connected to the dual-motor transmission module to adjust the power output of the first motor and the second motor.

[0019] As a preferred embodiment of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0020] The dual-motor transmission module receives the rotational speeds of the first motor and the second motor, communicates with the dual-motor controller through serial communication in the SCI unit, feeds back the rotational speeds of the first motor and the second motor, controls the rotational speeds of the first motor and the second motor, adjusts the continuously variable transmission of the new energy vehicle and the braking and traction of the new energy vehicle, and adjusts the rotational speeds and output torques of the first motor and the second motor according to the road conditions and driving requirements.

[0021] As a preferred solution of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0022] The drive axle differential module includes a first drive axle differential module and a second drive axle differential module;

[0023] The first drive axle differential module is connected to the first left drive wheel and the first right drive wheel. Through the differential gear, the rotational speed difference between the first left drive wheel and the first right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller, and the first drive axle differential module is controlled to adjust the power output of the drive shaft;

[0024] The second drive axle differential module is connected to the second left drive wheel and the second right drive wheel. Through the differential gear, the rotational speed difference between the second left drive wheel and the second right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller, and then the second drive axle differential module is controlled to adjust the drive shaft power output.

[0025] As a preferred solution of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0026] Construct a conflict prediction model and a conflict elimination layer;

[0027] The conflict prediction model calculates the acceleration of adjacent instructions through the acceleration time series layer, and identifies the high-frequency oscillation coupling and low-frequency oscillation coupling of the control instructions by obtaining the control instruction spectrum, monitors whether the control edge instruction transition, instruction attenuation and instruction change exceed the steady-state value, constructs a dual-drive conflict prediction model through the calculation analysis and monitoring results, predicts the faults of the control edge instructions through the dual-drive conflict prediction model, and inputs the fault prediction results into the conflict elimination layer;

[0028] The conflict elimination layer includes multi-level hierarchical elimination. The multi-level hierarchical elimination receives the fault prediction result, conducts reversible anomaly analysis on the fault, and dynamically eliminates multi-objective faults based on the reversible anomaly analysis result. The dynamic elimination of multi-objective faults maximizes the benefits of energy management, safety control, and motion planning through subsystem games, obtains the maximum benefit, and generates the optimal dynamic elimination strategy for multi-objective faults.

[0029] As a preferred solution of the dual-core drive motor control system for a new energy vehicle according to the present invention, wherein:

[0030] The rotational speed monitoring model is based on the rotational speeds of the first motor and the second motor collected, processes the rotational speeds of the first motor and the second motor collected through data cleaning, and then models and predicts the rotational speed data through the ARIMA model;

[0031] The rotational speed monitoring model determines whether the first motor and the second motor have faults. If the rotational speed is abnormal and the motor has a fault, the fault type is classified through the classification model, and an alarm is given for the fault;

[0032] The rotational speeds of the dual-core drive motor are monitored by establishing two rotational speed monitoring models, and a differential rotational speed database is established to compensate for the errors of the rotational speed monitoring models;

[0033] The rotational speed data in different fault states of the motor is collected, and each fault state is marked with a corresponding category, and finally the fault type is established.

[0034] A control method for a dual-core drive motor of a new energy vehicle includes:

[0035] S1. When the new energy vehicle is powered on, it is judged whether the system initialization is successful. If the startup is successful, the current state and the switch signal state are read. If the startup fails, it is judged whether the initialization times out;

[0036] S2. If it times out, it is displayed that the initialization fails. If it does not time out, it continues to judge whether the system initialization is successful;

[0037] S3. Read the current signal state and the switch signal state detected by the current sensor;

[0038] S4. Judge whether the vehicle is in motion. If it is in motion, it is shifted and the torque is changed according to the shifting strategy. If it is not in motion, it starts according to the starting control strategy, and conflict fault detection and prediction are performed on the dual-drive control, and the dual-drive control conflict fault is processed;

[0039] S5. Detect whether the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current signal state and the switch signal state detected by the current sensor. If the current and voltage of each module are abnormal, it is displayed that the system has a fault;

[0040] S6. Monitor the motor speed through the speed monitoring model. If there is a motor speed fault, the system will alarm.

[0041] Advantages of the present invention:

[0042] By setting up a conflict prediction model and a conflict elimination layer, this application realizes a closed-loop control from micro-instruction analysis to macro-system optimization, monitors the instruction transition amplitude at the moment of startup and shutdown, effectively prevents mechanical shock caused by torque mutation, sets up multi-objective conflict classification and optimization, realizes the precise elimination of conflicts in energy management, safety control and motion planning, greatly reduces the dual-drive control instruction conflicts and the elimination of minimum conflict faults, and monitors and predicts the speeds of the first motor and the second motor through the speed monitoring model, greatly reducing the speed fault problems of dual-drive new energy vehicles and improving the operability and operation flexibility of dual-drive new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings. Among them:

[0044] Figure 1 It is a composition diagram of a dual-core drive motor control system for a new energy vehicle of the present invention;

[0045] Figure 2 It is a flowchart of a control method for a dual-core drive motor of a new energy vehicle of the present invention;

[0046] Figure 3 It is a schematic diagram of the control framework of a dual-core drive motor control system for a new energy vehicle of the present invention;

[0047] Figure 4 It is a high-frequency distortion simulation result of the spectrum coupling of a dual-core drive motor control system for a new energy vehicle of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0048] In order to make the above objects, features and advantages of the present invention more obvious and understandable, the following will make a detailed description of the specific embodiments of the present invention in conjunction with the drawings of the specification.

[0049] In the following description, many specific details are set forth in order to fully understand the present invention. However, the present invention can also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the connotation of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed below.

[0050] Secondly, the "one embodiment" or "embodiment" referred to herein means a specific feature, structure or characteristic that may be included in at least one implementation manner of the present invention. The appearances of "in one embodiment" in different places in this specification do not all refer to the same embodiment, nor are they separate or selectively exclusive embodiments from other embodiments.

[0051] Furthermore, the present invention is described in detail in conjunction with schematic diagrams. When detailing the embodiments of the present invention, for the convenience of explanation, the cross-sectional views showing the device structure will be locally enlarged out of the general proportion, and the schematic diagrams are only examples and should not limit the scope of protection of the present invention herein. In addition, the three-dimensional spatial dimensions of length, width and depth should be included in actual production.

[0052] Embodiment 1

[0053] Referring to Figure 1 、 Figure 3 , a dual-core drive motor control system for a new energy vehicle: a battery module that provides power for the new energy vehicle;

[0054] A signal acquisition module, including a current sensor that acquires the current of each circuit in the control circuit of the new energy vehicle;

[0055] A vehicle controller module, connected to the current sensor, controls the start of the new energy vehicle and controls the driving of the new energy vehicle according to instructions;

[0056] A dual-motor controller, connected to the vehicle controller module, receives the starting strategy of the vehicle controller module and controls the start of the first motor and the second motor;

[0057] A dual-motor transmission module, connected to the dual-motor controller, receives the shifting strategy of the vehicle controller module and controls the speeds of the first motor and the second motor;

[0058] A drive axle differential module, connected to the dual-motor transmission module, receives the speeds and torques output by the first motor and the second motor, and controls the first left drive wheel, the first right drive wheel, the second left drive wheel and the second right drive wheel through the drive axle differential module;

[0059] The drive axle differential module includes a first drive axle differential module and a second drive axle differential module. The first drive axle differential module is connected to the first left drive wheel and the first right drive wheel and is used to control the driving of the first left drive wheel and the first right drive wheel. The second drive axle differential module is connected to the second left drive wheel and the second right drive wheel and is used to control the driving of the second left drive wheel and the second right drive wheel.

[0060] The battery module that provides power for the new energy vehicle needs to be explained:

[0061] The battery module first provides power for the vehicle controller module and the signal acquisition module. The signal acquisition module collects the current signal of the vehicle controller module to determine whether the initialization of the vehicle controller module is successful. If it fails, the new energy vehicle is restarted after being powered on. If the initialization of the vehicle controller module is successful, the battery module provides power for the dual-motor controller, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module.

[0062] Specifically, the signal acquisition module. It should be noted that:

[0063] The signal acquisition module includes a current sensor, including:

[0064] The current sensor collects the current magnitude and status in the vehicle controller module, the battery module, the dual-motor controller, the dual-motor transmission module, and the drive axle differential module to judge the startup situation and driving situation of the new energy vehicle.

[0065] The signal acquisition module collects the current magnitude and status on the dual-motor controller, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module. The main control chip of the vehicle controller module judges whether the initialization of the dual-motor controller, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module is successful. If it is successful, the new energy vehicle starts successfully. If it fails, the dual-motor controller, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module are powered on again for re-detection.

[0066] Specifically, the vehicle controller module is connected to the current sensor. It should be noted that:

[0067] After the new energy vehicle starts successfully, the current signal detected by the current sensor is read, and the vehicle controller module starts according to the owner's starting strategy.

[0068] The current signal is collected by the current sensors in the dual-motor controller, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module, including the current magnitude and current status.

[0069] The vehicle controller module includes a main control chip, a power supply unit, a CAP unit, an SCI unit, a CAN interface circuit, a motor drive unit, and an I / O unit.

[0070] The main control chip controls the implementation of the starting and shifting strategies of the new energy vehicle.

[0071] The power supply unit supplies power to the main control chip.

[0072] The CAP unit is a pulse capture unit that captures the pulse signal emitted by the vehicle controller module for the dual-motor controller.

[0073] The SCI unit includes a serial communication module for connecting the battery module to the vehicle control system, connecting the vehicle control system to the dual-motor controller, connecting the dual-motor controller to the dual-motor transmission module, and connecting the dual-motor transmission module to the drive axle differential module.

[0074] The CAN interface circuit is a field bus for realizing high-speed data transmission between multiple nodes;

[0075] The motor drive unit drives the first motor and the second motor;

[0076] The I / O unit is responsible for receiving the external current signal of the main control chip and outputting the current signal of the main control chip instruction, including:

[0077] Collect the current magnitude and status of the vehicle control module, dual-motor controller, first motor, second motor, dual-motor transmission module, and drive axle differential module through current sensors. The collected current magnitude and status are input into the main control chip of the vehicle control module through the I / O unit. The main control chip of the vehicle control module analyzes the input current to monitor the working conditions of each module of the new energy vehicle in real time.

[0078] A specific implementation method of a vehicle control module includes:

[0079] The main control chip selects the NXP S32G series (32-bit PowerPC architecture), supports dual-core (main core + safety core), and meets the ISO 26262 ASIL-D level functional safety requirements.

[0080] The main control chip is built-in with a CAN FD controller (supporting a baud rate of 5Mbps), an SCI interface, and a timer unit (supporting CAP unit capture).

[0081] The main control chip is built-in with on-chip memory. The size of the on-chip memory is 512KB SRAM (for real-time control algorithms) and 4MB Flash (for storing firmware and parameters).

[0082] The power supply unit includes an on-vehicle 12V / 24V battery pack, which is converted into 3.3V / 5V dual voltage rails through the LM5170 buck-boost chip. Through the TPS61088 power management chip, integrating a DC-DC converter and an LDO, it provides independent power supply for the main control chip, CAP unit, and CAN interface circuit.

[0083] Dual power path design (main power + backup power), switching time < 10ms.

[0084] The overvoltage / overcurrent protection TPS61088 has built-in OVP / OCP functions, and the thresholds are 6V / 3A respectively.

[0085] The CAP unit is for Moiré fringe suppression by wavelet transform.

[0086] First, the Moiré fringes need to be decomposed, and the image is reconstructed through low-frequency coefficient threshold processing in the early stage.

[0087] A 10kΩ resistor and a 0.1μF capacitor are connected in series at the input of the signal conditioning circuit for filtering to eliminate high-frequency noise.

[0088] The SN74LVC1T45 level conversion chip is used to be compatible with 3.3V / 5V signals.

[0089] The CAP unit sampling is triggered by the timer interrupt, with a resolution < 1μs, and it supports capturing the PWM pulse frequencies (0 - 20kHz) of the dual motor controllers (MCUs).

[0090] The SCI unit (serial communication module) uses the MAX3232C5T chip to implement RS-485 communication (baud rate adaptive from 115.2kbps to 1Mbps). Opto-isolation (such as HCPL-316J) is used for isolation, with an isolation voltage > 3kVrms. The data link layer is a lightweight communication protocol (frame header + data + CRC check), and it supports broadcast / peer-to-peer communication for the battery module, dual motor controllers, and transmission module.

[0091] The CAN interface circuit is integrated in the S32G main control chip, supports CAN FD (ISO 11898-1). A 120Ω resistor is connected in parallel between the CAN_H and CAN_L terminals to suppress signal reflection. Further, the baud rate configuration is dynamically switched (500kbps @ low-speed operating conditions / 2Mbps @ high-speed operating conditions).

[0092] An automatic retry mechanism (up to 3 times), with an adjustable error counter threshold.

[0093] Specifically, the dual motor controller is connected to the vehicle controller module. It should be noted that:

[0094] The vehicle controller module starts according to the starting strategy, that is, the owner's starting strategy is converted into a starting electrical signal a through the ADC unit. The starting electrical signal a is input into the main control chip of the vehicle controller module, and is used by the main control chip of the vehicle controller module as the starting electrical signal b for the dual motor controller. The starting electrical signal b is used for the dual motor controller to control the first motor and the second motor, and further control the start of the new energy vehicle;

[0095] The drive circuit unit is connected to the first motor and the second motor to control the drive of the first motor and the second motor;

[0096] The first motor and the second motor are connected to the dual motor transmission module to adjust the power output of the first motor and the second motor.

[0097] Dual-motor controller, including a main control chip, a power supply chip, a drive circuit unit, and an IGBT power unit. Among them, the power supply chip is connected to the main control chip, and the power supply chip is used to provide a low-voltage power supply for the main control chip. The main control chip is sequentially connected to the drive circuit unit and the IGBT power unit. The main control chip is used to obtain multiple sets of feedback signals and control the drive circuit unit to output corresponding drive signals according to the multiple sets of feedback signals.

[0098] Specifically, the dual-motor transmission module is connected to the dual-motor controller and receives the shifting strategy of the vehicle controller module. It should be noted that: receiving the 48V bus voltage requires a DC-DC converter.

[0099] The vehicle owner implements the shifting strategy, and the shifting strategy is converted into a shifting electrical signal c through the new energy vehicle control system. The shifting electrical signal c is input into the main control chip of the vehicle controller module and is used as a shifting electrical signal d for controlling the dual-motor controller by the main control chip of the vehicle controller module. The shifting electrical signal d is used for the dual-motor controller to control the speeds and torques of the first motor and the second motor; and controls the rotations of the first left driving wheel, the first right driving wheel, the second left driving wheel, and the second right driving wheel through the drive axle differential module.

[0100] Controlling the speeds and torques of the first motor and the second motor, the dual-motor transmission module receives the speed electrical signals and torque electrical signals of the first motor and the second motor and outputs them to the first drive axle differential module and the second drive axle differential module, thereby driving the rotations of the first left driving wheel, the first right driving wheel, the second left driving wheel, and the second right driving wheel, and realizing the shifting strategy implemented by the vehicle owner.

[0101] The dual-motor transmission module receives the speeds of the first motor and the second motor. Through serial communication in the SCI unit, the dual-motor transmission module communicates with the dual-motor controller, feedbacks the speeds of the first motor and the second motor, indirectly controls the speeds of the first motor and the second motor, and further adjusts the stepless speed change, braking, and traction of the new energy vehicle. The speeds and output torques of the first motor and the second motor are adjusted according to different road conditions and driving requirements. The dual-motor transmission module is connected to the drive axle differential module.

[0102] Specifically, the drive axle differential module is connected to the dual-motor transmission module. It should be noted that:

[0103] The first drive axle differential module is connected to the first left drive wheel and the first right drive wheel. Through the differential gears, the rotational speed difference between the first left drive wheel and the first right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller. Then, the first drive axle differential module is controlled to adjust the power output of the drive shaft.

[0104] The second drive axle differential module is connected to the second left drive wheel and the second right drive wheel. Through the differential gears, the rotational speed difference between the second left drive wheel and the second right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller. Then, the second drive axle differential module is controlled to adjust the power output of the drive shaft.

[0105] The rotational speed monitoring model is based on the rotational speeds of the first motor and the second motor collected. The rotational speeds of the first motor and the second motor collected are processed through data cleaning, and then the ARIMA model is used to model and predict the rotational speed data.

[0106] Furthermore, an electric motor rotational speed monitoring model based on the ARIMA model is established, including: collecting and organizing the AC motor rotational speed data, ensuring that the data is time-series rotational speed data collected at regular time intervals, and removing the incorrect data in the rotational speed data. The parameters of the ARIMA model are determined by observing the autocorrelation plot and partial autocorrelation plot of the rotational speed, and the values of the autoregressive term AR, the differencing order, and the moving average term are determined through the autocorrelation plot and partial autocorrelation plot of the rotational speed.

[0107] With the determined ARIMA parameters, the model is fitted to the data, and the fitted ARIMA model is diagnosed to check whether the residual sequence satisfies the assumptions of the model, such as having a mean of 0 or a constant variance. If the assumptions are not met, the autoregressive term, differencing order, or moving average term of the model is adjusted. After the adjustment is completed, the rotational speed is predicted through the model, and the difference between the predicted result and the actual observed value is monitored to evaluate the performance of the model.

[0108] Specific implementation method for establishing an electric motor rotational speed monitoring model based on the ARIMA model:

[0109] First, the historical rotational speed data of the dual motors (the first drive motor and the second drive motor) is collected in real time through sensors, and the vehicle operating states (such as auxiliary variables like load, battery voltage, vehicle speed, etc.) are recorded synchronously. Pay key attention to the regularity of the rotational speed data changing over time, which is the time-series characteristic.

[0110] Analyze whether there are obvious periodicities (such as periodic load changes of the motor) or long-term trends (such as speed decay after long-term high-speed operation) in the historical speed, determine whether "differencing" (simply understood as "data smoothing") is needed to eliminate the trend influence, and determine the "memory period" of the model (i.e., the key parameter in the ARIMA model) by analyzing the "delayed correlation" of the historical speed itself (such as the correlation between the speed at time t and the speeds at times t-1 and t-2).

[0111] Train the model with the cleaned historical data to identify the speed fluctuation rules under normal operating conditions, form the standard models of the two motors after training, establish ARIMA models for the first motor and the second motor respectively, and predict their respective speed trends in real time.

[0112] Compare the differences between the predicted values and the actual values of the two motors. If "the speed of a single motor deviates from the predicted interval" or "the speed difference between the two motors exceeds the safety threshold" occurs, design a speed difference limit of ±5%, and immediately trigger an abnormal warning, such as indicating an abnormal motor control algorithm, a gearbox fault, or an abnormal sensor signal.

[0113] Furthermore, due to the monitoring of the dual-core drive motor, the dual-core drive motor is monitored one by one according to the requirements. The speeds of the dual-core drive motor are monitored by establishing two speed monitoring models. At the same time, a differential speed database needs to be established to compensate for the errors of the speed monitoring models, avoiding problems such as abnormal motor speeds and error reports of the speed monitoring models caused by operations such as gear shifting, turning, and reversing.

[0114] Judge whether the first motor and the second motor have failed through the speed monitoring model. If the speed is abnormal and the motor fails, classify the fault type through the classification model and alarm the fault;

[0115] Collect the speed data of the motor in different fault states, mark the corresponding categories for each fault state, and finally establish the fault type.

[0116] Embodiment 2

[0117] As Figure 2 shown, a control method for a dual-core drive motor of a new energy vehicle includes:

[0118] S1. When the new energy vehicle is powered on, judge whether the system initialization is successful. If the startup is successful, read the current state and the switch signal state. If the startup fails, judge whether the initialization times out;

[0119] S2. If it times out, display that the initialization fails. If it does not time out, continue to judge whether the system initialization is successful;

[0120] S3. Read the current signal state and the switch signal state detected by the current sensor;

[0121] S4. Determine whether the vehicle is in motion. If it is in motion, perform gear shifting and torque conversion according to the gear shifting strategy. If it is not in motion, start according to the starting control strategy, and determine whether there is a fault or conflict in the dual-core drive motor control strategy. If there is a conflict, eliminate the conflict through the conflict elimination layer. If there is no conflict, continue to execute the control strategy;

[0122] Detect and analyze the dual-drive control conflict fault through the fault monitoring model, and monitor the rotational speed of the dual-core motor in real time.

[0123] The fault monitoring module includes a conflict detection unit and a rotational speed monitoring model.

[0124] A specific implementation method of a conflict detection unit includes:

[0125] Instruction data acquisition and processing, acceleration time series feature extraction, spectrum coupling detection, steady-state boundary calibration, conflict prediction, reversible anomaly analysis, and game optimization.

[0126] Specifically, for instruction data acquisition and preprocessing, deploy a multi-channel sensor network at the control edge to collect acceleration instruction sequences, actuator feedback signals, and environmental state parameters in real time. Establish a sliding time window (default length 2 seconds), normalize the instructions within the window to eliminate the dimension difference, and ensure the synchronization of the instruction stream, sensor data, and system state through timestamp alignment technology to form a three-dimensional data cube with time tags.

[0127] The construction of the acceleration time series feature extraction recursive comparison algorithm includes obtaining the acceleration difference between adjacent instructions, plotting the acceleration change trajectory curve, identifying the instruction segments with continuous same-direction changes (continuous acceleration / deceleration) in the curve, and marking the acceleration mutation points (the adjacent difference exceeds the set threshold) and counting the acceleration sign switching frequency within the unit time. Establish an instruction behavior feature vector through three dimensions: trajectory smoothness, mutation density, and direction stability.

[0128] Spectrum coupling detection is performed by converting the control instruction stream into a virtual spectrum signal, setting a dual-band monitoring band (0.1 - 1 Hz as the low-frequency band, 5 - 10 Hz as the high-frequency band), and detecting the energy mutation in the high-frequency band. The energy mutation is used to reflect operation jitter or sensor noise, capture the waveform distortion in the low-frequency band, and the distortion degree is used to indicate the degree of insufficient system inertia compensation. If the energy ratio of the two bands exceeds the preset safety interval, an oscillation coupling warning is triggered.

[0129] As Figure 4 shown, in the high-frequency distortion simulation of spectrum coupling, the abscissa unit is frequency (Hz), corresponding to the preset high-frequency monitoring band range (5 - 10 Hz) of the system; the ordinate unit is the percentage of normalized energy intensity (%), reflecting the proportion of the distorted energy in the overall signal energy within this frequency band.

[0130] Specifically, the abscissa represents the signal frequency distribution, covering the target monitoring interval (5 - 10 Hz) of high-frequency distortion, which is used to observe the specific distribution positions of high-frequency noise, oscillation and other distortion components in the frequency spectrum. For example, if a periodic interference of 8 Hz is artificially injected in the simulation, the abscissa will display an energy peak at this frequency point. Distortion energy outside the preset frequency band (such as < 5 Hz or > 10 Hz) will be filtered to ensure that only the high-frequency coupling effect is analyzed.

[0131] The ordinate quantifies the energy intensity of high-frequency distortion. The time-domain signal is converted into a frequency-domain energy distribution through the fast Fourier transform (FFT), and the energy value is mapped to a percentage (0 - 100%), with the reference value being the background noise energy in the high-frequency band during the steady-state operation of the system (such as the normal value is 5%).

[0132] For the dynamic calibration of the steady-state boundary, the Euclidean distance between the current instruction and the historical steady-state instruction is compared, the instruction strength decline rate of the dual-core drive wheel is calculated, the physical attenuation constant of the dual-core drive motor control is compared, and the number of effective instruction changes per unit time is counted. The threshold boundaries of each dimension are dynamically adjusted according to the equipment operation duration, environmental temperature, and load status.

[0133] Conflict prediction is performed by periodically (4 times per second) executing feature vector matching to compare the similarity between the current dual-core motor drive mode and the fault feature library. When any dimension is monitored to cross the boundary, in-depth diagnosis is immediately started. The prediction results are divided into four levels: safe (green), attention (yellow), warning (orange), and emergency (red). The dual-drive results are measured by similarity to generate the final prediction level.

[0134] The reversible anomaly analysis matrix is used to divide three types of influence: mechanical damage, control failure, and energy overload. Further, three types of states are defined: completely reversible (recoverable by software reset), conditionally reversible (requiring hardware calibration), and irreversible (requiring manual intervention). The conflict prediction results are mapped to a three-dimensional space to determine the disposal strategy. The disposal strategy includes whether to recover through software reset, whether to recover through hardware calibration, or whether manual intervention is required, and the problem is solved by corresponding to the divided anomaly matrix types.

[0135] Game optimization constructs a multi-layer game framework, which includes an energy management layer, a motion planning compensation layer, and a safety control arbitration layer.

[0136] Further, the energy management layer optimizes the charge and discharge strategy within the safety threshold to balance the instantaneous power consumption and the battery life.

[0137] The motion planning compensation layer uses path replanning and speed curve smoothing technologies to eliminate mechanical shocks.

[0138] The safety control arbitration layer ensures system protection through actuator output limitation and faulty unit isolation, establishes benefit evaluation, calculates the comprehensive benefit values (safety factor × energy efficiency ratio × motion continuity) of each solution in real time, selects the Pareto optimal solution to generate the final execution instruction, and at the same time feeds back the disposal effect to the prediction model for parameter self-correction.

[0139] When a new dual-core motor drive instruction stream enters the system, a closed-loop flow of acquisition, analysis, prediction, decision-making, execution, and feedback is continuously carried out. After each instruction execution, the deviation between the actual motion trajectory and the expected trajectory is verified through the actuator feedback signal, and this deviation is used as an important correction parameter for the prediction model. For successfully resolved conflict cases, the system will automatically extract the disposal features and store them in the knowledge base to improve the prediction accuracy of subsequent similar conflicts. For cases where residual errors still exist after disposal, the expert mode will be triggered for manual assistance operations to ensure the system's continuous evolution ability.

[0140] This solution realizes the full-process automated management from conflict early warning to autonomous elimination through the deep coupling of physical layer monitoring and logical layer decision-making. While ensuring the system's safety, it reduces the response delay of traditional conflict disposal and improves the comprehensive benefit achievement rate in multi-objective optimization scenarios.

[0141] S5. Detect whether the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current signal status and switch signal status detected by the current sensor. If the current and voltage of each module are abnormal, display the system fault;

[0142] S6. Monitor the motor speed through the speed monitoring model. If the motor speed fails, give a system alarm.

[0143] Integrate the control module and the drive module in the housing of the dual-motor controller, and directly control two motors through a single dual-motor controller, which not only reduces costs but also decreases the size of the controller. Currently, the drive system of electric vehicles contains multiple actuators and controllers, resulting in an overly large overall controller size, which will increase costs and also cause problems such as difficulties in detection and maintenance.

[0144] Importantly, it should be noted that the construction and arrangement of the present application shown in multiple different exemplary embodiments are merely illustrative. Although only two embodiments are described in detail in this disclosure, those who refer to this disclosure should easily understand that many modifications are possible without materially departing from the novel teachings and advantages of the subject matter described in this application (e.g., changes in the dimensions, scales, structures, shapes and proportions of various elements, as well as parameter values (such as temperature, pressure, etc.), installation arrangements, use of materials, colors, orientations, etc.). For example, elements shown as integrally formed may be composed of multiple parts or elements, the positions of the elements may be inverted or otherwise changed, and the nature, number or position of discrete elements may be altered or changed. Accordingly, all such modifications are intended to be included within the scope of the present invention. The order or sequence of any process or method steps may be changed or re-ordered according to alternative embodiments. In the claims, any "means-plus-function" clause is intended to cover the structures that perform the recited function herein, and not only structural equivalents but also equivalent structures. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments without departing from the scope of the present invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0145] In addition, in order to provide a concise description of the exemplary embodiments, all features of the actual embodiments may not be described (i.e., those features that are not relevant to the currently contemplated best mode of carrying out the present invention or those features that are not relevant to the implementation of the present invention).

[0146] It should be understood that in the development of any actual implementation, as in any engineering or design project, numerous specific implementation decisions may be made. Such development efforts may be complex and time-consuming, but for those of ordinary skill in the art who benefit from this disclosure, without undue experimentation, such development efforts will be a routine task of design, manufacturing and production.

[0147] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention may be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered by the scope of the claims of the present invention.

Claims

1. A dual-core drive motor control system for a new energy vehicle, characterized in that Including: A dual-motor controller module, connected to the vehicle controller module, for receiving the starting strategy of the vehicle controller module and controlling the starting of the first motor and the second motor. A dual-motor transmission module, connected to the dual-motor controller, for receiving the shifting strategy of the vehicle controller module and controlling the rotational speeds of the first motor and the second motor; A drive axle differential module, connected to the dual-motor transmission module, for receiving the rotational speeds and torques output by the first motor and the second motor, and controlling the first left drive wheel, the first right drive wheel, the second left drive wheel, and the second right drive wheel through the drive axle differential module; A fault monitoring module, including a conflict detection unit for analyzing dual-drive control conflict faults and a rotational speed monitoring model for monitoring the rotational speeds of the dual-core motors.

2. The dual-core drive motor control system for a new energy vehicle according to claim 1, wherein: A signal acquisition module is provided, including a current sensor; The current sensor collects the currents in the vehicle controller module, the battery module, the dual-motor controller, the dual-motor transmission module, and the drive axle differential module, and determines the starting situation and the driving situation of the new energy vehicle according to the current status. If the current magnitudes and statuses in the vehicle controller module, the battery module, the dual-motor controller, the dual-motor transmission module, and the drive axle differential module are all starting values, the new energy vehicle is successfully started; otherwise, it is not started successfully and needs to be started again.

3. The dual-core drive motor control system for a new energy vehicle according to claim 1, wherein: The vehicle controller module includes a main control chip, an SCI unit, a CAP unit, a power supply unit, a CAN interface circuit, and a motor drive unit; The CAP unit is a pulse capture unit for capturing the pulse signals emitted by the vehicle controller module to the dual-motor controller; The SCI unit includes a serial communication module, which connects the communication between the battery module and the vehicle control system, connects the communication between the vehicle control system and the dual-motor controller, connects the communication between the dual-motor controller and the dual-motor transmission module, and connects the communication between the dual-motor transmission module and the drive axle differential module.

4. The dual-core drive motor control system for a new energy vehicle according to claim 3, wherein: The dual-motor controller includes a main control chip, a power supply chip, a drive circuit unit, and an IGBT power unit. Among them, the power supply chip is connected to the main control chip, and the power supply chip is used to provide a low-voltage power supply for the main control chip. The main control chip is sequentially connected to the drive circuit unit and the IGBT power unit. The main control chip is used to obtain multiple sets of feedback signals and control the drive circuit unit to output corresponding drive signals according to the multiple sets of feedback signals.

5. The dual-core drive motor control system for a new energy vehicle according to claim 4, wherein: The drive circuit unit is connected to the first motor and the second motor to control the driving of the first motor and the second motor; The first motor and the second motor are connected to the dual-motor transmission module to adjust the power output of the first motor and the second motor.

6. The dual-core drive motor control system for a new energy vehicle according to claim 5, wherein: The dual-motor transmission module receives the rotational speeds of the first motor and the second motor, communicates with the dual-motor controller through serial communication in the SCI unit, feeds back the rotational speeds of the first motor and the second motor, controls the rotational speeds of the first motor and the second motor, adjusts the continuously variable transmission, braking, and traction of the new energy vehicle, and adjusts the rotational speeds and output torques of the first motor and the second motor according to road conditions and driving requirements.

7. The control system for a dual-core drive motor of a new energy vehicle according to claim 1, characterized in that: The drive axle differential module includes a first drive axle differential module and a second drive axle differential module; The first drive axle differential module is connected to the first left drive wheel and the first right drive wheel. Through differential gears, the rotational speed difference between the first left drive wheel and the first right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller, controlling the first drive axle differential module and adjusting the power output of the drive shaft; The second drive axle differential module is connected to the second left drive wheel and the second right drive wheel. Through differential gears, the rotational speed difference between the second left drive wheel and the second right drive wheel is minimized. The rotational speed difference is fed back to the main control chip of the vehicle control module through the communication between the drive axle differential module and the dual-motor transmission module, the communication between the dual-motor transmission module and the dual-motor controller, and the communication between the vehicle control system and the dual-motor controller, controlling the second drive axle differential module and adjusting the power output of the drive shaft.

8. The control system for a dual-core drive motor of a new energy vehicle according to claim 1, characterized in that: A conflict prediction model and a conflict elimination layer are constructed; The conflict prediction model calculates the accelerations of adjacent instructions through the acceleration time series layer, and identifies high-frequency oscillation coupling and low-frequency oscillation coupling of control instructions by obtaining the control instruction spectrum, monitors whether the transitions, decays, and changes of control edge instructions exceed the steady-state value. A dual-drive conflict prediction model is constructed through calculation analysis and monitoring results. The control edge instructions are fault-predicted through the dual-drive conflict prediction model, and the fault prediction results are input into the conflict elimination layer; The conflict elimination layer includes multi-level hierarchical elimination. The multi-level hierarchical elimination performs reversible anomaly analysis on the faults by receiving the fault prediction results, dynamically eliminates multi-objective faults through the results of the reversible anomaly analysis. The dynamic elimination of multi-objective faults maximizes the benefits of energy management, safety control, and motion planning through subsystem games, obtains the maximum benefit, and generates the best dynamic elimination strategy for multi-objective faults.

9. The control system for a dual-core drive motor of a new energy vehicle according to claim 1, characterized in that: The rotational speed monitoring model is based on the rotational speeds of the first motor and the second motor collected. The rotational speeds of the first motor and the second motor collected are processed through data cleaning, and then the ARIMA model is used to model and predict the rotational speed data; The rotational speed monitoring model is used to determine whether the first motor and the second motor have failures. If the rotational speed is abnormal and the motor fails, the classification model is used to classify the failure types and alarm for the failures. Two rotational speed monitoring models are established to monitor the rotational speed of the dual-core drive motor, and a differential rotational speed database is established to compensate for the errors of the rotational speed monitoring model. By collecting the rotational speed data of the motor under different failure states and marking the corresponding categories for each failure state, the failure types are finally established.

10. A control method for a dual-core drive motor of a new energy vehicle, implemented based on the control system of a dual-core drive motor of a new energy vehicle described in any one of claims 1-9, characterized in that, It includes: When the new energy vehicle is powered on, it is judged whether the system initialization is successful. If the startup is successful, the current state and the switch signal state are read. If the startup fails, it is judged whether the initialization times out. If it times out, it indicates that the initialization fails. If it does not time out, it continues to judge whether the system initialization is successful. Read the current signal state and the switch signal state detected by the current sensor. Judge whether the vehicle is in motion. If it is in motion, shift gears and vary the torque according to the shift strategy. If it is not in motion, start according to the starting control strategy, detect and predict the conflict failures of the dual-drive control, and handle the conflict failures of the dual-drive control. Detect whether the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current signal state and the switch signal state detected by the current sensor. If the current and voltage of each module are abnormal, it indicates a system failure. The rotational speed monitoring model is used to monitor the rotational speed of the motor. If the rotational speed of the motor fails, a system alarm is issued.

Images