Vehicle starting method, system and program product when signal of rotary transformer is abnormal

Abstract

The invention relates to a method, a system and a program product for starting a vehicle when a signal of a rotary transformer is abnormal, when one path of output signals of the rotary transformer is abnormal, a pre-calibrated transformation ratio coefficient k, an excitation signal input into the rotary transformer and the other path of normal signals are utilized to start the vehicle when the signal of the rotary transformer is abnormal. Determining that the current angle of the rotary transformer rotor is theta1 or theta2; in a set time period, assuming that theta1 or theta2 is the current angle of the rotor, controlling the driving motor to micro-move by a set torque, and determining the real angle of the rotor of the rotary transformer according to the change condition of a normal path of signals; and controlling the driving motor to rotate according to the obtained real angle of the rotary transformer rotor to finish vehicle starting. Hardware does not need to be added, and the vehicle starting problem when the rotary transformer signal is abnormal can be solved only by combining software logic design with pre-calibration.

Description

Technical Field

[0001] This invention relates to the field of vehicle fault detection technology, specifically to a vehicle starting method, system, and program product when the rotary transformer signal is abnormal. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] The permanent magnet synchronous motors used in new energy vehicles typically use an onboard rotary transformer to identify speed and position. Under different operating conditions, the signal fed back by the rotary transformer may become abnormal or even be lost due to interference, poor contact, or other issues, causing the vehicle to fail to operate normally or start. Summary of the Invention

[0004] To address the technical problems mentioned above, this invention provides a vehicle starting method, system, and program product for when the rotary transformer signal is abnormal. By pre-calibrating the transformer ratio coefficient k, the k value is dynamically updated continuously using two signals from the secondary side of the rotary transformer during normal vehicle operation. When one of the signals becomes abnormal, the vehicle is started in an open-loop manner based on the stored k value. Then, the electrical angle of the rotary transformer is calculated using the other normal signal, and the position of the motor rotor is determined based on the initial angle. Finally, the system switches to a closed-loop strategy to achieve normal vehicle operation.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] The first aspect of the present invention provides a vehicle starting method when the rotary transformer signal is abnormal, comprising the following steps:

[0007] Obtain the output signal of the rotary transformer;

[0008] When one of the output signals is abnormal, the current angle of the rotary transformer rotor is determined to be θ1 or θ2 by using the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal.

[0009] Within a set time period, assuming θ1 or θ2 is the current angle of the rotor, the drive motor is finely controlled with a set torque (e.g., 5% to 10% of the rated torque), and the true angle of the rotary transformer rotor is determined based on the changes in a normal signal.

[0010] The drive motor is controlled to rotate based on the actual angle of the rotary transformer rotor, thus starting the vehicle.

[0011] Furthermore, if one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in an open-loop manner; if both output signals are abnormal, an "error" command is reported, or a "fault degraded operation" prompt signal is issued.

[0012] Furthermore, the transformer ratio coefficient k is determined during the calibration of the drive motor.

[0013] Furthermore, during normal vehicle operation, within a set time period, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer.

[0014] Furthermore, based on the changes in the normal signal, the true angle of the rotary transformer rotor is determined; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

[0015] Furthermore, based on the assumed judgment results, the true angle of the rotary transformer rotor is obtained, and the system switches to closed-loop control to rotate the drive motor, thus completing the vehicle start-up.

[0016] A second aspect of the present invention provides a vehicle starting system in case of a rotary transformer signal malfunction, comprising:

[0017] The sampling module is configured to acquire the output signal of the rotary transformer;

[0018] The angle determination module is configured to: when one of the output signals is abnormal, use the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal to determine the current angle of the rotary transformer rotor as θ1 or θ2.

[0019] The angle determination module is configured to: within a set time period, assuming θ1 or θ2 is the current angle of the rotor, control the drive motor to micro-motion with a set torque (e.g., 5% to 10% of the rated torque), and determine the true angle of the rotary transformer rotor based on the changes in a normal signal.

[0020] The start-up execution module is configured to control the drive motor to rotate based on the actual angle of the rotary transformer rotor, thereby completing the vehicle start-up.

[0021] A third aspect of the present invention provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0022] A fourth aspect of the present invention provides an electronic device comprising at least one processor and a memory connected to the processor, the memory being used to store a computer program; the processor being used to execute the computer program, enabling the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0023] A fifth aspect of the present invention provides a computer storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0024] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects:

[0025] 1. When one of the output signals of the rotary transformer is abnormal or even lost, another normal signal and the pre-calibrated transformer ratio coefficient k can be used to continue to identify the rotor position. This solves the technical problem of the inability to start the machine due to abnormal signal. No additional hardware costs are required during this process; only software strategies and pre-sampling of the signal are needed.

[0026] 2. For new energy vehicles, traditional methods rely on two signals from a rotary transformer to calculate angles; failure of one signal leads to system failure and prevents the vehicle from starting. This solution allows continued operation even with a single signal failure, reducing the risk of the vehicle failing to start.

[0027] 3. Open-loop testing is initiated only when the vehicle is completely stationary (vehicle speed = 0) to determine the true angle of the rotor, avoiding misjudgment that could lead to loss of control while in motion. During the testing, a small torque micro-motion is used to ensure that even if the direction is wrong, it will not cause violent movement. Attached Figure Description

[0028] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0029] Figure 1 This is a schematic diagram of the principle of a rotary transformer provided in one or more embodiments of the present invention;

[0030] Figure 2 This is a schematic diagram of the vehicle startup process when the rotary transformer signal is abnormal, provided by one or more embodiments of the present invention;

[0031] Figure 3 This is a schematic diagram of motor position information determination provided by one or more embodiments of the present invention. Detailed Implementation

[0032] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0033] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the scope of exemplary embodiments of the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] Terminology Explanation:

[0036] A rotary transformer is an analog electromagnetic sensor that operates on the principle of electromagnetic induction. Its core structure includes stator windings and rotor windings. The stator windings typically consist of two sets of mutually perpendicular coils (sine and cosine windings), receiving a high-frequency AC excitation signal (usually 5-10kHz). The rotor windings rotate coaxially with the vehicle's drive motor rotor, modulating the stator excitation signal into a signal related to the rotor angle through electromagnetic coupling. A sinusoidal excitation signal is input to the primary side, generating two sine and cosine signals with a 90° phase difference on the secondary side. As the rotor rotates, the amplitude of the secondary voltage changes accordingly, and the position information of the motor is determined by the signal generated on the secondary side.

[0037] The following embodiments provide a vehicle starting method when the rotary transformer signal is abnormal. By using a means that if one of the sine or cosine signals is abnormal or even lost when the car is starting, the other normal signal can be used to continue the position identification, thus solving the technical problem of the vehicle being unable to start due to signal abnormalities. The overall solution does not require the addition of new detection methods. Fault detection can use the previous methods, and the vehicle can continue to start and run after the fault is detected. Only a reminder to the driver is needed. At the same time, no additional hardware is required. Only software strategies and preliminary sampling of the signal are needed.

[0038] Example 1:

[0039] like Figure 1 As shown, R1 / R2 is the excitation signal, which needs to be input by the controller. It is usually a sine signal of about 10kHz, which can be expressed as Vr=Vp*sin(wt).

[0040] After passing through a rotary transformer, a sine and cosine signal is generated, and this signal is then returned to the controller for processing into the required speed and position signals.

[0041] In principle, a sinusoidal signal corresponds to Figure 1 In the equation, Vb = Vs*sin(wt)*sinθ between nodes S1 and S3, corresponding to the cosine signal. Figure 1 In the equation, Va = Vs*sin(wt)*cosθ between nodes S2 and S4. In actual calculations, the sine and cosine signals on the secondary side can be expressed as Vx = Vp*sin(wt)*sinθ*k and Vy = Vp*sin(wt)*cosθ*k.

[0042] Wherein, Vp*sin(wt) is the excitation signal emitted by the controller itself.

[0043] Here, angle θ is the electrical angle corresponding to the rotary transformer, and the position of the motor rotor can be determined by combining it with the initial angle.

[0044] Where k is a coefficient, Vy 2 +Vx 2 =V EXC 2 *k 2 V EXC The signal is the feedback signal from the controller, from which k can be obtained.

[0045] If one of the Vx and Vy signals is abnormal (for example, if a signal is lost), then it is necessary to use the other signal (for example, if Vy is lost, the loss of Vx is exactly the same) to determine k and angle θ.

[0046] The transformer ratio coefficient k is mainly determined by the winding turns ratio and magnetic circuit design of the rotary transformer. It changes little during normal operation. An initial value of this coefficient can be added to the calibration of the controller to match the motor. For example, as mentioned above, it can be calculated by obtaining the sine and cosine values ​​and the excitation signal of the controller.

[0047] Considering the impact of the vehicle's wiring harness, data obtained during normal vehicle operation can be dynamically calibrated and stored, and this coefficient can be retrieved when an anomaly occurs. During normal vehicle operation, this is achieved through Vy... 2 +Vx 2 =V EXC 2 *k 2 The k value is precisely calculated and stored to enable dynamic calibration storage. The stored k value can serve as a backup, providing a reliable amplitude reference in the event of a single signal failure. Dynamic adjustment of k is to prevent minor differences in the wiring harness and resolver used during bench calibration.

[0048] Furthermore, for angle θ, there are two corresponding positions (θ1 and θ2) on the same Vx. Since the vehicle is stationary and its speed is 0, an open-loop control strategy can be used to initiate vehicle startup. Open-loop control achieves forward and reverse rotation by adjusting the energizing sequence of the three phases U / V / W. It does not require angle values ​​for control; instead, it obtains the angle value by collecting the trend of angle changes during rotation. The angle obtained here is either θ1 or θ2. Figure 3 As shown, once the confirmation is complete, the system can switch to a closed-loop control strategy to ensure normal vehicle operation.

[0049] In this embodiment, the vehicle is stationary with a speed of 0. Assuming the angle of the rotary transformer is fixed at θ0, the single-channel signal vx is available (vy is not available), and the demodulation yields sinθ0, but there are two solutions: θ0 or π-θ0.

[0050] Assuming the true angle is θ0, the controller may misinterpret it as π-θ0. In open-loop control, the controller's output torque direction may be incorrect (e.g., expecting forward rotation but actually rotating in the opposite direction).

[0051] During open-loop control, a small torque is applied to the drive motor, and the trend of va is observed. If the angle is θ0, the torque direction is correct, and vx should increase with θ (assuming sinθ increases monotonically). If the angle is misjudged as π-θ0, the torque direction is incorrect, and vx may decrease or fluctuate abnormally. That is, the true angle is confirmed by detecting the direction of vx change.

[0052] When the COS signal is missing but the SIN signal is normal, the angles θ1 and θ2 to be confirmed are θ0 and π-θ0, respectively. However, the situation is different when the SIN signal is missing but the COS signal is normal.

[0053] Based on the above assumptions, the resulting vehicle starting method for abnormal rotary transformer signals includes the following steps:

[0054] Obtain the sine and cosine signals of the secondary side of the rotary transformer;

[0055] When both feedback signals are normal, the calibrated quantitative ratio coefficient k is not invoked;

[0056] When both feedback signals are abnormal, an "error" command is reported / open-loop limp (the controller no longer relies on the resolver feedback signal, but instead adopts sensorless open-loop control and degrades the operation, allowing the vehicle to run at extremely low performance for a short time to avoid sudden stops that could cause danger).

[0057] When one of the two feedback signals malfunctions, the calibrated variable ratio coefficient k is invoked to start the vehicle in an open-loop manner and determine the motor position information, so that the vehicle can operate normally.

[0058] This solution does not require additional hardware costs. It only requires adding a calibration value to the controller software in advance and performing dynamic calibration of the calibration value and rollback storage of sine and cosine data. No hardware adjustments are needed. This can reduce vehicle start-up problems caused by such resolver failures, reduce the failure rate, and lower maintenance costs.

[0059] Example 2:

[0060] The vehicle starting system in case of a rotary transformer signal abnormality includes:

[0061] The sampling module is configured to acquire the output signal of the rotary transformer;

[0062] The angle determination module is configured to: when one of the output signals is abnormal, use the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal to determine the current angle of the rotary transformer rotor as θ1 or θ2.

[0063] The angle determination module is configured to: within a set time period, assuming θ0 or π-θ0 is the current angle of the rotor, control the drive motor to make micro-motion at 5% to 10% of the rated torque, and determine the true angle of the rotary transformer rotor based on the changes in the normal signal.

[0064] The start-up execution module is configured to control the drive motor to rotate based on the actual angle of the rotary transformer rotor, thereby completing the vehicle start-up.

[0065] As a further implementation, if one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in an open-loop manner; if both output signals are abnormal, an "error" command is reported, or a "fault degraded operation" prompt signal is issued.

[0066] As a further implementation, the transformer ratio coefficient k is determined during the calibration of the drive motor.

[0067] As a further implementation method, when the vehicle is running normally, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer within a set time period.

[0068] As a further implementation method, the true angle of the rotary transformer rotor is determined based on the changes in the normal signal; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

[0069] As a further implementation method, based on the assumed judgment result, the true angle of the rotary transformer rotor is obtained, and the drive motor is switched to closed-loop mode to control the rotation, thus completing the vehicle start-up.

[0070] When one of the output signals of the rotary transformer is abnormal or even lost, another normal signal and the pre-calibrated transformer ratio coefficient k can be used to continue to identify the rotor position. This solves the technical problem of the inability to start the machine due to abnormal signals. No additional hardware costs are required during this process; only software strategies and pre-sampling of the signals are needed.

[0071] For new energy vehicles, traditional methods rely on two signals from a rotary transformer to calculate angles; failure of one signal leads to system failure and prevents the vehicle from starting. This solution allows continued operation even with a single signal failure, reducing the risk of the vehicle failing to start.

[0072] The open-loop test is initiated only when the vehicle is completely stationary (vehicle speed = 0) to determine the true angle of the rotor, avoiding misjudgment that could lead to loss of control while in motion. During the test, a small torque micro-motion is used to ensure that even if the direction is wrong, it will not cause violent movement.

[0073] Example 3:

[0074] A computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0075] Obtain the output signal of the rotary transformer;

[0076] When one of the output signals is abnormal, the current angle of the rotary transformer rotor is determined to be θ1 or θ2 by using the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal.

[0077] Within a set time period, assuming θ1 or θ2 is the current angle of the rotor, the drive motor is finely controlled with a set torque (e.g., 5% to 10% of the rated torque), and the true angle of the rotary transformer rotor is determined based on the changes in a normal signal.

[0078] The drive motor is controlled to rotate based on the actual angle of the rotary transformer rotor, thus starting the vehicle.

[0079] As a further implementation, if one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in an open-loop manner; if both output signals are abnormal, an "error" command is reported, or a "fault degraded operation" prompt signal is issued.

[0080] As a further implementation, the transformer ratio coefficient k is determined during the calibration of the drive motor.

[0081] As a further implementation method, when the vehicle is running normally, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer within a set time period.

[0082] As a further implementation method, the true angle of the rotary transformer rotor is determined based on the changes in the normal signal; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

[0083] As a further implementation method, based on the assumed judgment result, the true angle of the rotary transformer rotor is obtained, and the drive motor is switched to closed-loop mode to control the rotation, thus completing the vehicle start-up.

[0084] When one of the output signals of the rotary transformer becomes abnormal or is lost, the other normal signal and the pre-calibrated transformer ratio coefficient k can be used to continue identifying the rotor position. This solves the technical problem of the vehicle failing to start due to signal abnormalities. No additional hardware costs are required; only software strategies and pre-sampling of the signals are needed. Furthermore, it allows operation to continue even with a single signal failure, reducing the risk of the vehicle failing to start.

[0085] Meanwhile, open-loop testing is initiated only when the vehicle is completely stationary (vehicle speed = 0) to determine the true angle of the rotor, avoiding misjudgment that could lead to loss of control while in motion. During the testing, a small torque micro-motion is used to ensure that even if the direction is wrong, it will not cause violent movement.

[0086] Example 4:

[0087] An electronic device includes at least one processor and a memory connected to the processor, the memory storing a computer program; the processor executes the computer program, enabling the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0088] Obtain the output signal of the rotary transformer;

[0089] When one of the output signals is abnormal, the current angle of the rotary transformer rotor is determined to be θ1 or θ2 by using the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal.

[0090] Within a set time period, assuming θ1 or θ2 is the current angle of the rotor, the drive motor is finely controlled with a set torque (e.g., 5% to 10% of the rated torque), and the true angle of the rotary transformer rotor is determined based on the changes in a normal signal.

[0091] The drive motor is controlled to rotate based on the actual angle of the rotary transformer rotor, thus starting the vehicle.

[0092] As a further implementation, if one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in an open-loop manner; if both output signals are abnormal, an "error" command is reported, or a "fault degraded operation" prompt signal is issued.

[0093] As a further implementation, the transformer ratio coefficient k is determined during the calibration of the drive motor.

[0094] As a further implementation method, when the vehicle is running normally, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer within a set time period.

[0095] As a further implementation method, the true angle of the rotary transformer rotor is determined based on the changes in the normal signal; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

[0096] As a further implementation method, based on the assumed judgment result, the true angle of the rotary transformer rotor is obtained, and the drive motor is switched to closed-loop mode to control the rotation, thus completing the vehicle start-up.

[0097] When one of the output signals of the rotary transformer becomes abnormal or is lost, the other normal signal and the pre-calibrated transformer ratio coefficient k can be used to continue identifying the rotor position. This solves the technical problem of the vehicle failing to start due to signal abnormalities. No additional hardware costs are required; only software strategies and pre-sampling of the signals are needed. Furthermore, it allows operation to continue even with a single signal failure, reducing the risk of the vehicle failing to start.

[0098] Meanwhile, open-loop testing is initiated only when the vehicle is completely stationary (vehicle speed = 0) to determine the true angle of the rotor, avoiding misjudgment that could lead to loss of control while in motion. During the testing, a small torque micro-motion is used to ensure that even if the direction is wrong, it will not cause violent movement.

[0099] Example 5:

[0100] A computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the vehicle starting method described above when the rotary transformer signal is abnormal.

[0101] Obtain the output signal of the rotary transformer;

[0102] When one of the output signals is abnormal, the current angle of the rotary transformer rotor is determined to be θ1 or θ2 by using the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal.

[0103] Within a set time period, assuming θ1 or θ2 is the current angle of the rotor, the drive motor is finely controlled with a set torque (e.g., 5% to 10% of the rated torque), and the true angle of the rotary transformer rotor is determined based on the changes in a normal signal.

[0104] The drive motor is controlled to rotate based on the actual angle of the rotary transformer rotor, thus starting the vehicle.

[0105] As a further implementation, if one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in an open-loop manner; if both output signals are abnormal, an "error" command is reported, or a "fault degraded operation" prompt signal is issued.

[0106] As a further implementation, the transformer ratio coefficient k is determined during the calibration of the drive motor.

[0107] As a further implementation method, when the vehicle is running normally, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer within a set time period.

[0108] As a further implementation method, the true angle of the rotary transformer rotor is determined based on the changes in the normal signal; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

[0109] As a further implementation method, based on the assumed judgment result, the true angle of the rotary transformer rotor is obtained, and the drive motor is switched to closed-loop mode to control the rotation, thus completing the vehicle start-up.

[0110] When one of the output signals of the rotary transformer becomes abnormal or is lost, the other normal signal and the pre-calibrated transformer ratio coefficient k can be used to continue identifying the rotor position. This solves the technical problem of the vehicle failing to start due to signal abnormalities. No additional hardware costs are required; only software strategies and pre-sampling of the signals are needed. Furthermore, it allows operation to continue even with a single signal failure, reducing the risk of the vehicle failing to start.

[0111] Meanwhile, open-loop testing is initiated only when the vehicle is completely stationary (vehicle speed = 0) to determine the true angle of the rotor, avoiding misjudgment that could lead to loss of control while in motion. During the testing, a small torque micro-motion is used to ensure that even if the direction is wrong, it will not cause violent movement.

[0112] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle starting method when the rotary transformer signal is abnormal, characterized in that, Includes the following steps: Obtain the output signal of the rotary transformer; When one of the output signals is abnormal, the current angle of the rotary transformer rotor is determined to be θ1 or θ2 by using the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal. Within a set time period, assuming θ1 or θ2 is the current angle of the rotor, the torque is set to control the micro-motion of the drive motor, and the true angle of the rotary transformer rotor is determined based on the changes in the normal signal. The drive motor is controlled to rotate based on the actual angle of the rotary transformer rotor, thus starting the vehicle.

2. The vehicle starting method for abnormal rotary transformer signal as described in claim 1, characterized in that, If one of the output signals is abnormal, a prompt signal is issued and the vehicle is attempted to start in open-loop mode; if both output signals are abnormal, an "error" command is reported or a "fault degraded operation" prompt signal is issued.

3. The vehicle starting method for abnormal rotary transformer signal as described in claim 1, characterized in that, The transformer ratio coefficient k is determined during the calibration of the drive motor.

4. The vehicle starting method for abnormal rotary transformer signal as described in claim 1, characterized in that, When the vehicle is running normally, within a set time period, the transformer ratio coefficient k is dynamically updated and stored using the demodulated values ​​of the two output signals of the rotary transformer.

5. The vehicle starting method for abnormal rotary transformer signal as described in claim 1, characterized in that, Based on the changes in the normal signal, determine the true angle of the rotary transformer rotor; specifically: if the demodulated value of the normal signal increases with the micro-motion of the drive motor, the assumption is correct; if the demodulated value of the normal signal decreases with the micro-motion of the drive motor, the assumption is incorrect.

6. The vehicle starting method for abnormal rotary transformer signal as described in claim 1, characterized in that, Based on the assumed judgment result, the true angle of the rotary transformer rotor is obtained, and the system switches to closed-loop mode to control the drive motor rotation, thus completing the vehicle start-up.

7. A vehicle starting system in case of abnormal rotary transformer signal, characterized in that, include: The sampling module is configured to acquire the output signal of the rotary transformer; The angle determination module is configured to: when one of the output signals is abnormal, use the pre-calibrated transformer ratio coefficient k, the excitation signal of the input rotary transformer, and the other normal signal to determine the current angle of the rotary transformer rotor as θ1 or θ2. The angle determination module is configured to: within a set time period, assuming θ1 or θ2 is the current angle of the rotor, control the micro-motion of the drive motor with a set torque, and determine the true angle of the rotary transformer rotor based on the changes in a normal signal. The start-up execution module is configured to control the drive motor to rotate based on the actual angle of the rotary transformer rotor, thereby completing the vehicle start-up.

8. A computer program product, characterized in that, Includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to perform the steps in the vehicle starting method for an abnormal turntable signal as described in any one of claims 1-6.

9. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, the memory being used to store a computer program; the processor is used to execute the computer program, enabling the electronic device to perform the steps in the vehicle starting method for an abnormal rotary transformer signal as described in any one of claims 1-6.

10. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by an electronic device, enable the electronic device to perform the steps in the vehicle starting method for an abnormal rotary transformer signal as described in any one of claims 1-6.

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