Dual-motor control system and method and vehicle

Abstract

The invention relates to a dual-motor control system and method and a vehicle, and the system comprises a first driving module which is used for driving a first motor; the second driving module is used for driving the second motor; the control module comprises a multi-core main control chip, the multi-core main control chip at least integrates a first control unit and a second control unit which are independent, and the first control unit is connected with the first driving module and the first motor and is used for acquiring an operation state signal of the first motor; the second control unit is connected with the second driving module and the second motor and is used for acquiring an operation state signal of the second motor; the first control unit and the second control unit communicate with each other to share the operation state signals obtained by the first control unit and the second control unit to form signal redundancy, and independently generate control signals to drive the first motor and the second motor to operate. On the basis, the problem that the single side of the vehicle has no power output can be avoided, the vehicle is effectively prevented from deviating or losing power during running, and the reliability and driving safety of the system are improved.

Description

Technical Field

[0001] This application relates to the field of motor control technology, and in particular to a dual-motor control system, method, and vehicle. Background Technology

[0002] The pure electric vehicle industry is developing rapidly, and electric drive is one of the key core technologies for electric vehicles. Strong power and high safety are common expectations from users. Dual-motor control systems are widely used in hybrid vehicles, new energy equipment, and other fields. They require the driving and control of two motors to meet the operational efficiency and functional requirements of the equipment. However, existing technologies have significant drawbacks: most systems use a single control unit to manage both motors simultaneously, which can easily lead to single-sided power output failure due to controller detection signal faults or sensor malfunctions. This can cause the vehicle to veer off course or lose power while driving, posing a certain driving risk. Furthermore, the operating status signals of the dual motors are mostly limited to their respective acquisition links, lacking a signal sharing mechanism and redundancy. Once a single-sided signal acquisition fails, the system struggles to effectively monitor the motor status, affecting operational safety and stability. Summary of the Invention

[0003] This application provides a dual-motor control system, method, and vehicle to solve problems such as unilateral lack of power output caused by controller detection signal failure or sensor malfunction, which leads to vehicle deviation or power loss during driving.

[0004] This application provides a dual-motor control system, comprising: a first drive module for driving a first motor; a second drive module for driving a second motor; and a control module including a multi-core main control chip, wherein the multi-core main control chip integrates at least two independent first control units and a second control unit. The first control unit is connected to the first drive module and the first motor and is used to acquire the operating status signal of the first motor; the second control unit is connected to the second drive module and the second motor and is used to acquire the operating status signal of the second motor. The first control unit and the second control unit communicate interactively and share their acquired operating status signals to form signal redundancy, and each independently generates control signals to drive the first motor and the second motor.

[0005] In one embodiment of this application, the control module further includes a first angle calculation circuit and a second angle calculation circuit; the first angle calculation circuit is connected to the first motor, the first control unit and the second control unit respectively, and is used to calculate the rotor angle signal of the first motor to obtain a first rotational electrical angle; the second angle calculation circuit is connected to the second motor, the first control unit and the second control unit respectively, and is used to calculate the rotor angle signal of the second motor to obtain a second rotational electrical angle.

[0006] In one embodiment of this application, when the first control unit applies the second rotational electrical angle, the second rotational electrical angle is phase-inverted; when the second control unit applies the first rotational electrical angle, the first rotational electrical angle is phase-inverted.

[0007] In one embodiment of this application, the control module further includes a first sampling unit and a second sampling unit; the first sampling unit is connected to the first motor, the first drive module, the first control unit and the second control unit, and is used to collect the operating status signal of the first motor and transmit the operating status signal of the first motor to the first control unit and the second control unit; the second sampling unit is connected to the second motor, the second drive module, the first control unit and the second control unit, and is used to collect the operating status signal of the second motor and transmit the operating status signal of the second motor to the first control unit and the second control unit.

[0008] In one embodiment of this application, the first sampling unit includes a first current acquisition circuit, a first voltage acquisition circuit, and a first temperature acquisition circuit; the first current acquisition circuit, the first voltage acquisition circuit, and the first temperature acquisition circuit are respectively connected to the first control unit, the second control unit, and the first drive module; the first current acquisition circuit is used to acquire the current signal of the first motor, the first voltage acquisition circuit is used to acquire the bus voltage of the controller of the first motor, and the first temperature acquisition circuit is used to acquire at least the stator temperature of the first motor; the second sampling unit includes a second current acquisition circuit, a second voltage acquisition circuit, and a second temperature acquisition circuit; the second current acquisition circuit, the second voltage acquisition circuit, and the second temperature acquisition circuit are respectively connected to the first control unit, the second control unit, and the second drive module. The second current acquisition circuit is used to acquire the current signal of the second motor, the second voltage acquisition circuit is used to acquire the bus voltage of the controller of the second motor, and the second temperature acquisition circuit is used to acquire at least the stator temperature of the second motor.

[0009] In one embodiment of this application, a third temperature sensor is provided in the stator of the first motor. The third temperature sensor is connected to the first temperature acquisition circuit and is used to collect the stator temperature information of the first motor and transmit it to the first control unit and the second control unit through the first temperature acquisition circuit. A fourth temperature sensor is provided in the stator of the second motor. The fourth temperature sensor is connected to the second temperature acquisition circuit and is used to collect the stator temperature information of the second motor and transmit it to the first control unit and the second control unit through the second temperature acquisition circuit.

[0010] In one embodiment of this application, the first drive module includes a first drive circuit and a first power module. The first drive circuit is connected to the first control unit and the first power module, respectively, and the first power module is connected to the first motor. The first drive circuit receives a control signal, amplifies its power, and then outputs a drive signal to the first power module to drive the first motor. The second drive module includes a second drive circuit and a second power module. The second drive circuit is connected to the second control unit and the second power module, respectively, and the second power module is connected to the second motor. The second drive circuit receives a control signal, amplifies its power, and then outputs a drive signal to the second power module to drive the second motor.

[0011] In one embodiment of this application, the first driving circuit includes a first driving chip, a first driving power supply, and a third temperature acquisition circuit. The first driving chip is connected to both the first driving power supply and the third temperature acquisition circuit. The first driving power supply is connected to the third temperature acquisition circuit, and the third temperature acquisition circuit is connected to the first control unit. The second driving circuit includes a second driving chip, a second driving power supply, and a fourth temperature acquisition circuit. The second driving chip is connected to both the second driving power supply and the fourth temperature acquisition circuit. The second driving power supply is connected to the fourth temperature acquisition circuit, and the fourth temperature acquisition circuit is connected to the second control unit.

[0012] In one embodiment of this application, the first power module is provided with a first temperature sensor connected to the third temperature acquisition circuit, for acquiring the temperature of the first power module and transmitting the acquired temperature signal to the first control unit and the second control unit through the third temperature acquisition circuit; the second power module is provided with a second temperature sensor connected to the fourth temperature acquisition circuit, for acquiring the temperature of the second power module and transmitting the acquired temperature signal to the first control unit and the second control unit through the fourth temperature acquisition circuit.

[0013] In one embodiment of this application, the control module further includes a power supply circuit, a fault detection circuit, and a power module drive signal circuit; the power supply circuit is connected to the multi-core main control chip; the fault detection circuit is connected to the first drive module, the second drive module, the first control unit, the second control unit, the first sampling unit, and the second sampling unit; the power module drive signal circuit is connected to the first drive module, the second drive module, the first control unit, and the second control unit.

[0014] Accordingly, this application provides a control method based on any of the above-described dual-motor control systems. The control method includes: a first control unit acquiring an operating status signal of a first motor, and a second control unit acquiring an operating status signal of a second motor; the first control unit and the second control unit sharing their respective acquired operating status signals through interactive communication to form signal redundancy; the first control unit independently generating a first control signal based on the acquired operating status signal and outputting it to the first drive module to drive the first motor to operate; and the second control unit independently generating a second control signal based on the acquired operating status signal and outputting it to the second drive module to drive the second motor to operate.

[0015] Accordingly, this application provides a vehicle that includes the dual-motor control system described in any of the above claims.

[0016] This application provides a dual-motor control system, method, and vehicle. By setting up at least two control units and sharing operating status signals to form signal redundancy, the dual-motor control system can continue to output control signals to the corresponding motor drive module using the signals obtained by the other unit when a sensor or detection signal on one side fails. This avoids the problem of no power output on one side, effectively prevents the vehicle from veering off course or losing power while driving, and improves the reliability of the system and driving safety. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of one embodiment of the dual-motor control system of this application;

[0019] Figure 2 This is a schematic diagram of the structure of one embodiment of the control module of this application;

[0020] Figure 3 This is a schematic diagram of another embodiment of the control module of this application;

[0021] Figure 4 This is a schematic diagram of another embodiment of the dual-motor control system of this application;

[0022] Figure 5 This is a flowchart illustrating one embodiment of the dual-motor control method of this application. Detailed Implementation

[0023] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0024] In the description of this application, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0025] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0026] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0027] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0028] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0029] It is understood that the dual-motor control system provided in this application is not limited to a single-motor architecture scenario, but has flexible architecture adaptability. It can be used as a core control unit and directly applied to a basic dual-motor architecture, or embedded in a multi-motor architecture such as a three-motor or four-motor architecture. Through precise control and redundant protection of the dual-motor units within the architecture, it solves the problem of one-sided power failure caused by single-sided sensor failure or detection signal failure under various architectures, and ensures the stability and safety of vehicle driving.

[0030] Please see Figure 1 , Figure 1 This is a schematic diagram of one embodiment of the dual-motor control system of this application, as shown below. Figure 1 The dual-motor control system 100 provided in this application includes a first motor M1, a second motor M2, a first drive module 110, a second drive module 120, and a control module 130.

[0031] The first drive module 110 is connected to and drives the first motor M1, and the second drive module 120 is connected to and drives the second motor M2.

[0032] The control module 130 is connected to the first drive module 110, the second drive module 120, the first motor M1, and the second motor M2, respectively.

[0033] The control module 130 includes a multi-core main control chip A. In this application, the multi-core main control chip A integrates at least two independent first control unit 131 and second control unit 132. The first control unit 131 and the second control unit 132 can be MCUs (microprocessors), which focus on the status acquisition, storage, signal sharing and control command generation of their respective motors.

[0034] Furthermore, the first control unit 131 is connected to the first drive module 110 and the first motor M1, and is used to acquire the operating status signal of the first motor M1. The second control unit 132 is connected to the second drive module 120 and the second motor M2, and is used to acquire the operating status signal of the second motor M2. The first control unit 131 and the second control unit 132 communicate with each other and share their acquired operating status signals to form signal redundancy, and each independently generates control signals to drive the first motor M1 and the second motor M2.

[0035] In this application, the first control unit 131 and the second control unit 132 are connected and can share the motor operating status signals they acquire to form signal redundancy. That is, the first control unit 131 can read the operating status signal of the second motor acquired by the second control unit 132 in real time, and the second control unit 132 can also acquire the operating status signal of the first motor acquired by the first control unit 131 in real time, thus breaking the limitation of the prior art where a single signal is used only on one side.

[0036] It is understood that the control unit in this application is a functional module responsible for motor signal acquisition, sharing, and control command output. All its control logic, such as acquiring motor status and generating PWM signals, must be implemented using the main control chip. The main control chip in this application, such as a multi-core MCU, is the hardware support for the control unit. Through its computing cores, AD sampling interfaces, communication interfaces, and other hardware resources, it provides the physical basis for signal processing, data interaction, and command output for the control unit. For example, the two independent cores of the multi-core chip in this application correspond to the hardware carriers of the two first control units 131 and the second control unit 132, respectively.

[0037] Furthermore, the operating status signal of the motor in this application may be one of the following, including but not limited to the rotor angle signal of the motor, the current signal of the motor, the stator temperature signal of the motor, and the bus voltage of the motor controller.

[0038] The first motor M1 and the second motor M2 receive three-phase AC power from the corresponding drive module, converting electrical energy into mechanical energy to drive the vehicle. Under normal operating conditions, the first motor M1 and the second motor M2 work together to output torque to meet the power requirements of the vehicle. When a sensor on one side fails, the faulty motor can still output the required torque by substituting the signal from the sensor on the other side (or the normal motor can bear more torque), thus avoiding the deviation or power loss caused by the lack of power on one side in the existing technology.

[0039] In the above embodiments, by setting at least two control units and sharing the operating status signals to form signal redundancy, when a single sensor or detection signal fails in the dual-motor control system, either control unit can continue to output control signals to the corresponding motor drive module using the signal obtained by the other, thereby avoiding the problem of no power output on one side, effectively preventing the vehicle from veering off course or losing power while driving, and improving the reliability of the system and driving safety.

[0040] Please combine further Figure 2 , Figure 2 This is a schematic diagram of the structure of one embodiment of the control module of this application. In this application, the control module 130 also includes a first angle calculation circuit 133 and a second angle calculation circuit 134.

[0041] The first angle calculation circuit 133 is connected to the first motor M1, the first control unit 131, and the second control unit 132, respectively, and is used to calculate the rotor angle signal of the first motor M1 to obtain the first electrical rotation angle. The second angle calculation circuit 134 is connected to the second motor M2, the first control unit 131, and the second control unit 132, respectively, and is used to calculate the rotor angle signal of the second motor M2 to obtain the second electrical rotation angle.

[0042] Specifically, the rotor angle signal of the first motor M1 is processed by the first angle calculation circuit 133 to obtain the electrical rotation angle of the first motor M1. The first control unit 131 stores this electrical rotation angle value in real time, and the second control unit 132 can also synchronously acquire this electrical rotation angle value. Similarly, the rotor angle signal of the second motor M2 is processed by the second angle calculation circuit 134 to obtain the electrical rotation angle of the second motor M2. The second control unit 132 stores the electrical rotation angle value in real time, and the first control unit 131 can also synchronously acquire this electrical rotation angle value. In other words, the original rotor angle signal needs to be calculated to reflect the real-time position of the motor rotor and provide core parameters for torque calculation.

[0043] In the above implementation, the calculated electrical angle value is stored in real time to the two control units and can be obtained synchronously by the two control units. This ensures that if one side of the calculation circuit fails, the other side control unit can still call up the calculation result, or if one side of the sensor fails, the calculation result on the other side can be used as a substitute data source.

[0044] Furthermore, when the first control unit 131 applies the second rotational electrical angle, it inverts the second rotational electrical angle; when the second control unit 132 applies the first rotational electrical angle, it inverts the first rotational electrical angle. It is understood that the original acquisition and calculation of the angle signal need to be consistent with the mechanical reference of each motor, and the inversion is to unify the angle coordinate system when used across sides.

[0045] Specifically, taking the application of the second rotational electrical angle in the first control unit 131 as an example:

[0046] The initial angle of the second motor M2 is acquired by, for example, a resolver sensor to collect the rotor angle signal. The second angle calculation circuit 134 calculates the initial rotor angle signal into a second rotational electrical angle and transmits it to the first control unit 131. Since the first motor M1 and the second motor M2 may be installed in opposite directions (e.g., one rotates clockwise and the other counterclockwise), and their angle references are opposite (e.g., 0° of the first motor M1 corresponds to 180° of the second motor M2), the first control unit 131 needs to invert the received second rotational electrical angle to align it with the angle coordinate system of the first motor M1 before it can be used for control logic, such as phase calculation in vector control. In other words, the inversion operation is a real-time processing step performed by the control unit when it calls the angle signal calculated by the other motor across sides. Its essence is to unify the coordinate system of the angle signals across sides, ensuring both the original reference of the angle signal on one side and compatibility of the cross-side signals. This satisfies the redundancy sharing requirements of the first sampling unit and is fully adaptable to the possible reverse installation and reference differences of the two motors.

[0047] Furthermore, please continue to combine Figure 2 In this application, the control module 130 further includes a first sampling unit 135 and a second sampling unit 136.

[0048] The first sampling unit 135 is connected to the first motor M1, the first drive module 110, the first control unit 131 and the second control unit 132, and is used to collect the operating status signal of the first motor M1 and transmit the operating status signal of the first motor M1 to the first control unit 131 and the second control unit 132.

[0049] The second sampling unit 136 is connected to the second motor M2, the second drive module 120, the first control unit 131 and the second control unit 132, and is used to collect the operating status signal of the second motor M2 and transmit the operating status signal of the second motor M2 to the first control unit 131 and the second control unit 132.

[0050] Please combine further Figure 3 , Figure 3 This is a schematic diagram of another embodiment of the control module of this application, as shown below. Figure 3The first sampling unit 135 includes a first current acquisition circuit 1351, a first voltage acquisition circuit 1352, and a first temperature acquisition circuit 1353. The first current acquisition circuit 1351, the first voltage acquisition circuit 1352, and the first temperature acquisition circuit 1353 are respectively connected to the first control unit 131, the second control unit 132, and the first drive module 110. The first current acquisition circuit 1351 is used to acquire the current signal of the first motor M1, and the first voltage acquisition circuit 1352 is used to acquire the bus voltage of the controller of the first motor M1. The first temperature acquisition circuit 1353 is used to acquire at least the stator temperature of the first motor M1.

[0051] The first current acquisition circuit 1351 acquires the current signal of the first motor M1, and the current signal includes at least two phase currents of the first motor M1. The magnitude of the third phase current can be calculated based on the fact that the sum of the three phase currents is zero. Furthermore, the first control unit 131 and the second control unit 132 can simultaneously acquire the two phase currents of the first motor M1. It is understandable that in practical applications, motor torque is directly related to phase current, and the current signal is a core parameter for calculating stator flux linkage and torque current components in vector control.

[0052] Furthermore, the first voltage acquisition circuit 1352 is used to acquire the bus voltage of the controller of the first motor M1, and the first control unit 131 stores the bus voltage in real time, while the second control unit 132 can also acquire the bus voltage synchronously in real time. Similarly, the first voltage acquisition circuit 1352 is used to acquire the bus voltage of the controller of the first motor M1.

[0053] Furthermore, the first temperature acquisition circuit 1353 is used to acquire the stator temperature of the first motor M1. It can be understood that by setting a third temperature sensor in the stator of the first motor M1 to acquire the temperature of the stator of the first motor M1 in real time, the problem of aging of the motor insulation layer and demagnetization of the magnets caused by excessive stator temperature can be avoided. By acquiring the temperature signal of the motor stator, overheat protection can be triggered, such as reducing torque.

[0054] In a specific embodiment, the first temperature acquisition circuit 1353 can also be used to acquire the temperature of the first power module in the first drive module 110. The first power module is equipped with a first temperature sensor for acquiring its temperature. It is understood that overheating of the power module can trigger damage; therefore, the temperature signal from the monitor is used to control the on / off frequency of the power module to prevent overheating.

[0055] Similarly, the first control unit 131 stores the stator temperature of the first motor M1 and the temperature of the first power module in real time, and can share them with the second control unit 132 in real time.

[0056] Furthermore, the second sampling unit 136 includes a second current acquisition circuit 1354, a second voltage acquisition circuit 1355, and a second temperature acquisition circuit 1356. The second current acquisition circuit 1354, the second voltage acquisition circuit 1355, and the second temperature acquisition circuit 1356 are respectively connected to the first control unit 131, the second control unit 132, and the second drive module 120. The second current acquisition circuit 1354 is used to acquire the current signal of the second motor M2, and the second voltage acquisition circuit 1355 is used to acquire the bus voltage of the controller of the first motor M2. The second temperature acquisition circuit 1356 is used to acquire at least the stator temperature of the second motor M2.

[0057] Furthermore, the second current acquisition circuit 1354 acquires the current signal of the second motor M2. The current signal includes at least two phase currents of the second motor M2, and the magnitude of the third phase current can be calculated based on the fact that the sum of the three phase currents is zero. Furthermore, the first control unit 131 and the second control unit 132 can simultaneously acquire the two phase currents of the second motor M2. It is understandable that in practical applications, motor torque is directly related to phase current, and the current signal is a core parameter for calculating stator flux linkage and torque current components in vector control.

[0058] Furthermore, the second voltage acquisition circuit 1355 is used to acquire the bus voltage of the controller of the second motor M2, and the first control unit 131 stores the bus voltage in real time, while the second control unit 132 can also acquire the bus voltage synchronously in real time. Similarly, the second voltage acquisition circuit 1355 is used to acquire the bus voltage of the controller of the second motor M2.

[0059] Furthermore, the second temperature acquisition circuit 1356 is used to acquire the stator temperature of the second motor M2. It is understood that by setting a fourth temperature sensor in the stator of the second motor M2 to acquire the stator temperature in real time, problems such as aging of the motor insulation layer and demagnetization of the magnets due to excessive stator temperature can be avoided. Acquiring the stator temperature signal can trigger overheat protection, such as reducing torque. In this embodiment, the bus voltages of the first motor M1 and the second motor M2 can be generated from the same voltage sampling point, which simplifies the circuit and reduces redundancy costs.

[0060] Understandably, for motor stator temperature acquisition, if a single-sided stator temperature acquisition fails, the stator temperature signal from the other side can be used to avoid motor damage due to temperature monitoring failure. At the same time, it ensures that the influence of temperature on motor parameters can be taken into account when calculating torque, thereby improving the accuracy of the calculation.

[0061] For the power module, when the temperature acquisition of one side module fails, the temperature signal of the other side module can be called to ensure that the power module does not overheat. At the same time, it provides a temperature basis for power allocation during redundancy switching, such as avoiding transferring all the load to the power module that is already close to high temperature.

[0062] It is understood that the control module 130 in this application also includes a power supply circuit (not shown), a fault detection circuit (not shown), and a power module drive signal circuit (not shown).

[0063] The power supply circuit is connected to the multi-core main control chip A. In this embodiment, the power supply circuit 140 is a low-voltage power supply circuit, which provides a stable low-voltage power supply for all sub-circuits in the control module, ensuring the reliable operation of the control circuit and avoiding calculation errors or module damage caused by voltage fluctuations.

[0064] The fault detection circuit is connected to the first drive module 110, the second drive module 120, the first control unit 131, the second control unit 132, the first sampling unit 135, and the second sampling unit 136. In this embodiment, the fault detection circuit 150 scans the abnormal states of key components in the motor drive module, such as the power module, drive circuit, and sensor acquisition, in real time. When a fatal fault is detected, such as a short circuit in the power module, an interrupt signal is immediately sent to the control unit, triggering the control unit to execute protection strategies, such as cutting off the power module drive signal or performing an emergency shutdown. When a non-fatal fault is detected, such as a slight overheating, a feedback signal is sent to the control unit for dynamic adjustment of the control logic, such as reducing the load to prevent the fault from escalating.

[0065] The power module drive signal circuit is connected to the first drive module 110, the second drive module 120, the first control unit 131, and the second control unit 132. In this embodiment, the power module drive signal circuit receives the original control commands output by the control unit, such as PWM drive signals, direction signals, and enable signals. Through isolation, shaping (eliminating signal glitches), and level adaptation (matching the input requirements of the drive chip), it transmits stable and reliable drive signals to the drive chips of the first drive module 110 and the second drive module 120. This provides accurate reference signals for subsequent power amplification and control of the power module's on / off state, ultimately enabling independent driving of the first motor M1 and the second motor M2. Simultaneously, it ensures the anti-interference capability of the control signals in a high-voltage environment, supporting the stable implementation of dual-motor redundant control.

[0066] Please combine further Figure 4 , Figure 4 This is a schematic diagram of another embodiment of the dual-motor control system of this application, as shown below. Figure 4In this application, the first drive module 110 includes a first drive circuit 111 and a first power module 112. The first drive circuit 111 is connected to both the control module 130 and the first power module 112, and the first power module 112 is connected to the first motor M1. The first drive circuit 111 receives control signals, amplifies them, and outputs drive signals to the first power module 112. The first power module 112 receives the drive signals to drive the first motor M1. In this embodiment, the first drive circuit 111 further includes a first drive chip (not shown), a first drive power supply (not shown), and a third temperature acquisition circuit (not shown). The first drive chip is connected to both the first drive power supply and the third temperature acquisition circuit, and the first drive power supply is connected to the third temperature acquisition circuit. The first drive chip receives control signals output by the control module 130, such as PWM signals and enable signals, and converts the weak current control signals into strong current drive signals that can drive the first power module 112 to turn on / off. Simultaneously, it connects to the third temperature acquisition circuit and can receive the temperature signal from the first power module 112. When the temperature exceeds the limit, it triggers protection logic to prevent the power module from overheating and being damaged. The first drive power supply provides a stable operating voltage for the first drive chip and the third temperature acquisition circuit, ensuring reliable operation of the drive chip in a mixed high and low voltage environment. It also provides power to the sensor of the temperature acquisition circuit, ensuring the accuracy of temperature signal acquisition. The third temperature acquisition circuit can acquire the temperature signal of the first power module 112 in real time and transmit the temperature signal to the first drive chip. This serves as the basis for the drive chip to determine whether the power module is overheating, and is a key link in the drive circuit-level temperature protection.

[0067] It is understood that in the embodiments of this application, the first driving circuit 111 acts as a driving command amplifier, which is responsible for amplifying the low-voltage PWM signal output by the control module 130 into a high-voltage / high-current signal that can drive the first power module 112, and performing turn-on / turn-off control on the first power module according to the amplified signal.

[0068] In specific embodiments, the first power module 112 can typically be an insulated gate bipolar transistor (IGBT) or a silicon carbide (SiC) module, without specific limitations. In this application, the first power module 112 and the first drive circuit 111 are soldered together via pins and connected to the first motor M1 via a copper busbar. The three-phase current signal is transmitted to the control module 130 via a low-voltage wiring harness. The first power module 112 also includes a first temperature sensor, which is positioned close to the first power module to collect the temperature of the first power module in real time.

[0069] The second drive module 120 includes a second drive circuit 121 and a second power module 122. The second drive circuit 121 is connected to the control module 130 and the second power module 122, respectively. The second power module 122 is connected to the second motor M2. The second drive circuit 121 receives control signals, amplifies them, and outputs drive signals to the second power module 122. The second power module 122 receives the drive signals to drive the second motor M2.

[0070] The second drive circuit 121 further includes a second drive chip (not shown), a second drive power supply (not shown), and a fourth temperature acquisition circuit (not shown). The second drive chip is connected to both the second drive power supply and the fourth temperature acquisition circuit, and the second drive power supply is connected to the fourth temperature acquisition circuit. The second drive chip receives control signals, such as PWM signals and enable signals, output from the control module 130, and converts the weak current control signals into strong current drive signals that can drive the second power module 122 to turn on / off. Simultaneously, it is connected to the fourth temperature acquisition circuit and can receive the temperature signal from the second power module 122. When the temperature exceeds the limit, it triggers protection logic to prevent the power module from overheating and being damaged. The second drive power supply provides a stable operating voltage for the second drive chip and the fourth temperature acquisition circuit, ensuring reliable operation of the drive chip in a mixed high and low voltage environment. It also provides power to the sensor in the temperature acquisition circuit, ensuring the accuracy of the temperature signal acquisition. The fourth temperature acquisition circuit can acquire the temperature signal from the second power module 122 in real time and transmit the temperature signal to the second drive chip. This serves as the basis for the drive chip to determine whether the power module is overheating and is a key component of the drive circuit-level temperature protection.

[0071] It is understood that, in this embodiment of the application, the second driving circuit 121 acts as a driving command amplifier, which is responsible for amplifying the low-voltage PWM signal output by the control module 130 into a high-voltage / high-current signal that can drive the second power module 122, and performing on / off control on the second power module according to the amplified signal.

[0072] In specific embodiments, the second power module 122 can typically be an insulated-gate bipolar transistor (IGBT) or a silicon carbide (SiC) module; no specific limitation is made here. Furthermore, in this application, the second power module 122 and the second drive circuit 121 are soldered together via pins and connected to the second motor M2 via a copper busbar. The three-phase current signal is transmitted to the control module 130 via a low-voltage wiring harness. The second power module 122 also includes a second temperature sensor, which is positioned close to the second power module, allowing for real-time temperature monitoring of the second power module.

[0073] The principle is as follows:

[0074] In specific implementation, the control module 130 calculates the required control voltage based on the sampled motor operating status signals, such as rotor position, bus voltage and current, and after verification and judgment, outputs the control signals of the first motor M1 and the second motor M2 to the first drive module 110 and the second drive module 120.

[0075] When the first drive module 110 receives the control signal of the first motor M1, it outputs a drive signal. The first drive circuit 111 amplifies the power of the received PWM signal and controls the first power module 112 to turn on and off, thereby establishing a connection between the first drive circuit 111 and the first motor M1, so as to drive the first motor M1 through the drive signal.

[0076] When the second drive module 120 receives the control signal of the second motor M2, it outputs a drive signal. The second drive circuit 121 amplifies the power of the received PWM signal and controls the second power module 122 to turn on and off, thereby establishing a connection between the second drive circuit 121 and the second motor M2, so as to drive the second motor M2 through the drive signal.

[0077] The above method enables the control of two motors (first motor M1 and second motor M2), and the left / right drive control links are completely consistent, which can reduce design complexity and maintenance costs and facilitate mass production.

[0078] In the above embodiments, by setting at least two control units and sharing the operating status signals to form signal redundancy, when a single sensor or detection signal fails in the dual-motor control system, either control unit can continue to output control signals to the corresponding motor drive module using the signal obtained by the other, thereby avoiding the problem of no power output on one side, effectively preventing the vehicle from veering off course or losing power while driving, and improving the reliability of the system and driving safety.

[0079] Please combine further Figure 5 , Figure 5 This is a flowchart illustrating one embodiment of the dual-motor control method of this application, as shown below. Figure 5 The dual-motor control method provided in this application includes the following steps:

[0080] S100, the first control unit acquires the operating status signal of the first motor, and the second control unit acquires the operating status signal of the second motor; the first control unit and the second control unit share their respective acquired operating status signals through interactive communication to form signal redundancy.

[0081] S200, the first control unit independently generates a first control signal based on the acquired operating status signal and outputs it to the first drive module to drive the first motor to run; the second control unit independently generates a second control signal based on the acquired operating status signal and outputs it to the second drive module to drive the second motor to run.

[0082] Understandably, after the dual-motor system of this application is powered on and initialized, the control module acquires sensor signals from the dual-motor system, including motor temperature, module temperature, three-phase current, resolver angle, bus voltage, etc. When a sensor signal on one side fails, the corresponding sensor signal on the other side is used to replace it, and the torque is calculated based on the replaced signal to normally respond to the vehicle's torque requirements.

[0083] For a detailed description of each step of the dual-motor mechanism method in this application, please refer to the detailed description of the above-mentioned dual-motor control system implementation method, which will not be repeated here.

[0084] The above implementation method, by setting up at least two control units and sharing the operating status signals to form signal redundancy, enables the dual-motor control system to continue outputting control signals to the corresponding motor drive module using the signals obtained by the other unit when a sensor or detection signal on one side fails. This avoids the problem of no power output on one side, effectively prevents the vehicle from veering off course or losing power while driving, and improves the reliability of the system and driving safety.

[0085] This application also provides a vehicle, which includes a dual-motor control system according to any of the above embodiments. The specific structure and implementation of the dual-motor control system are detailed in the descriptions of the above embodiments and will not be repeated here.

[0086] Furthermore, it is understandable that the dual-motor control system in this application is flexibly adaptable to various architectures. For example, the basic dual-motor architecture, such as small pure electric vehicles and low-speed logistics vehicles, meets the reliability requirements of basic dual-drive scenarios. The three-motor architecture, with a single front-drive motor and two rear-drive motors, is suitable for mid-size SUVs and family pure electric sedans, ensuring no power loss on one side in case of a rear-drive dual-motor failure, balancing power and driving stability. The four-motor architecture, with two front-drive motors and two rear-drive motors, is suitable for high-end pure electric SUVs and performance sports cars. Through signal redundancy and independent drive of the front and rear dual-motor units, it achieves precise torque vector control and high safety assurance. It is primarily adapted to various pure electric or hybrid vehicles that require reliable motor drive and driving safety, especially addressing the issues of deviation and power loss caused by single-sided sensor / signal failures, covering diverse usage scenarios from entry-level to high-end.

[0087] It is understood that the dual-motor control system of this application does not depend on the number of motors in a specific motor architecture. Instead, it addresses the control requirements of independent drive units of dual motors within an architecture by employing a dual-control unit design with signal sharing redundancy, achieving full coverage adaptation for dual-motor, three-motor, and four-motor architectures. In other words, regardless of the total number of motors in the architecture, as long as there are units with two independent drive motors (such as rear-drive dual-motor or front-drive dual-motor), this application can be embedded within them to solve the problem of no power in case of single-sided failure. At the same time, it coordinates with other motors within the architecture, ultimately improving the reliability and safety of the entire vehicle drive system.

[0088] The above implementation method, by setting up at least two control units and sharing the operating status signals to form signal redundancy, enables the dual-motor control system to continue outputting control signals to the corresponding motor drive module using the signals obtained by the other unit when a sensor or detection signal on one side fails. This avoids the problem of no power output on one side, effectively prevents the vehicle from veering off course or losing power while driving, and improves the reliability of the system and driving safety.

[0089] The foregoing has provided a detailed description of a dual-motor control system, method, and vehicle provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0090] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A dual-motor control system, characterized in that, The dual-motor control system includes: The first drive module is used to drive the first motor; The second drive module is used to drive the second motor; The control module includes a multi-core main control chip, which integrates at least two independent first control units and second control units. The first control unit is connected to the first drive module and the first motor, and is used to acquire the operating status signal of the first motor. The second control unit is connected to the second drive module and the second motor, and is used to acquire the operating status signal of the second motor. The first control unit and the second control unit communicate with each other to share their acquired operating status signals to form signal redundancy, and each independently generates control signals to drive the first motor and the second motor to operate.

2. The dual-motor control system according to claim 1, characterized in that, The control module also includes a first angle calculation circuit and a second angle calculation circuit. The first angle calculation circuit is connected to the first motor, the first control unit and the second control unit respectively, and is used to calculate the rotor angle signal of the first motor to obtain the first rotational electrical angle. The second angle calculation circuit is connected to the second motor, the first control unit and the second control unit respectively, and is used to calculate the rotor angle signal of the second motor to obtain the second rotational electrical angle.

3. The dual-motor control system according to claim 2, characterized in that, When the first control unit applies the second rotational electrical angle, the second rotational electrical angle is phase-inverted. When the second control unit applies the first rotational electrical angle, it performs phase inversion processing on the first rotational electrical angle.

4. The dual-motor control system according to claim 1, characterized in that, The control module further includes a first sampling unit and a second sampling unit; The first sampling unit is connected to the first motor, the first drive module, the first control unit and the second control unit, and is used to collect the operating status signal of the first motor and transmit the operating status signal of the first motor to the first control unit and the second control unit; The second sampling unit is connected to the second motor, the second drive module, the first control unit, and the second control unit, and is used to collect the operating status signal of the second motor and transmit the operating status signal of the second motor to the first control unit and the second control unit.

5. The dual-motor control system according to claim 4, characterized in that, The first sampling unit includes a first current acquisition circuit, a first voltage acquisition circuit, and a first temperature acquisition circuit; The first current acquisition circuit, the first voltage acquisition circuit, and the first temperature acquisition circuit are respectively connected to the first control unit, the second control unit, and the first drive module; The first current acquisition circuit is used to acquire the current signal of the first motor; the first voltage acquisition circuit is used to acquire the bus voltage of the controller of the first motor; the first temperature acquisition circuit is used to acquire at least the stator temperature of the first motor. The second sampling unit includes a second current acquisition circuit, a second voltage acquisition circuit, and a second temperature acquisition circuit; The second current acquisition circuit, the second voltage acquisition circuit, and the second temperature acquisition circuit are respectively connected to the first control unit, the second control unit, and the second drive module. The second current acquisition circuit is used to acquire the current signal of the second motor; the second voltage acquisition circuit is used to acquire the bus voltage of the controller of the second motor; and the second temperature acquisition circuit is used to acquire at least the stator temperature of the second motor.

6. The dual-motor control system according to claim 5, characterized in that, A third temperature sensor is provided in the stator of the first motor. The third temperature sensor is connected to the first temperature acquisition circuit and is used to collect the stator temperature information of the first motor and transmit it to the first control unit and the second control unit through the first temperature acquisition circuit. A fourth temperature sensor is provided in the stator of the second motor. The fourth temperature sensor is connected to the second temperature acquisition circuit and is used to collect the stator temperature information of the second motor and transmit it to the first control unit and the second control unit through the second temperature acquisition circuit.

7. The dual-motor control system according to claim 1, characterized in that, The first drive module includes a first drive circuit and a first power module. The first drive circuit is connected to the first control unit and the first power module respectively, and the first power module is connected to the first motor. After receiving the control signal and amplifying its power, the first drive circuit outputs a drive signal to the first power module to drive the first motor. The second drive module includes a second drive circuit and a second power module. The second drive circuit is connected to the second control unit and the second power module, respectively, and the second power module is connected to the second motor. The second drive circuit receives the control signal, amplifies it, and then outputs a drive signal to the second power module to drive the second motor.

8. The dual-motor control system according to claim 7, characterized in that, The first driving circuit includes a first driving chip, a first driving power supply, and a third temperature acquisition circuit. The first driving chip is connected to the first driving power supply and the third temperature acquisition circuit. The first driving power supply is connected to the third temperature acquisition circuit. The third temperature acquisition circuit is connected to the first control unit. The second driving circuit includes a second driving chip, a second driving power supply, and a fourth temperature acquisition circuit. The second driving chip is connected to the second driving power supply and the fourth temperature acquisition circuit, the second driving power supply is connected to the fourth temperature acquisition circuit, and the fourth temperature acquisition circuit is connected to the second control unit.

9. The dual-motor control system according to claim 8, characterized in that, The first power module is provided with a first temperature sensor connected to the third temperature acquisition circuit, which is used to acquire the temperature of the first power module and transmit the acquired temperature signal to the first control unit and the second control unit through the third temperature acquisition circuit. The second power module is equipped with a second temperature sensor connected to the fourth temperature acquisition circuit, which is used to acquire the temperature of the second power module and transmit the acquired temperature signal to the first control unit and the second control unit through the fourth temperature acquisition circuit.

10. The dual-motor control system according to claim 1, characterized in that, The control module also includes a power supply circuit, a fault detection circuit, and a power module drive signal circuit. The power supply circuit is connected to the multi-core main control chip; the fault detection circuit is connected to the first drive module, the second drive module, the first control unit, the second control unit, the first sampling unit, and the second sampling unit. The power module drive signal circuit is connected to the first drive module, the second drive module, the first control unit, and the second control unit.

11. A control method based on the dual-motor control system according to any one of claims 1-10, characterized in that, The control method includes: The first control unit acquires the operating status signal of the first motor, and the second control unit acquires the operating status signal of the second motor; the first control unit and the second control unit share their respective acquired operating status signals through interactive communication to form signal redundancy; The first control unit independently generates a first control signal based on the acquired operating status signal and outputs it to the first drive module to drive the first motor to run; the second control unit independently generates a second control signal based on the acquired operating status signal and outputs it to the second drive module to drive the second motor to run.

12. A vehicle, characterized in that, The vehicle includes the dual-motor control system as described in any one of claims 1-10.

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