A new energy vehicle double-core driving motor control system and method

Abstract

The application relates to the technical field of new energy automobile control, and discloses a new energy automobile double-kernel driving motor control system and method, which comprises a battery module, a signal acquisition module, a whole vehicle controller module, a double-motor controller, a first motor, a second motor, a double-motor transmission module, a first driving axle differential module and a second driving axle differential module; the two separate motor controllers need to be respectively assembled in the box, and the problems of poor compactness, large occupied volume and high cost are solved; the double-motor controller provided by the application is compact, small in volume and easy to be carried on the whole vehicle, so that the relationship between various links can be better coordinated, the driving system efficiency of the new energy automobile is improved, and the cost of the new energy automobile is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of new energy vehicle control technology, and is suitable for a new energy vehicle dual-core driving motor control system and method. BACKGROUND

[0002] The domestic new energy vehicle market is gradually expanding, and domestic enterprises and research institutions are actively exploring the research and application of new energy vehicles. Different types of new energy vehicles have begun to be applied in production and transportation, but the efficiency and endurance of some new energy vehicle motor control systems still have room for improvement. In order to meet the demand of heavy load transportation, the motor control system needs to provide sufficient torque and power output, and can realize 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 motor control unit, battery module management system, steering system, etc. It is necessary to improve the system-level cooperative control and optimization strategy to ensure the coordinated work between each subsystem, improve the stability and safety of the whole vehicle, and the fault diagnosis and maintenance of the new energy vehicle motor control system is still a challenge. Due to the complex electrical system and control strategy, timely and accurate identification and solution of faults require more in-depth professional knowledge and advanced diagnostic equipment. SUMMARY

[0003] To solve the above technical problems, the main purpose of the present application is to provide a new energy vehicle dual-core driving motor control system, comprising:

[0004] The dual-motor controller module is connected with the vehicle controller module, and is used for receiving the starting strategy of the vehicle controller module and controlling the starting of the first motor and the second motor. The dual-motor transmission module is connected with the dual-motor controller module, and is used for receiving the gear shifting strategy of the vehicle controller module and controlling the rotating speed of the first motor and the second motor.

[0005] The drive axle differential module is connected with the dual-motor transmission module, and is used for receiving the rotating speed and torque 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] The fault monitoring module includes a conflict detection unit for analyzing dual-drive control conflict faults and a rotating speed monitoring model for monitoring the rotating speed of the dual-core motor.

[0007] As a preferred scheme of the new energy vehicle dual-core driving motor control system according to the present application, the signal acquisition module includes a current sensor.

[0008]

[0009] ​The current sensor collects the current in the vehicle controller module, the battery module, the dual-motor controller module, the dual-motor transmission module and the drive axle differential module, and determines the starting condition of the new energy vehicle and the driving condition of the new energy vehicle according to the current state. If the current in the vehicle controller module, the battery module, the dual-motor controller module, the dual-motor transmission module and the drive axle differential module is a starting value, the new energy vehicle is successfully started, otherwise, the new energy vehicle needs to be started again.

[0010] As a preferred scheme of the new energy vehicle dual-core driving motor control system, wherein:

[0011] The vehicle controller module comprises an SCI unit, a CAP unit, a power supply unit, a CAN interface circuit, and a motor driving unit.

[0012] The CAP unit is a pulse capture unit, which captures the pulse signal transmitted by the dual-motor controller module to the vehicle controller module.

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

[0014] As a preferred scheme of the new energy vehicle dual-core driving motor control system, wherein:

[0015] The dual-motor controller module comprises a main control chip, a power supply chip, a driving circuit unit and an IGBT power unit. The power supply chip is connected to the main control chip, and the power supply chip is used to provide low-voltage power supply for the main control chip. The main control chip is connected to the driving circuit unit and the IGBT power unit in sequence, and the main control chip is used to acquire multiple groups of backhaul signals and control the driving circuit unit to output corresponding driving signals according to the multiple groups of backhaul signals.

[0016] As a preferred scheme of the new energy vehicle dual-core driving motor control system, wherein:

[0017] The driving circuit unit is connected to the first motor and the second motor, and controls the driving of the first motor and the second motor.

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

[0019] As a preferred scheme of the new energy vehicle dual-core driving motor control system, wherein:

[0020] The dual-motor transmission module receives the rotational speeds of the first and second motors. Through serial communication in the SCI unit, the dual-motor transmission module communicates with the dual-motor controller module to receive feedback on the rotational speeds of the first and second motors. It controls the rotational speeds of the first and second motors, adjusts the continuously variable transmission and braking and traction of the new energy vehicle, and adjusts the rotational speeds and output torque of the first and second motors according to road conditions and driving needs.

[0021] As a preferred embodiment of the dual-core drive motor control system for new energy vehicles described in this 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 speed difference between the first left drive wheel and the first right drive wheel is minimized. The speed difference is fed back to the main control chip of the vehicle controller module through communication between the drive axle differential module and the dual motor transmission module, communication between the dual motor transmission module and the dual motor controller module, and communication between the vehicle controller module and the dual motor controller module. This controls the first drive axle differential module 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 speed difference between the second left drive wheel and the second right drive wheel is minimized. The speed difference is fed back to the main control chip of the vehicle controller module through communication between the drive axle differential module and the dual motor transmission module, communication between the dual motor transmission module and the dual motor controller module, and communication between the vehicle controller module and the dual motor controller module. Then, the second drive axle differential module is controlled to adjust the power output of the drive shaft.

[0025] As a preferred embodiment of the dual-core drive motor control system for new energy vehicles described in this invention, wherein:

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

[0027] The conflict prediction model calculates the acceleration of adjacent commands through the acceleration timing layer, and identifies high-frequency oscillation coupling and low-frequency oscillation coupling of control commands by acquiring the control command spectrum. It monitors whether the control edge command transition, command decay and command change exceed the steady state value. A dual-drive conflict prediction model is constructed through calculation analysis and monitoring results. The dual-drive conflict prediction model is used to predict the faults of control edge commands, and the fault prediction results are input into the conflict elimination layer.

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

[0029] As a preferred embodiment of the dual-core drive motor control system for new energy vehicles described in this invention, wherein:

[0030] The speed monitoring model is based on the collected speeds of the first motor and the second motor. The collected speeds of the first motor and the second motor are processed through data cleaning, and then the speed data is modeled and predicted using the ARIMA model.

[0031] The speed monitoring model is used to determine whether the first and second motors have malfunctioned. If the speed is abnormal, the motor has malfunctioned. The malfunction type is classified by the classification model and an alarm is triggered.

[0032] Two speed monitoring models were established to monitor the speed of the dual-core drive motor, and a differential speed database was established to compensate for errors in the speed monitoring models.

[0033] By collecting speed data of the motor under different fault conditions and labeling each fault condition with a corresponding category, the fault type is finally established.

[0034] A control method for a dual-core drive motor in a new energy vehicle, comprising:

[0035] S1. When a new energy vehicle is powered on, determine whether the system initialization is successful. If the startup is successful, read the current status and switch signal status. If the startup fails, determine whether the initialization timed out.

[0036] S2. If the timeout occurs, display "initialization failed"; if the timeout does not occur, continue to check whether the system initialization was successful.

[0037] S3. Read the current sensor's detected current signal status and switch signal status;

[0038] S4. Determine if the vehicle is in motion. If it is in motion, change speed and torque according to the shifting strategy. If it is not in motion, start according to the starting control strategy. Detect and predict conflict faults in dual drive control and handle dual drive control conflict faults.

[0039] S5. Check if the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current sensor detection current signal status and switch signal status. If the current and voltage of each module are abnormal, display system fault.

[0040] S6. The motor speed is monitored by a speed monitoring model. If the motor speed fails, a system alarm will be triggered.

[0041] The beneficial effects of this invention are:

[0042] This application achieves closed-loop control from micro-command analysis to macro-system optimization by setting up a conflict prediction model and a conflict elimination layer. It monitors the command transition amplitude at the moment of start-up and shutdown, effectively preventing mechanical shock caused by torque mutation. By setting up multi-objective conflict hierarchical optimization, it achieves precise elimination of conflicts in energy management, safety control, and motion planning, greatly reducing dual-drive control command conflicts and eliminating minimum conflict faults. Through the speed monitoring model, it monitors and predicts the speed of the first and second motors in real time, greatly reducing the speed fault problem of dual-drive new energy vehicles and improving the operability and operational flexibility of dual-drive new energy vehicles. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0044] Figure 1 This is a diagram illustrating the composition of a dual-core drive motor control system for new energy vehicles according to the present invention.

[0045] Figure 2 This is a flowchart of a dual-core drive motor control method for new energy vehicles according to the present invention;

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

[0047] Figure 4 This is a simulation result of high-frequency distortion in the spectrum coupling of a dual-core drive motor control system for new energy vehicles according to the present invention. Detailed Implementation

[0048] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0049] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0050] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0051] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth. Example

[0052] Reference Figure 1 , Figure 3 A dual-core drive motor control system for new energy vehicles: a battery module that provides power to new energy vehicles;

[0053] The signal acquisition module includes current sensors that acquire the current of each circuit in the control circuit of a new energy vehicle.

[0054] The vehicle controller module is connected to the current sensor and controls the starting of the new energy vehicle and controls its driving according to instructions.

[0055] The dual-motor controller module is connected to the vehicle controller module, receives the starting strategy from the vehicle controller module, and controls the first and second motors to start.

[0056] The dual-motor transmission module is connected to the dual-motor controller module, receives the shifting strategy from the vehicle controller module, and controls the speed of the first and second motors.

[0057] The drive axle differential module is connected to the dual-motor transmission module. It receives the speed and torque 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.

[0058] 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 drive 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 drive of the second left drive wheel and the second right drive wheel.

[0059] When providing battery modules for new energy vehicles, it should be noted that:

[0060] The battery module first provides power to 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 vehicle controller module initialization is successful. If it fails, the new energy vehicle is restarted. If the vehicle controller module initialization is successful, the battery module provides power to the dual motor controller module, the first motor, the second motor, the dual motor transmission module, and the drive axle differential module.

[0061] Specifically, the signal acquisition module. It should be noted that:

[0062] The signal acquisition module, including a current sensor, includes:

[0063] The current sensor collects the current magnitude and status from the vehicle controller module, battery module, dual motor controller module, dual motor transmission module, and drive axle differential module to determine the starting status and driving status of the new energy vehicle.

[0064] The signal acquisition module collects the current magnitude and status of the dual-motor controller module, 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 determines whether the dual-motor controller module, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module have been successfully initialized. If successful, the new energy vehicle starts successfully. If it fails, the dual-motor controller module, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module are powered on again and retested.

[0065] Specifically, the vehicle controller module is connected to the current sensor. It should be noted that:

[0066] After a new energy vehicle starts successfully, the current signal detected by the current sensor is read, and the vehicle controller module starts the vehicle according to the owner's starting strategy.

[0067] The current signal is acquired by the current sensors in the dual-motor controller module, the first motor, the second motor, the dual-motor transmission module, and the drive axle differential module, including the current magnitude and current state;

[0068] 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;

[0069] The main control chip controls the start-up and gear-shifting strategies of new energy vehicles.

[0070] The power supply unit supplies power to the main control chip;

[0071] The CAP unit is a pulse capture unit that captures the pulse signals transmitted by the vehicle controller module to the dual-motor controller module.

[0072] The SCI unit includes a serial communication module that connects the battery module to the vehicle controller module, the vehicle controller module to the dual-motor controller module, the dual-motor controller module to the dual-motor transmission module, and the dual-motor transmission module to the drive axle differential module.

[0073] The CAN interface circuit is a fieldbus that enables high-speed data transmission between multiple nodes.

[0074] The motor drive unit drives the first motor and the second motor;

[0075] The I / O unit is responsible for receiving external current signals from the main control chip and outputting current signals for instructions from the main control chip, including:

[0076] The current magnitude and status of the vehicle controller module, dual-motor controller module, first motor, second motor, dual-motor transmission module, and drive axle differential module are collected by current sensors. The collected current magnitude and status are input to the main control chip of the vehicle controller module through the I / O unit. The main control chip of the vehicle controller module analyzes the input current and monitors the working status of each module of the new energy vehicle in real time.

[0077] A specific implementation method for a vehicle controller module includes:

[0078] The main control chip is selected from the NXP S32G series (32-bit PowerPC architecture), which supports dual cores (main core + security core) and meets the ISO 26262 ASIL-D level functional safety requirements.

[0079] The main control chip has a built-in CAN FD controller (supporting 5Mbps baud rate), SCI interface, and timer unit (supporting CAP unit capture).

[0080] The main control chip has built-in on-chip memory, with a size of 512KB SRAM (for real-time control algorithms) and 4MB Flash (for storing firmware and parameters).

[0081] The power supply unit includes an onboard 12V / 24V battery pack, which is converted to a 3.3V / 5V dual voltage rail via an LM5170 buck-boost chip. Through the TPS61088 power management chip, a DC-DC converter and LDO are integrated to provide independent power to the main control chip, CAP unit, and CAN interface circuit.

[0082] Dual power supply path design (main power supply + backup power supply), switching time <10ms.

[0083] The TPS61088 features built-in overvoltage / overcurrent protection with OVP / OCP functions, and threshold values ​​of 6V / 3A respectively.

[0084] The CAP unit is a wavelet transform-based moiré fringe suppression.

[0085] First, the moiré fringes need to be decomposed, and the image is reconstructed in the early stage by thresholding the low-frequency coefficients.

[0086] A 10kΩ resistor and a 0.1μF capacitor are connected in series at the input of the signal conditioning circuit for filtering and to eliminate high-frequency noise.

[0087] It uses the SN74LVC1T45 level conversion chip, which is compatible with 3.3V / 5V signals.

[0088] The CAP unit sampling is triggered by a timer interrupt, with a resolution of <1μs, and it supports capturing the PWM pulse frequency (0-20kHz) of the dual motor controller module (MCU).

[0089] The SCI unit (serial communication module) uses the MAX3232C5T chip to implement RS-485 communication (baud rate adaptive 115.2kbps-1Mbps). Isolation is achieved using optocoupler isolation (such as HCPL-316J), with an isolation voltage >3kVrms. The data link layer uses a lightweight communication protocol (frame header + data + CRC check), supporting broadcast / point-to-point communication with the battery module, dual motor controller module, and transmission module.

[0090] The CAN interface circuit is integrated into the S32G main control chip and 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. Furthermore, the baud rate can be dynamically switched (500kbps@low speed / 2Mbps@high speed).

[0091] Automatic retry mechanism (up to 3 times), error counter threshold adjustable.

[0092] Specifically, the dual-motor controller module is connected to the vehicle controller module. It should be noted that:

[0093] The vehicle controller module starts according to the starting strategy, that is, the driver's starting strategy is converted into a starting electrical signal a by the ADC unit. The starting electrical signal a is input to 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 to control the dual motor controller module. The starting electrical signal b is used by the dual motor controller module to control the first motor and the second motor, thereby controlling the start of the new energy vehicle.

[0094] 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;

[0095] The first motor and the second motor are connected to the dual-motor transmission module to regulate the power output of the first motor and the second motor.

[0096] The dual-motor controller module includes a main control chip, a power supply chip, a drive circuit unit, and an IGBT power unit. The power supply chip is connected to the main control chip and is used to provide low-voltage power to the main control chip. The main control chip is connected in sequence to the drive circuit unit and the IGBT power unit. The main control chip is used to acquire multiple sets of back sampling signals and control the drive circuit unit to output corresponding drive signals according to the multiple sets of back sampling signals.

[0097] Specifically, the dual-motor transmission module is connected to the dual-motor controller module and receives the shifting strategy from the vehicle controller module. It should be noted that a DC-DC converter is required to receive the 48V bus voltage.

[0098] The vehicle owner implements a shifting strategy, which is converted into a shifting electrical signal c by the new energy vehicle control system. The shifting electrical signal c is input to the main control chip of the vehicle controller module, and is used by the main control chip of the vehicle controller module as a shifting electrical signal d to control the dual motor controller module. The shifting electrical signal d is used by the dual motor controller module to control the speed and torque of the first motor and the second motor; and controls the rotation of 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.

[0099] The control of the speed and torque of the first motor and the second motor is achieved by receiving the speed and torque electrical signals of the first motor and the second motor through the dual-motor transmission module and outputting them to the first drive axle differential module and the second drive axle differential module, thereby driving the rotation of the first left drive wheel, the first right drive wheel, the second left drive wheel and the second right drive wheel, and realizing the shifting strategy implemented by the driver.

[0100] The dual-motor transmission module receives the rotational speeds of the first and second motors. Through serial communication in the SCI unit, the dual-motor transmission module communicates with the dual-motor controller module to provide feedback on the rotational speeds of the first and second motors. This indirectly controls the rotational speeds of the first and second motors, thereby adjusting the continuously variable transmission (CVT) and the braking and traction of the new energy vehicle. The module adjusts the rotational speeds and output torque of the first and second motors according to different road conditions and driving requirements. The dual-motor transmission module is connected to the drive axle differential module.

[0101] Specifically, the drive axle differential module is connected to the dual-motor transmission module. It should be noted that:

[0102] 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 speed difference between the first left drive wheel and the first right drive wheel is minimized. The speed difference is fed back to the main control chip of the vehicle controller module through communication between the drive axle differential module and the dual motor transmission module, communication between the dual motor transmission module and the dual motor controller module, and communication between the vehicle controller module and the dual motor controller module. Then, the first drive axle differential module is controlled to adjust the power output of the drive shaft.

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

[0104] The speed monitoring model is based on the collected speeds of the first and second motors. The collected speeds of the first and second motors are processed through data cleaning, and then the speed data is modeled and predicted using the ARIMA model.

[0105] Furthermore, a motor speed monitoring model based on the ARIMA model is established, including: collecting and organizing AC motor speed data, ensuring that the data is time-series speed data collected at certain time intervals, removing erroneous data in the speed data, determining the parameters of the ARIMA model by observing the autocorrelation plot and partial autocorrelation plot, and determining the values ​​of the autoregressive term AR, the difference order, and the moving average term by using the autocorrelation plot and partial autocorrelation plot.

[0106] By determining the ARIMA parameters, the model is fitted to the data. The fitted ARIMA model is then diagnosed to check whether the residual sequence meets the model's assumptions, such as a mean of 0 or constant variance. If the assumptions are not met, the model's autoregressive term, differencing order, or moving average term is adjusted. After adjustment, the model is used to predict rotational speed, and the difference between the predicted results and the actual observed values ​​is monitored to evaluate the model's performance.

[0107] Specific implementation method for establishing a motor speed monitoring model based on the ARIMA model:

[0108] First, historical speed data of the two motors (first drive motor and second drive motor) are collected in real time using sensors, and the vehicle's operating status (such as load, battery voltage, vehicle speed, and other auxiliary variables) is recorded simultaneously. The focus is on the regularity of the time-series speed data changes over time.

[0109] Analyze whether there is obvious periodicity (such as periodic load changes of the motor) or long-term trend (such as speed decay after long-term high-speed operation) in the historical speed. Determine whether it is necessary to eliminate the influence of the trend through "differential" processing (simply understood as "data smoothing"). By analyzing the "delay correlation" of the historical speed itself (such as the correlation between the speed at time t and the speed at times t-1 and t-2), determine the "memory period" of the model (i.e., the key parameter in the ARIMA model).

[0110] The cleaned historical data is used to train the model to identify the speed fluctuation pattern under normal operating conditions, forming standard models for each of the two motors after training. ARIMA models are established for the first motor and the second motor respectively to predict their respective speed trends in real time.

[0111] By comparing the predicted and actual values ​​of the two motors, if "the speed of a single motor deviates from the predicted range" or "the speed difference between the two motors exceeds the safety threshold", the speed difference is set to ±5%, and an abnormal warning is immediately triggered, such as indicating abnormal motor control algorithm, gearbox failure, or abnormal sensor signal.

[0112] Furthermore, due to the monitoring of dual-core drive motors, one-to-one monitoring of the dual-core drive motors is carried out according to the requirements. Two speed monitoring models are established to monitor the speed of the dual-core drive motors. At the same time, a differential speed database needs to be established to compensate for errors in the speed monitoring models, so as to avoid the problem of abnormal motor speed and speed monitoring model errors caused by operations such as shifting, turning and reversing.

[0113] The speed monitoring model is used to determine whether the first and second motors have malfunctioned. If the speed is abnormal, the motor has malfunctioned. The malfunction type is classified by the classification model and an alarm is triggered.

[0114] Collect motor speed data under different fault conditions, and label each fault condition with a corresponding category to ultimately establish the fault type. Example

[0115] like Figure 2 As shown, a control method for a dual-core drive motor in a new energy vehicle includes:

[0116] S1. When a new energy vehicle is powered on, determine whether the system initialization is successful. If the startup is successful, read the current status and switch signal status. If the startup fails, determine whether the initialization timed out.

[0117] S2. If the timeout occurs, display "initialization failed"; if the timeout does not occur, continue to check whether the system initialization was successful.

[0118] S3. Read the current sensor's detected current signal status and switch signal status;

[0119] S4. Determine if the vehicle is in motion. If it is in motion, change speed and torque according to the shift strategy. If it is not in motion, start the vehicle according to the start control strategy and determine if the dual-core drive motor control strategy is faulty or conflicting. If there is a conflict, eliminate the conflict through the conflict elimination layer. If no conflict occurs, continue to execute the control strategy.

[0120] The fault monitoring model is used to detect and analyze the dual-drive control conflict faults and monitor the speed of the dual-core motor in real time.

[0121] The fault monitoring module includes a collision detection unit and a speed monitoring model.

[0122] A specific implementation method for a collision detection unit includes:

[0123] Command data acquisition and processing, acceleration time-series feature extraction, spectrum coupling detection, steady-state boundary calibration, conflict prediction, reversible anomaly analysis, and game optimization.

[0124] Specifically, the command data acquisition and preprocessing deploys a multi-channel sensor network at the control edge to collect acceleration command sequences, actuator feedback signals, and environmental state parameters in real time. A sliding time window (default length 2 seconds) is established, and the commands within the window are normalized to eliminate dimensional differences. Timestamp alignment technology is used to ensure the synchronization of command streams, sensor data, and system status, forming a three-dimensional data cube with time tags.

[0125] The acceleration time series feature extraction and recursive comparison algorithm includes obtaining the acceleration difference between adjacent commands, drawing the acceleration change trajectory curve, identifying command segments that change continuously in the same direction in the curve (continuous acceleration / deceleration), marking acceleration mutation points (adjacent differences exceeding a set threshold), and statistically analyzing the acceleration sign switching frequency per unit time. The command behavior feature vector is established through three dimensions: trajectory smoothness, mutation density, and directional stability.

[0126] Spectrum coupling detection converts the control command stream into a virtual spectrum signal, sets dual-band monitoring bands (0.1-1Hz for low frequency and 5-10Hz for high frequency), and detects energy mutations in the high frequency band. These energy mutations reflect operational jitter or sensor noise. It also captures waveform distortion in the low frequency band, and the degree of distortion indicates the extent of insufficient inertial compensation in the system. If the energy ratio between the two frequency bands exceeds the preset safety range, an oscillation coupling warning is triggered.

[0127] like Figure 4 As shown, in the high-frequency distortion simulation of spectrum coupling, the horizontal axis is in frequency (Hz), corresponding to the system's preset high-frequency monitoring band range (5-10Hz); the vertical axis is in normalized energy intensity percentage (%), reflecting the proportion of distortion energy in the overall signal energy within this frequency band.

[0128] Specifically, the horizontal axis represents the signal frequency distribution, covering the target monitoring range of high-frequency distortion (5-10Hz), used to observe the specific distribution location of high-frequency noise, oscillations, and other distortion components in the spectrum. For example, if a periodic interference of 8Hz is artificially injected into the simulation, the horizontal axis will display the energy peak at this frequency point. Distortion energy exceeding the preset frequency band (such as <5Hz or >10Hz) will be filtered to ensure that only high-frequency coupling effects are analyzed.

[0129] The vertical axis quantifies the energy intensity of high-frequency distortion. The time-domain signal is converted into a frequency-domain energy distribution through Fast Fourier Transform (FFT), and the energy value is mapped to a percentage (0-100%). The baseline value is the background noise energy in the high-frequency band when the system is in steady state (e.g., the normal value is 5%).

[0130] The steady-state boundary is dynamically calibrated by comparing the Euclidean distance between the current command and the historical steady-state commands, calculating the command intensity decrease rate of the dual-core drive wheel, comparing the physical attenuation constant of the dual-core drive motor control, counting the number of effective command changes per unit time, and dynamically adjusting the threshold boundaries of each dimension based on equipment runtime, ambient temperature, and load status.

[0131] Conflict prediction performs feature vector matching periodically (4 times per second) to compare the similarity between the current dual-core motor drive mode and the fault feature library. If any dimension is detected to be out of bounds, deep diagnosis is immediately initiated. The prediction results are divided into four levels: safe (green), attention (yellow), warning (orange), and emergency (red). The final prediction level is generated by measuring the dual drive results through similarity.

[0132] The reversible anomaly analysis matrix is ​​used to classify three impact types: mechanical damage, control failure, and energy overload. Furthermore, it defines three states: fully reversible (recoverable by software reset), conditionally reversible (requires hardware calibration), and irreversible (requires manual intervention). The conflict prediction results are mapped to a three-dimensional space to determine the handling strategy. The handling strategy includes whether to recover through software reset, whether to recover through hardware calibration, or whether manual intervention is required. The problem is solved by classifying the anomaly matrix types.

[0133] The game optimization constructs a multi-layered game framework, which includes an energy management layer, a motion planning and compensation layer, and a security control and arbitration layer.

[0134] Furthermore, the energy management system optimizes the charging and discharging strategy within safe thresholds to balance instantaneous power consumption and battery life.

[0135] The motion planning compensation layer uses path replanning and velocity curve smoothing techniques to eliminate mechanical shock.

[0136] The safety control arbitration layer ensures system protection by limiting actuator output and isolating faulty units, establishes benefit assessment, calculates the comprehensive benefit value of each scheme (safety factor × energy efficiency ratio × motion continuity) in real time, selects the Pareto optimal solution to generate the final execution command, and feeds back the treatment effect to the prediction model for parameter self-correction.

[0137] When the new dual-core motor drive command stream enters the system, it continuously performs a closed-loop flow of acquisition, analysis, prediction, decision-making, execution, and feedback. After each command is executed, the deviation between the actual motion trajectory and the expected trajectory is verified through the actuator feedback signal. This deviation is used as an important correction parameter for the prediction model. For successfully eliminated conflict cases, the system will automatically extract the handling 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 handling, expert mode is triggered for manual assistance to ensure that the system has the ability to continuously evolve.

[0138] This solution achieves fully automated management of the entire process from conflict early warning to autonomous resolution through deep coupling of physical layer monitoring and logical layer decision-making. While ensuring system security, it reduces the response delay of traditional conflict handling and improves the overall benefit achievement rate in multi-objective optimization scenarios.

[0139] S5. Check if the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current sensor detection current signal status and switch signal status. If the current and voltage of each module are abnormal, display system fault.

[0140] S6. The motor speed is monitored by a speed monitoring model. If the motor speed fails, a system alarm will be triggered.

[0141] Integrating the control module and drive module into the housing of the dual-motor controller module allows for direct control of both motors through a single dual-motor controller module. This reduces both cost and controller size. Currently, electric vehicle drive systems contain multiple actuators and controllers, resulting in an excessively large overall controller size, which increases costs and also leads to difficulties in testing and maintenance.

[0142] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only two embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise altered, and the nature or number or position of discrete elements may be changed or altered. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the 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.

[0143] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the currently considered best mode for carrying out the invention, or those features that are not relevant to implementing the invention) may be omitted.

[0144] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0145] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A dual-core drive motor control system for new energy vehicles, characterized in that, include: The dual-motor controller module, connected to the vehicle controller module, is used to receive the starting strategy from the vehicle controller module and control the starting of the first and second motors. The dual-motor transmission module, connected to the dual-motor controller module, is used to receive the shifting strategy from the vehicle controller module and control the speed of the first and second motors. The drive axle differential module is connected to the dual-motor transmission module and is used to receive the speed and torque output by the first motor and the second motor. The drive axle differential module controls the first left drive wheel, the first right drive wheel, the second left drive wheel and the second right drive wheel. The fault monitoring module includes a conflict detection unit for analyzing dual-drive control conflict faults and a speed monitoring model for monitoring the speed of the dual-core motor. Construct a conflict prediction model and a conflict resolution layer; The conflict prediction model calculates the acceleration of adjacent commands through the acceleration timing layer, and identifies high-frequency oscillation coupling and low-frequency oscillation coupling of control commands by acquiring the control command spectrum. It monitors whether the control edge command transition, command decay and command change exceed the steady state value. A dual-drive conflict prediction model is constructed through calculation analysis and monitoring results. The dual-drive conflict prediction model is used to predict the faults of control edge commands, 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 receives fault prediction results, performs reversible anomaly analysis on the faults, and dynamically eliminates multi-objective faults based on the reversible anomaly analysis results. The dynamic elimination of multi-objective faults maximizes the benefits of energy management, safety control, and motion planning through subsystem game theory, obtains the maximum benefit, and generates the optimal dynamic elimination strategy for multi-objective faults.

2. The dual-core drive motor control system for new energy vehicles according to claim 1, characterized in that: Set up a signal acquisition module, including a current sensor; The current sensor collects the current from the vehicle controller module, battery module, dual-motor controller module, dual-motor transmission module, and drive axle differential module. Based on the current status, it determines the starting and driving status of the new energy vehicle. If the current magnitude and status in the vehicle controller module, battery module, dual-motor controller module, dual-motor transmission module, and drive axle differential module are both starting values, the new energy vehicle has started successfully; otherwise, it has not started successfully and needs to be started again.

3. The dual-core drive motor control system for new energy vehicles according to claim 1, characterized in that: 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, which captures the pulse signals transmitted by the vehicle controller module to the dual-motor controller module; The SCI unit includes a serial communication module that connects the battery module to the vehicle controller module, the vehicle controller module to the dual-motor controller module, the dual-motor controller module to the dual-motor transmission module, and the dual-motor transmission module to the drive axle differential module.

4. The dual-core drive motor control system for new energy vehicles according to claim 3, characterized in that: The dual-motor controller module includes a main control chip, a power supply chip, a drive circuit unit, and an IGBT power unit. The power supply chip is connected to the main control chip and is used to provide low-voltage power to the main control chip. The main control chip is connected in sequence to the drive circuit unit and the IGBT power unit. The main control chip is used to acquire multiple sets of back sampling signals and control the drive circuit unit to output corresponding drive signals according to the multiple sets of back sampling signals.

5. A dual-core drive motor control system for new energy vehicles according to claim 4, characterized in that: The drive circuit unit is connected to the first motor and the second motor, and controls the drive 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. A dual-core drive motor control system for new energy vehicles according to claim 5, characterized in that: The dual-motor transmission module receives the rotational speeds of the first and second motors. Through serial communication in the SCI unit, the dual-motor transmission module communicates with the dual-motor controller module to receive feedback on the rotational speeds of the first and second motors. It controls the rotational speeds of the first and second motors, adjusts the continuously variable transmission and braking and traction of the new energy vehicle, and adjusts the rotational speeds and output torque of the first and second motors according to road conditions and driving needs.

7. A dual-core drive motor control system for new energy vehicles 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 the differential gear, the speed difference between the first left drive wheel and the first right drive wheel is minimized. The speed difference is fed back to the main control chip of the vehicle controller module through communication between the drive axle differential module and the dual motor transmission module, communication between the dual motor transmission module and the dual motor controller module, and communication between the vehicle controller module and the dual motor controller module. This controls the first drive axle differential module to adjust 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 the differential gear, the speed difference between the second left drive wheel and the second right drive wheel is minimized. The speed difference is fed back to the main control chip of the vehicle controller module through communication between the drive axle differential module and the dual-motor transmission module, communication between the dual-motor transmission module and the dual-motor controller module, and communication between the vehicle controller module and the dual-motor controller module. This feedback controls the second drive axle differential module and adjusts the power output of the drive shaft.

8. A dual-core drive motor control system for new energy vehicles according to claim 1, characterized in that: The speed monitoring model is based on the collected speeds of the first motor and the second motor. The collected speeds of the first motor and the second motor are processed through data cleaning, and then the speed data is modeled and predicted using the ARIMA model. The speed monitoring model is used to determine whether the first and second motors have malfunctioned. If the speed is abnormal, the motor has malfunctioned. The malfunction type is classified by the classification model and an alarm is triggered. Two speed monitoring models were established to monitor the speed of the dual-core drive motor, and a differential speed database was established to compensate for errors in the speed monitoring models. By collecting speed data of the motor under different fault conditions and labeling each fault condition with a corresponding category, the fault type is finally established.

9. A control method for a dual-core drive motor of a new energy vehicle, implemented based on the dual-core drive motor control system of a new energy vehicle as described in any one of claims 1-8, characterized in that, include: When a new energy vehicle is powered on, the system is checked to see if the initialization was successful. If the startup is successful, the current status and switch signal status are read. If the startup fails, the system is checked to see if the initialization timed out. If the timeout occurs, an initialization failure message will be displayed; otherwise, the system initialization process will continue to determine whether it was successful. Read the status of the current sensor's detected current signal and the status of the switch signal; Determine if the vehicle is in motion. If it is, change speed and torque according to the shifting strategy. If it is not in motion, start the vehicle according to the start control strategy. Detect and predict conflict faults in dual drive control and handle dual drive control conflict faults. Check if the current and voltage of each module are normal. If the current and voltage of each module are normal, continue to read the current sensor detection current signal status and switch signal status. If the current and voltage of each module are abnormal, display a system fault. The motor speed is monitored by a speed monitoring model, and a system alarm is triggered if the motor speed fails.

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