Distributed driving heavy truck motor fault control method and device

Abstract

The invention relates to a distributed driving heavy truck motor fault control method and device, and the method comprises the steps: monitoring the motor state in the driving process of a distributed driving heavy truck, and obtaining the torque attenuation degree and regenerative braking capability of a fault motor when the motor state is fault; fault classification diagnosis and fault position diagnosis are carried out on the fault motor according to the torque attenuation degree to obtain a fault diagnosis result, and regenerative braking state diagnosis is carried out on the fault motor according to the regenerative braking capacity to obtain a regenerative braking state diagnosis result, so that two-dimensional accurate diagnosis is realized; determining a driving side compensation strategy according to the fault diagnosis result, and determining a regenerative braking adaptive adjustment strategy according to the regenerative braking state diagnosis result and the driving side compensation strategy; and fault control is performed on the distributed driving heavy truck according to the driving side compensation strategy and the regenerative braking adaptive adjustment strategy, so that cooperative control of the driving side and regenerative braking is performed, isolated control of fault tolerance is solved, and the safety of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of motor fault control technology, and in particular to a method and device for fault control of distributed drive heavy truck motors. Background Technology

[0002] The braking method of distributed drive heavy trucks is a "regenerative braking + mechanical braking + electronic coordinated control" system adapted to the independent layout of multiple motors. The core uses each drive motor as a regenerative braking execution unit (converting wheel kinetic energy into electrical energy for recovery, balancing energy saving and supplementing braking force), combined with pneumatic disc / drum mechanical brakes (as a safety redundancy for emergency braking and long downhill heat fade protection). Through real-time linkage between the vehicle controller (VCU), motor controller (MCU), and brake ECU, the regenerative braking force and mechanical braking force are dynamically allocated according to vehicle speed, load, and braking intensity. This satisfies the safety requirements of heavy-duty truck braking under heavy loads while also achieving energy recovery. Distributed drive heavy truck motor fault tolerance technologies generally suffer from the defect of decoupling "drive-end control" and "brake-end control," and the issue of how to handle regenerative braking capability after a motor failure.

[0003] Existing torque redistribution algorithms only consider the self-repair of the drive side and completely ignore the coordination and adaptation with the braking method. They can only perform simple torque transfer, such as letting the normal motor "take over" part of the load of the faulty motor. However, they lack a comprehensive consideration of the overall dynamic balance of the vehicle and have not established a fault information sharing and collaborative control mechanism with ABS / EBD / ESP. They cannot solve the coordination problem between "lack of regenerative braking" and "increased demand for mechanical braking" after a fault.

[0004] Therefore, there is an urgent need to propose a fault control method and device for distributed drive heavy truck motors to solve the problem that the fault tolerance of distributed drive heavy trucks in the existing technology generally has the defect of "isolated control", which leads to an imbalance between power output and braking torque after motor failure, which can easily cause safety problems such as vehicle deviation, braking impact, and tire overheating. Summary of the Invention

[0005] In view of this, it is necessary to provide a method and apparatus for fault control of distributed drive heavy-duty truck motors to solve the problem that the fault tolerance of distributed drive heavy-duty trucks in the prior art generally suffers from the defect of "isolated control," which leads to an imbalance between power output and braking torque after motor failure, easily causing safety problems such as vehicle deviation, braking shock, and tire overheating. To solve the above problems, in a first aspect, the present invention provides a method for fault control of distributed drive heavy-duty truck motors, comprising:

[0006] The motor status of the distributed drive heavy truck during driving is monitored. When the motor status is faulty, the torque attenuation degree and regenerative braking capability of the faulty motor are obtained. Based on the degree of torque attenuation, the faulty motor is subjected to fault classification diagnosis and fault location diagnosis to obtain fault diagnosis results. Based on the regenerative braking capability, the faulty motor is subjected to regenerative braking status diagnosis to obtain regenerative braking status diagnosis results. Based on the fault diagnosis results, a drive-side compensation strategy is determined, and based on the regenerative braking state diagnosis results and the drive-side compensation strategy, a regenerative braking adaptation and adjustment strategy is determined. The distributed drive heavy truck is subjected to fault control based on the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy.

[0007] In one possible implementation, the step of performing fault classification diagnosis and fault location diagnosis on the faulty motor based on the degree of torque attenuation to obtain a fault diagnosis result includes: When the torque attenuation is less than or equal to a preset first threshold, the fault level in the fault diagnosis result is determined to be a minor failure and the fault location is that the faulty motor can still operate under reduced load. When the torque attenuation is greater than the preset first threshold but less than the preset second threshold, the fault classification in the fault diagnosis result is determined to be a moderate failure, and the fault location is a faulty motor that needs to be stopped immediately to avoid cascading damage; the preset first threshold is less than the preset second threshold. When the torque attenuation is greater than or equal to the preset second threshold, or when the torque output is zero, the fault level in the fault diagnosis result is determined to be complete failure, and the fault location is determined to require disconnection and isolation of the fault motor power circuit.

[0008] In one possible implementation, determining the drive-side compensation strategy based on the fault diagnosis result includes: When the fault is classified as a minor failure, the drive-side compensation strategy is determined to be to control the faulty motor to operate under reduced load and to provide torque supplementation to the normal motor on the same side as the faulty motor. When the fault is classified as a moderate failure, the drive-side compensation strategy is determined to be to control the faulty motor to stop and to provide torque supplementation to the normal motor on the same side or coaxial with the faulty motor. When the fault is classified as a complete failure, the drive-side compensation strategy is determined to simultaneously supplement the torque of the normal motors on the same side and coaxial as the faulty motor.

[0009] In one possible implementation, the step of performing regenerative braking state diagnosis on the faulty motor based on the regenerative braking capability to obtain a regenerative braking state diagnosis result includes: Based on the influence of the faulty motor on the regenerative braking circuit in the regenerative braking capability, perform regenerative braking status diagnosis and regenerative braking problem motor diagnosis. When the faulty motor does not affect the regenerative function of other motors, the regenerative braking state diagnosis result is determined to be usable; When the faulty motor only affects the corresponding regenerative circuit and other regenerative circuits are normal, the regenerative braking state diagnosis result is determined to be a partial failure. When the faulty motor affects the multi-motor regenerative system and the entire system cannot work, the diagnostic result of the regenerative braking state is determined to be a complete failure.

[0010] In one possible implementation, determining the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis result and the drive-side compensation strategy includes: When the regenerative braking state diagnosis result is available, the regenerative braking adaptation adjustment strategy is determined to be to correct the wheel slip ratio threshold through the anti-lock braking system, to proportionally distribute regenerative braking and mechanical braking through the electronic brake force distribution system in combination with the current axle load and road conditions, and to reduce the braking correction intensity through the vehicle stability system based on the vehicle attitude after compensation by the drive-side compensation strategy. When the regenerative braking status diagnosis result is that the part fails, the regenerative braking adaptation adjustment strategy is determined to be to improve the response speed of mechanical braking through the anti-lock braking system, reduce the dependence ratio of regenerative braking through the electronic brake force distribution system, and increase the monitoring frequency of yaw rate through the vehicle stability system. When the regenerative braking state diagnosis result is complete failure, the regenerative braking adaptation adjustment strategy is determined to be to increase the anti-lock braking adjustment frequency through the anti-lock braking system, calculate the real-time axle load distribution after the fault through the electronic brake force distribution system, generate the braking force distribution curve under the pure mechanical braking scenario, and control the single-sided braking by intervening with the maximum safety threshold through the vehicle stability system.

[0011] In one possible implementation, after monitoring the motor status during the driving process of the distributed drive heavy truck, the method further includes: When the motor is in normal operating condition, the normal operating condition strategy is executed. The normal operating condition strategy is to distribute power evenly among multiple motors on the drive side according to real-time road conditions and vehicle load, and to provide coordinated protection on the braking side through the anti-lock braking system, the electronic brake force distribution system and the vehicle stability system, and to adjust the inter-wheel braking force.

[0012] In one possible implementation, after the motor is in a fault state, the method further includes: Switch the distributed drive heavy truck to fault-tolerant mode.

[0013] In one possible implementation, after performing fault control on the distributed drive heavy truck according to the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy, the method further includes: The three-dimensional data of the distributed drive heavy truck is monitored; the three-dimensional data includes vehicle attitude data, fault motor status data, and braking system data. The stability of the attitude of the distributed drive heavy truck is determined based on the vehicle attitude data. If so, the distributed drive heavy truck is controlled to maintain the fault-tolerant mode, and a judgment is made based on the faulty motor status data; If not, then single-sided braking control is performed using data from the vehicle stability system and the braking system, and the drive side is controlled to make secondary adjustments to the power distribution. The three-dimensional data of the distributed drive heavy truck is then monitored in real time.

[0014] In one possible implementation, the judgment based on the faulty motor status data includes: Determine whether the faulty motor status data triggers the exit condition; If so, control the distributed drive heavy truck to exit the fault-tolerant mode and restore normal operating condition control; If not, the distributed drive heavy truck is switched to emergency fault-tolerant mode, and an emergency fault-tolerant strategy is triggered in the emergency fault-tolerant mode. The emergency fault-tolerant strategy is to limit the vehicle speed to within a preset speed, activate the electronic parking brake system to assist braking, and send a warning signal through the instrument panel.

[0015] Secondly, the present invention also provides a distributed drive heavy truck motor fault control device, comprising: The motor monitoring module is used to monitor the motor status during the driving process of the distributed drive heavy truck. When the motor status is faulty, it obtains the torque attenuation degree and regenerative braking capability of the faulty motor. The fault diagnosis module is used to perform fault classification diagnosis and fault location diagnosis on the faulty motor according to the degree of torque attenuation, and obtain fault diagnosis results; and to perform regenerative braking status diagnosis on the faulty motor according to the regenerative braking capability, and obtain regenerative braking status diagnosis results. The strategy determination module is used to determine the drive-side compensation strategy based on the fault diagnosis results, and to determine the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis results and the drive-side compensation strategy. The strategy control module is used to perform fault control on the distributed drive heavy truck according to the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy.

[0016] The beneficial effects of this invention are as follows: It monitors the motor status during the operation of a distributed drive heavy-duty truck. When the motor is faulty, it acquires the torque attenuation level and regenerative braking capability of the faulty motor. Based on the torque attenuation level, it performs fault classification and fault location diagnosis on the faulty motor to obtain fault diagnosis results. Based on the regenerative braking capability, it performs regenerative braking status diagnosis on the faulty motor to obtain regenerative braking status diagnosis results. Based on the fault diagnosis results, it determines a drive-side compensation strategy, and based on the regenerative braking status diagnosis results and the drive-side compensation strategy, it determines a regenerative braking adaptation and adjustment strategy. Based on the drive-side compensation strategy and the regenerative braking adaptation and adjustment strategy, it performs fault control on the distributed drive heavy-duty truck. This invention achieves precise dual-dimensional diagnosis by diagnosing the faulty motor and the regenerative braking status. By combining the drive-side compensation strategy and the regenerative braking adaptation and adjustment strategy, it achieves coordinated control of the drive side and regenerative braking, solving the problem of "isolated control" in fault tolerance in the prior art and improving vehicle safety. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of an embodiment of the distributed drive heavy truck motor fault control method provided by the present invention; Figure 2 For the present invention Figure 1 A schematic diagram of an embodiment of step S102; Figure 3 For the present invention Figure 1 A schematic diagram of another embodiment of step S102; Figure 4 A schematic diagram of an embodiment of the distributed drive heavy truck drive motor installation provided by the present invention; Figure 5 This is a schematic diagram of an embodiment of the distributed drive heavy truck motor fault control device provided by the present invention. Detailed Implementation

[0018] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0019] like Figure 1 As shown in the figure, a specific embodiment of the present invention discloses a distributed drive heavy truck motor fault control method, comprising: S101. Monitor the motor status during the driving process of the distributed drive heavy truck. When the motor status is faulty, obtain the torque attenuation degree and regenerative braking capability of the faulty motor.

[0020] This invention is applied to a distributed drive heavy-duty truck. It controls the motors on the truck by real-time monitoring parameters such as current, voltage, temperature, and torque through the vehicle control unit (VCU). When a motor fault signal is detected using these parameters, a fault in the motor can be determined. Furthermore, the faulty motor can be identified based on the monitored data, allowing for the acquisition of its parameter information. This enables the determination of torque attenuation and regenerative braking capability based on parameters such as torque. Regenerative braking is a function of the pure electric drive system, converting kinetic energy into electrical energy through reverse rotation of the motor. This capability relies on an electric drive system, and regenerative braking capability is defined as the ability to generate electricity through reverse rotation of the motor.

[0021] S102. Based on the degree of torque attenuation, perform fault classification diagnosis and fault location diagnosis on the faulty motor to obtain the fault diagnosis result. Based on the regenerative braking capability, perform regenerative braking status diagnosis on the faulty motor to obtain the regenerative braking status diagnosis result.

[0022] The embodiments of this invention employ "dual-dimensional precise diagnosis," including fault motor diagnosis and regenerative braking status diagnosis. Specifically, the fault level and regenerative braking status can be classified according to actual needs. Then, the fault motor can be classified and diagnosed according to the fault level, and the location of the fault motor can also be diagnosed to obtain the fault diagnosis result. Furthermore, the regenerative braking status can be diagnosed according to the regenerative braking capability of the fault motor to obtain the regenerative braking status diagnosis result.

[0023] S103. Determine the drive-side compensation strategy based on the fault diagnosis results, and determine the regenerative braking adaptation adjustment strategy based on the regenerative braking status diagnosis results and the drive-side compensation strategy.

[0024] The embodiments of the present invention employ collaborative control, which can determine the drive-side compensation strategy through fault diagnosis results, and then determine the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis results and the drive-side compensation strategy. This avoids the imbalance between power output and braking torque after motor failure caused by adjusting the drive motor output solely through torque redistribution algorithms or relying solely on ABS / EBD / ESP to optimize the braking strategy, which can easily lead to safety problems such as vehicle deviation, braking shock, and tire overheating.

[0025] S104. Perform fault control on distributed drive heavy trucks based on drive-side compensation strategy and regenerative braking adaptation adjustment strategy.

[0026] After obtaining the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy, the embodiments of the present invention can execute the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy simultaneously. Through information exchange between the drive and braking systems, precise control of the braking strategy dynamically adjusts with the drive state is achieved, so that the braking effect always matches the vehicle's power state.

[0027] Compared with existing technologies, this embodiment provides a method for monitoring the motor status during the driving process of a distributed drive heavy truck. When the motor is faulty, the method acquires the torque attenuation level and regenerative braking capability of the faulty motor. Based on the torque attenuation level, the method performs fault classification diagnosis and fault location diagnosis on the faulty motor to obtain fault diagnosis results. Based on the regenerative braking capability, the method performs regenerative braking status diagnosis on the faulty motor to obtain regenerative braking status diagnosis results. Based on the fault diagnosis results, a drive-side compensation strategy is determined, and based on the regenerative braking status diagnosis results and the drive-side compensation strategy, a regenerative braking adaptation and adjustment strategy is determined. Based on the drive-side compensation strategy and the regenerative braking adaptation and adjustment strategy, the distributed drive heavy truck is subjected to fault control. This invention achieves accurate diagnosis in two dimensions by diagnosing the faulty motor and the regenerative braking status. By combining the drive-side compensation strategy and the regenerative braking adaptation and adjustment strategy, the method achieves coordinated control of the drive side and regenerative braking, solving the problem of "isolated control" of fault tolerance in existing technologies and improving vehicle safety.

[0028] In some embodiments of the present invention, after step S101, the method further includes: When the motor is in normal operating condition, the normal operating condition strategy is executed. The normal operating condition strategy is to distribute power evenly among multiple motors on the drive side according to real-time road conditions and vehicle load, and to provide coordinated protection on the braking side through the anti-lock braking system, electronic brake force distribution system and vehicle stability system, and to adjust the inter-wheel braking force.

[0029] In the normal operating condition phase, this invention adopts "condition identification - precise diagnosis - collaborative execution - closed-loop optimization" as its technical main line and "drive-brake collaborative working benchmark" as its basis: On the drive side, multiple motors complete the balanced power distribution according to real-time road conditions and vehicle load, ensuring efficient and stable power output; on the braking side, the principle of "regenerative braking priority (to ensure efficiency) and mechanical braking as a backup" is followed, with the anti-lock braking system (ABS), electronic brake force distribution system (EBD), and electronic stability program (ESP) forming a collaborative protection system to adjust the inter-wheel braking force to prevent wheel lock-up and retain steering ability during braking; EBD optimizes the front and rear axle braking force distribution ratio in real time based on dynamic changes in axle load and road adhesion to prevent rear wheel lock-up and fishtailing; ESP relies on sensor data such as yaw rate and roll angle to correct understeer or oversteer problems in a timely manner through unilateral braking or overall torque reduction of the power system. This stage of design lays the foundation for subsequent fault-tolerant control and clarifies the "system collaboration standard under fault-free conditions".

[0030] In some embodiments of the present invention, such as Figure 2 As shown, step S102 includes: S201. When the torque attenuation is less than or equal to the preset first threshold, the fault level in the fault diagnosis result is determined to be a minor failure and the fault location is that the faulty motor can still operate under reduced load.

[0031] In this embodiment of the invention, the fault can be clearly divided into three levels according to the degree of torque attenuation: minor failure, moderate failure, and complete failure. Other forms of division can also be made according to the actual situation. Faults less than or equal to a preset first threshold can be determined as minor failures. The preset first threshold can be 30%, that is, torque attenuation ≤ 30%. The faulty motor corresponding to the fault location can still be operated with reduced load.

[0032] S202. When the torque attenuation is greater than the preset first threshold but less than the preset second threshold, the fault level in the fault diagnosis result is determined to be moderate failure and the fault location is that the faulty motor needs to be stopped immediately to avoid cascading damage; the preset first threshold is less than the preset second threshold.

[0033] In this embodiment of the invention, a moderate failure can be defined as the range between a preset first threshold and a preset second threshold. The preset second threshold can be 70%, that is, the torque attenuation is between 30% and 70%. The faulty motor corresponding to the determined fault location must be stopped immediately to avoid cascading damage.

[0034] S203. When the torque attenuation is greater than or equal to the preset second threshold, or when the torque output is zero, determine the fault level in the fault diagnosis result as complete failure and the fault location as requiring the disconnection and isolation of the fault motor power circuit.

[0035] In this embodiment of the invention, if the torque is greater than or equal to a preset second threshold, i.e., the torque attenuation is greater than or equal to 70%, or the torque output is 0, the power circuit of the faulty motor corresponding to the fault location needs to be cut off and isolated.

[0036] In some embodiments of the present invention, such as Figure 3 As shown, step S102 further includes: S301. Based on the influence of the faulty motor on the regenerative braking circuit in the regenerative braking capacity, perform regenerative braking status diagnosis and regenerative braking problem motor diagnosis. S302. When the faulty motor does not affect the regenerative function of other motors, the regenerative braking state diagnosis result is determined to be usable. S303. When the faulty motor only affects the corresponding regenerative circuit fault, and other regenerative circuits are normal, the regenerative braking status diagnosis result is determined to be partial failure. S304. When a faulty motor affects the multi-motor regenerative system and the entire system cannot work, the diagnostic result of the regenerative braking status is determined to be a complete failure.

[0037] This invention combines the impact of motor faults on the regenerative braking circuit to diagnose the regenerative braking status and identify problematic motors in the regenerative braking system. When a faulty motor does not affect the regenerative function of other motors, a particular regenerative brake is deemed "available." If only the regenerative circuit corresponding to the faulty motor is faulty while the others are normal, it is considered "partially failed." If a multi-motor regenerative system is affected by a fault and cannot function as a whole, it is considered "completely failed." Simultaneously, the diagnostic process also performs "signal correction," which involves removing distorted data such as wheel speed and torque transmitted by the faulty motor and reconstructing the vehicle speed model and axle load distribution model based on the operating parameters of the normal motors, providing accurate data benchmarks for subsequent control.

[0038] In some embodiments of the present invention, step S103 includes: When the fault is classified as a minor failure, the drive-side compensation strategy is determined to control the faulty motor to operate under reduced load and to provide torque supplementation to the normal motor on the same side as the faulty motor.

[0039] In this embodiment of the invention, when the fault is classified as a minor failure, the faulty motor first "runs with reduced load" (reduces the fluctuation range of its power output and reduces imbalance interference). The normal motor on the same side as the faulty motor then provides a small torque boost. Here, "torque boost" means increasing the total driving torque on the same side to offset the deflection torque caused by the attenuation of the faulty motor. For example, when the left rear motor is attenuating, the left front motor on the same side is selected to provide a small torque boost. The amount of torque boost is calculated by the VCU in conjunction with the vehicle axle load and vehicle speed, which just fills the "left total torque gap" caused by the attenuation of the left rear motor. This makes the total driving torque on both sides approach equilibrium again, suppressing the tendency of "left deviation caused by weakened left power" from the root.

[0040] When the fault is classified as a moderate failure, the drive-side compensation strategy is determined to be to stop the faulty motor and provide torque supplementation to the normal motor on the same side or coaxial with the faulty motor.

[0041] In this embodiment of the invention, when the fault is classified as a moderate failure, the faulty motor is directly "shut down" (cutting off the power interference from the fault source), and a normal motor on the same side / coaxial as the faulty motor is selected to precisely compensate for the torque. For example, when the left front motor is shut down, the left rear motor on the same side is selected to compensate for the torque. The amount of torque compensation is the "left total drive torque gap value" calculated by the VCU. After filling the gap, the total torque on the left side can be restored to balance with the total torque on the right side, avoiding the "left and right torque difference caused by the loss of power on one side", thereby eliminating the risk of deviation.

[0042] When the fault is classified as a complete failure, the drive-side compensation strategy is determined to simultaneously supplement the torque of the normal motors on the same side and coaxial as the faulty motor.

[0043] In this embodiment of the invention, when the fault level is complete failure, "multi-motor power reconfiguration + cross-axis torque distribution" is used. For example, if the right rear motor fails completely, the left rear and right front motors will be mobilized to compensate for the torque. Through cross-axis torque distribution, the power output of the whole vehicle changes from "single-sided loss" to "multi-axis balance", which offsets the tendency of deviation caused by the loss of power on one side from the global torque level.

[0044] In some embodiments of the present invention, step S103 further includes: When the regenerative braking status diagnosis result is available, the regenerative braking adaptation adjustment strategy is determined to be to correct the wheel slip ratio threshold through the anti-lock braking system, to proportionally distribute regenerative braking and mechanical braking through the electronic brake force distribution system in combination with the current axle load and road conditions, and to reduce the braking correction intensity through the vehicle stability system based on the vehicle attitude after compensation by the drive-side compensation strategy.

[0045] In this embodiment of the invention, when regenerative braking is available, the anti-lock braking system (ABS) will actively correct the wheel slip ratio threshold to accommodate the impact of the additional torque from regenerative braking on the braking effect; the electronic brake force distribution system (EBD) will combine the current axle load and road conditions to distribute regenerative braking and mechanical braking in a reasonable ratio, ensuring braking efficiency while also taking energy recovery into account; the electronic stability program (ESP) will use the vehicle posture after drive compensation as a benchmark to appropriately reduce the braking correction intensity, avoiding excessive intervention that could affect driving smoothness.

[0046] When the regenerative braking status diagnosis result is partial failure, the regenerative braking adaptation adjustment strategy is determined to be to improve the response speed of mechanical braking through the anti-lock braking system, reduce the dependence on regenerative braking through the electronic brake force distribution system, and increase the monitoring frequency of yaw rate through the vehicle stability system.

[0047] In this embodiment of the invention, when the regenerative braking fails, braking safety will be prioritized. The anti-lock braking system (ABS) will increase the response speed of mechanical braking to compensate for the deficiency of regenerative braking. The electronic brake force distribution system (EBD) will significantly reduce the reliance on regenerative braking, and the braking force will be mainly borne by mechanical braking. The electronic stability program (ESP) will achieve the control effect of "early intervention and slight correction" by increasing the monitoring frequency of yaw rate, thus suppressing the initiation of attitude instability from the source.

[0048] When the regenerative braking status diagnosis result is complete failure, the regenerative braking adaptation adjustment strategy is determined to be to increase the anti-lock braking adjustment frequency through the anti-lock braking system, calculate the real-time axle load distribution after the fault through the electronic brake force distribution system, generate the braking force distribution curve under the pure mechanical braking scenario, and control the single-sided braking by intervening with the maximum safety threshold through the vehicle stability system.

[0049] In this embodiment of the invention, when regenerative braking completely fails, it immediately switches to the dedicated control logic of "pure mechanical braking." The ABS increases the anti-lock braking adjustment frequency to cope with the relatively rigid dynamic characteristics of mechanical braking and reduce braking impact. The EBD recalculates and generates the braking force distribution curve for the all-mechanical braking scenario based on the real-time axle load distribution after the fault. The ESP intervenes at the maximum safety threshold, prioritizing precise control of single-sided braking to ensure vehicle stability. This adaptive design fundamentally solves the problem of "disconnect between braking force and dynamic state" in existing technologies. In traditional systems, the ABS / EBD / ESP systems operate based solely on preset fixed logic, unable to detect changes in power output after a motor failure, leading to frequent issues of excessive or insufficient braking force distribution. The collaborative mechanism in the flowchart, through information exchange between the drive and braking systems, achieves precise control of the braking strategy dynamically adjusted according to the drive state, ensuring that the braking effect always matches the vehicle's dynamic state. For example, as... Figure 4 As shown, the regenerative braking of the left front motor 1 has a problem, which is partial failure. Therefore, the regenerative braking capability of the left front motor should be preserved, and the ABS, EBD, ESP, and the driving capability of the other wheel hub motors should be adjusted accordingly.

[0050] In some embodiments of the present invention, after step S101, the method further includes: Switch the distributed driver heavy truck to fault-tolerant mode.

[0051] In this embodiment of the invention, when a fault is determined, the distributed drive heavy truck will switch to fault-tolerant mode, and then perform subsequent diagnosis and strategy execution in fault-tolerant mode.

[0052] In some embodiments of the present invention, after step S104, the method further includes: Monitor the three-dimensional data of distributed drive heavy trucks; the three-dimensional data includes vehicle attitude data, fault motor status data, and braking system data.

[0053] After executing the drive-side compensation strategy and regenerative braking adaptation adjustment strategy, this embodiment of the invention will initiate "real-time monitoring of three-dimensional data". The monitoring includes: 1) vehicle attitude data, including yaw rate (to determine if there is a tail-swing tendency), roll angle (to identify the risk of vehicle tilt), and deviation amount (to quantify the degree of power imbalance); 2) faulty motor status data, continuously tracking whether the fault is worsening (such as whether the torque decay is aggravated or whether the motor temperature exceeds the standard); and 3) braking system data, focusing on monitoring the brake disc temperature and brake fluid pressure to prevent overheating failure caused by prolonged high-intensity braking.

[0054] Determine whether the attitude of the distributed drive heavy truck is stable based on the vehicle attitude data; If so, the distributed drive heavy truck will be controlled to maintain fault-tolerant mode, and a judgment will be made based on the status data of the faulty motor. If not, then single-sided braking control is performed using data from the vehicle stability system and braking system, and the drive side is controlled to make secondary adjustments to the power distribution. The three-dimensional data of the distributed drive heavy truck is then monitored in real time.

[0055] In this embodiment of the invention, the stability of the attitude of the distributed drive heavy truck can be determined based on the vehicle attitude data. When the vehicle attitude is detected to be unstable, the "dual linkage optimization" will be activated immediately: the vehicle stability system ESP strengthens the precise control of single-side braking (avoiding brake overheating through pulse braking), and at the same time, the power distribution on the drive side is adjusted a second time (increasing the output ratio of the torque compensation motor on the basis of the original compensation), forming a dual guarantee of "braking correction + power correction".

[0056] In some embodiments of the present invention, the determination is made based on the faulty motor status data, including: Determine whether the status data of the faulty motor triggers the exit condition; If so, control the distributed drive heavy truck to exit fault-tolerant mode and restore normal operating condition control; If not, the distributed drive heavy truck will be switched to emergency fault-tolerant mode, and an emergency fault-tolerant strategy will be triggered in emergency fault-tolerant mode. The emergency fault-tolerant strategy is to limit the vehicle speed to within the preset speed, activate the electronic parking brake system to assist braking, and send a warning signal through the instrument panel.

[0057] In this embodiment of the invention, when a fault is detected to worsen (such as a cascading failure of multiple motors), an "emergency fault-tolerant mode" is triggered, limiting the vehicle speed to below 30 km / h, activating the electronic parking brake (EPB) for auxiliary braking, and sending an "immediate stop" warning signal to the driver via the instrument panel. Once the fault is resolved or the vehicle has come to a safe stop, the fault-tolerant mode is automatically exited, and the drive-braking coordination logic under normal operating conditions is restored. Compared to the limitations of existing technologies that offer "one-time compensation without subsequent optimization," this closed-loop design is better able to cope with the complex and ever-changing fault evolution process during heavy-duty truck operation.

[0058] Overall, this approach addresses the issue of "fuzzy fault diagnosis" through dual-dimensional diagnostics, resolves the problems of "power waste and imbalance" through differentiated drive compensation, mitigates the "disconnect between braking force and power" through dynamic braking adaptation, and addresses the "insufficient response to fault evolution" through closed-loop monitoring. This technical logic not only compensates for the deficiencies of ABS / EBD / ESP in drive-side control capabilities but also optimizes the shortcomings of existing torque redistribution algorithms in braking coordination, providing a complete solution for motor fault tolerance in distributed drive heavy trucks that combines safety, accuracy, and practicality.

[0059] This invention addresses the problem of decoupling control between the drive and braking systems (primarily regenerative braking) in real-time by synchronizing fault information. This allows the braking strategy to dynamically adapt to the drive state, improving control accuracy under fault conditions. A stepped drive compensation strategy is designed for different motor fault levels, replacing the coarse control of existing ESP systems that only reduce torque overall, ensuring safety while avoiding power waste. Relying on three-dimensional data closed-loop monitoring and a dual-linkage optimization mechanism, it overcomes the limitations of one-time compensation in existing technologies, dynamically responding to fault evolution and enhancing the reliability of the fault-tolerant system.

[0060] To better implement the distributed drive heavy-duty truck motor fault control method in this embodiment of the invention, correspondingly, this embodiment of the invention also provides a distributed drive heavy-duty truck motor fault control device, such as... Figure 5 As shown, the distributed drive heavy truck motor fault control device 500 includes: The motor monitoring module 501 is used to monitor the motor status during the driving process of the distributed drive heavy truck. When the motor status is faulty, it obtains the torque attenuation degree and regenerative braking capability of the faulty motor. The fault diagnosis module 502 is used to perform fault classification diagnosis and fault location diagnosis on the faulty motor according to the degree of torque attenuation, and obtain the fault diagnosis result. It also performs regenerative braking status diagnosis on the faulty motor according to the regenerative braking capability, and obtain the regenerative braking status diagnosis result. The strategy determination module 503 is used to determine the drive-side compensation strategy based on the fault diagnosis results, and to determine the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis results and the drive-side compensation strategy. The strategy control module 504 is used to perform fault control on distributed drive heavy trucks according to the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy.

[0061] The distributed drive heavy truck motor fault control device 500 provided in the above embodiments can realize the technical solutions described in the above distributed drive heavy truck motor fault control method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above distributed drive heavy truck motor fault control method embodiments, which will not be repeated here.

[0062] The above provides a detailed description of the distributed drive heavy truck motor fault control method and device provided by the present invention. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for fault control of a distributed drive heavy-duty truck motor, characterized in that, include: The motor status of the distributed drive heavy truck during driving is monitored. When the motor status is faulty, the torque attenuation degree and regenerative braking capability of the faulty motor are obtained. Based on the degree of torque attenuation, the faulty motor is subjected to fault classification diagnosis and fault location diagnosis to obtain fault diagnosis results. Based on the regenerative braking capability, the faulty motor is subjected to regenerative braking status diagnosis to obtain regenerative braking status diagnosis results. Based on the fault diagnosis results, a drive-side compensation strategy is determined, and based on the regenerative braking state diagnosis results and the drive-side compensation strategy, a regenerative braking adaptation and adjustment strategy is determined. The distributed drive heavy truck is subjected to fault control based on the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy.

2. The distributed drive heavy truck motor fault control method according to claim 1, characterized in that, The step of performing fault classification diagnosis and fault location diagnosis on the faulty motor based on the degree of torque attenuation to obtain fault diagnosis results includes: When the torque attenuation is less than or equal to a preset first threshold, the fault level in the fault diagnosis result is determined to be a minor failure and the fault location is that the faulty motor can still operate under reduced load. When the torque attenuation is greater than the preset first threshold but less than the preset second threshold, the fault classification in the fault diagnosis result is determined to be a moderate failure, and the fault location is a faulty motor that needs to be stopped immediately to avoid cascading damage; the preset first threshold is less than the preset second threshold. When the torque attenuation is greater than or equal to the preset second threshold, or when the torque output is zero, the fault level in the fault diagnosis result is determined to be complete failure, and the fault location is determined to require disconnection and isolation of the fault motor power circuit.

3. The distributed drive heavy truck motor fault control method according to claim 2, characterized in that, The step of determining the drive-side compensation strategy based on the fault diagnosis results includes: When the fault is classified as a minor failure, the drive-side compensation strategy is determined to be to control the faulty motor to operate under reduced load and to provide torque supplementation to the normal motor on the same side as the faulty motor. When the fault is classified as a moderate failure, the drive-side compensation strategy is determined to be to control the faulty motor to stop and to provide torque supplementation to the normal motor on the same side or coaxial with the faulty motor. When the fault is classified as a complete failure, the drive-side compensation strategy is determined to simultaneously supplement the torque of the normal motors on the same side and coaxial as the faulty motor.

4. The distributed drive heavy truck motor fault control method according to claim 1, characterized in that, The step of performing regenerative braking status diagnosis on the faulty motor based on the regenerative braking capability to obtain the regenerative braking status diagnosis result includes: Based on the influence of the faulty motor on the regenerative braking circuit in the regenerative braking capability, perform regenerative braking status diagnosis and regenerative braking problem motor diagnosis. When the faulty motor does not affect the regenerative function of other motors, the regenerative braking state diagnosis result is determined to be usable; When the faulty motor only affects the corresponding regenerative circuit and other regenerative circuits are normal, the regenerative braking state diagnosis result is determined to be a partial failure. When the faulty motor affects the multi-motor regenerative system and the entire system cannot work, the diagnostic result of the regenerative braking state is determined to be a complete failure.

5. The distributed drive heavy truck motor fault control method according to claim 4, characterized in that, The step of determining the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis result and the drive-side compensation strategy includes: When the regenerative braking state diagnosis result is available, the regenerative braking adaptation adjustment strategy is determined to be to correct the wheel slip ratio threshold through the anti-lock braking system, to proportionally distribute regenerative braking and mechanical braking through the electronic brake force distribution system in combination with the current axle load and road conditions, and to reduce the braking correction intensity through the vehicle stability system based on the vehicle attitude after compensation by the drive-side compensation strategy. When the regenerative braking status diagnosis result is that the part fails, the regenerative braking adaptation adjustment strategy is determined to be to improve the response speed of mechanical braking through the anti-lock braking system, reduce the dependence ratio of regenerative braking through the electronic brake force distribution system, and increase the monitoring frequency of yaw rate through the vehicle stability system. When the regenerative braking state diagnosis result is complete failure, the regenerative braking adaptation adjustment strategy is determined to be to increase the anti-lock braking adjustment frequency through the anti-lock braking system, calculate the real-time axle load distribution after the fault through the electronic brake force distribution system, generate the braking force distribution curve under the pure mechanical braking scenario, and control the single-sided braking by intervening with the maximum safety threshold through the vehicle stability system.

6. The distributed drive heavy truck motor fault control method according to claim 5, characterized in that, After monitoring the motor status during the operation of the distributed drive heavy truck, the method further includes: When the motor is in normal operating condition, the normal operating condition strategy is executed. The normal operating condition strategy is to distribute power evenly among multiple motors on the drive side according to real-time road conditions and vehicle load, and to provide coordinated protection on the braking side through the anti-lock braking system, the electronic brake force distribution system and the vehicle stability system, and to adjust the inter-wheel braking force.

7. The distributed drive heavy truck motor fault control method according to claim 1, characterized in that, When the motor is in a fault state, the following is also included: Switch the distributed drive heavy truck to fault-tolerant mode.

8. The distributed drive heavy truck motor fault control method according to claim 7, characterized in that, After performing fault control on the distributed drive heavy truck according to the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy, the method further includes: The three-dimensional data of the distributed drive heavy truck is monitored; the three-dimensional data includes vehicle attitude data, fault motor status data, and braking system data. The stability of the attitude of the distributed drive heavy truck is determined based on the vehicle attitude data. If so, the distributed drive heavy truck is controlled to maintain the fault-tolerant mode, and a judgment is made based on the faulty motor status data; If not, then single-sided braking control is performed using data from the vehicle stability system and the braking system, and the drive side is controlled to make secondary adjustments to the power distribution. The three-dimensional data of the distributed drive heavy truck is then monitored in real time.

9. The distributed drive heavy truck motor fault control method according to claim 8, characterized in that, The judgment based on the faulty motor status data includes: Determine whether the faulty motor status data triggers the exit condition; If so, control the distributed drive heavy truck to exit the fault-tolerant mode and restore normal operating condition control; If not, the distributed drive heavy truck is switched to emergency fault-tolerant mode, and an emergency fault-tolerant strategy is triggered in the emergency fault-tolerant mode. The emergency fault-tolerant strategy is to limit the vehicle speed to within a preset speed, activate the electronic parking brake system to assist braking, and send a warning signal through the instrument panel.

10. A distributed drive heavy truck motor fault control device, characterized in that, include: The motor monitoring module is used to monitor the motor status during the driving process of the distributed drive heavy truck. When the motor status is faulty, it obtains the torque attenuation degree and regenerative braking capability of the faulty motor. The fault diagnosis module is used to perform fault classification diagnosis and fault location diagnosis on the faulty motor according to the degree of torque attenuation, and obtain fault diagnosis results; and to perform regenerative braking status diagnosis on the faulty motor according to the regenerative braking capability, and obtain regenerative braking status diagnosis results. The strategy determination module is used to determine the drive-side compensation strategy based on the fault diagnosis results, and to determine the regenerative braking adaptation adjustment strategy based on the regenerative braking state diagnosis results and the drive-side compensation strategy. The strategy control module is used to perform fault control on the distributed drive heavy truck according to the drive-side compensation strategy and the regenerative braking adaptation adjustment strategy.

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