Dual-mode power control system of new energy sanitation vehicle

Abstract

The invention relates to the technical field of new energy sanitation vehicle power system control, in particular to a dual-mode power control system of a new energy sanitation vehicle, which comprises a control unit, a first motor, a second motor, a clutch and a power transmission chain. The torque control direction of the second motor is opposite to the torque change direction of the first motor, the transient disturbance of the power transmission chain is actively adjusted, the torque change rate of the first motor and the torque change rate of the second motor are limited, and the dynamic state of the power transmission chain is judged based on the angular velocity change of a driving shaft or wheels; when the change of the torque and the angular velocity enters a stable interval, releasing a clutch combination control signal to finish closing and recover the power output of the second motor; the dual-mode switching transient torque impact under the low-speed load sudden change working condition is eliminated, the linear speed of the vehicle is kept constant, the stress of a power transmission chain is optimized, and the sweeping operation precision and the power distribution stability are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of power system control technology for new energy sanitation vehicles, and more specifically to a dual-mode power control system for new energy sanitation vehicles. Background Technology

[0002] As the main equipment for urban sanitation, new energy sanitation vehicles need to meet the complex requirements of both low-speed chassis operation and high-power operation of the superstructure's fans in their power systems. Dual-mode power control is a key technology for balancing vehicle power and range. Current mainstream technologies mostly adopt a multi-motor cooperative drive architecture and introduce clutches or transmission mechanisms to switch between different power modes. This design aims to solve the problem that a single drive mode cannot simultaneously achieve energy saving under light loads and hill climbing under heavy loads. For example, patent CN117984761A discloses a dual-mode electric drive system and vehicle. This solution sets a clutch device between the motor and the output end, allowing the first or second motor to selectively engage or disengage from the power system. When the vehicle is in a low-power condition such as sweeping on flat roads, the control system disengages the clutch to stop the auxiliary motor, leaving only the main motor driving. This avoids efficiency losses caused by simultaneous operation of both motors under low loads and significantly improves the energy utilization rate of the vehicle under steady-state cruising conditions.

[0003] However, existing control methods still exhibit stability issues during dynamic mode switching when applied to actual sanitation operations. Specifically, when a sanitation vehicle is operating at low speed in single-motor mode, if it encounters a sudden increase in road gradient or a momentary increase in operating resistance, the system needs to urgently engage the clutch to intervene with the second motor for power compensation. However, existing control strategies, when handling this dynamic coupling process, often only focus on speed synchronization while neglecting inertia matching and power flow continuity during torque build-up. At the moment of intervention of the second motor, the lack of pre-load torque control and dynamic smoothing algorithms for sudden load changes can lead to torque shocks or momentary power interruptions in the powertrain. Under extremely low-speed crawling conditions, these millisecond-level torque fluctuations are amplified by the chassis system, potentially causing significant longitudinal jerking and speed abrupt changes. This control method disrupts the linear velocity constancy of the sweeping operation, potentially leading to missed areas or collisions with curbs due to speed instability. It can also cause irreversible mechanical fatigue damage to the powertrain components, failing to meet the engineering requirements of high-precision sanitation operations. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention discloses a dual-mode power control system for new energy sanitation vehicles. The system aims to suppress transient torque fluctuations during power mode switching by uniformly controlling the torque change process of the dual motors and the clutch engagement sequence under low-speed operating conditions, thereby improving the power continuity and operational stability during sanitation operations.

[0005] To achieve the above-mentioned technical effects, the present invention adopts the following technical solution: A dual-mode power control system for a new energy sanitation vehicle is applied to a vehicle including a power battery, a first motor, a second motor, a clutch, and a power transmission chain. The first motor maintains a continuous mechanical connection with the power transmission chain, while the second motor selectively engages the power transmission chain via the clutch. The system includes a control unit connected to the control ports of the first motor, the second motor, and the clutch. The control process of the control unit includes: S1. When the operation enable signal of the vehicle operation system is in an effective state and the vehicle speed signal is lower than the preset speed threshold, control the clutch to remain in the disengaged state. S2. During the period when the clutch remains disengaged, the torque control command signal of the first motor is periodically acquired, and the change in the torque control command of the first motor in adjacent control cycles is calculated. S3. When the change in the torque control command of the first motor exceeds the first preset change threshold, while maintaining the clutch in the disengaged state, a torque control command is issued to the second motor, and the change direction of the torque control command of the second motor is controlled to be opposite to the change direction of the torque control command of the first motor, and the change in the torque control command of the second motor is limited to within the second preset change threshold. S4. While applying directional control to the torque control command of the second motor, the change in the torque control command of the first motor is limited to the first preset change threshold. S5. During the above control process, the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain is periodically collected, and the change in angular velocity within adjacent control cycles is calculated. S6. When the change in the torque control command of the first motor remains within the first preset change threshold and the change in angular velocity remains within the preset stable judgment range, the prohibition state of the clutch engagement control signal is released, and the clutch is controlled to enter the engagement state from the disengaged state. S7. During the process of the clutch moving from the disengaged state to the engaged state, the direction of change of the torque control command of the second motor is kept opposite to the direction of change of the torque control command of the first motor, and the restriction on the direction of change of the torque control command of the second motor is released after the clutch is engaged.

[0006] Preferably, when the operation enable signal of the vehicle operation system is in an effective state and the vehicle driving speed signal is lower than a preset speed threshold, the control unit outputs a clutch disengagement control signal and applies a state holding restriction to the clutch engagement control channel, so that the clutch remains in a disengaged state until the disengagement condition is met. The state retention restriction includes: shielding the clutch engagement request signal caused by fluctuations in vehicle power demand during the period when the operation enable signal remains valid and the vehicle speed signal does not exceed the preset speed threshold; the release condition includes: allowing clutch engagement after the control unit detects that the torque regulation control of the first motor and the second motor has entered a predetermined controllable range.

[0007] Preferably, when the control unit detects that the change in the first motor torque control command exceeds the allowable range of the first motor torque change while the clutch is in the disengaged state, it generates a corresponding second motor torque compensation control quantity based on the portion of the change that exceeds the allowable range of the first motor torque change. The sign of the second motor torque compensation control quantity is opposite to the direction of change of the first motor torque control command, and its amplitude is determined based on the excess portion and the pre-stored torque mapping parameters, and is limited to the allowable range of the second motor torque change.

[0008] Preferably, when the control unit executes S3, it sets a reverse change intervention state for the torque control of the second motor. The reverse change intervention state is a temporary control state used to deal with the trend of the torque change of the first motor exceeding the limit. The control unit enters the reverse change intervention state only when it detects that the change in the torque control command of the first motor exceeds the first preset change threshold in at least two consecutive control cycles. In the reverse change intervention state, it issues a torque control command to the second motor and limits the change direction of the torque control command of the second motor to be opposite to the change direction of the torque control command of the first motor. When the change in the torque control command of the first motor is detected to be lower than the first preset change threshold in any subsequent control cycle, the reverse change intervention state is exited and the change direction limitation on the second motor is stopped. During the duration of the reverse change intervention state, the clutch remains disengaged.

[0009] Preferably, during the execution of S3 and when the second motor is in the reverse change intervention state, the control unit applies restricted change control to the torque control process of the first motor, the process including: While keeping the current torque control command reference value of the first motor unchanged, the allowable variation range of the torque control command of the first motor in subsequent control cycles is limited to a sub-interval that is less than the first preset variation threshold. Before the second motor exits the reverse change intervention state, the control unit maintains restricted change control, so that the change of the torque control command of the first motor and the reverse change torque of the second motor overlap in time.

[0010] Preferably, during the control phase when the clutch is disengaged and the second motor has received a reverse torque control command according to S3, the control unit applies a rate-of-change constraint control to the torque control command update process of the first motor, the process including: Within each control cycle, the torque control command value of the first motor in the previous control cycle and the target torque control command value in the current control cycle are obtained, and the command change between the two is calculated. The command change amount is compared with the first preset change threshold. When the command change amount is greater than the first preset change threshold, the torque control command update value of the first motor in the current control cycle is limited to the torque command value after the torque control command value of the previous control cycle is increased or decreased according to the first preset change threshold. Before the reverse torque control command of the second motor is revoked, the rate of change constraint control process continues to act on the torque control command update process of the first motor.

[0011] Preferably, during the control process in S3, the control unit generates an angular velocity change reference quantity and a first motor restricted change quantity and a second motor reverse change quantity for constraining and mapping the generation process of the first motor torque change and the second motor reverse change torque, based on the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain. The process includes: In each control cycle Internally, it collects angular velocity feedback signals from the drive shaft or wheels connected to the power transmission chain. ; Calculate the change in angular velocity within adjacent control cycles ,in This is the value collected in the previous period; based on Change in angular velocity in the previous period The change in current torque of the first motor Compared with the benchmark value And the upper limit of the reverse torque of the second motor. The limited variation of the first motor is calculated using a multi-parameter logic formula. The change in the opposite direction to that of the second motor The calculation expression is: in, This is the value of the first motor torque command update amplitude after dynamic closed-loop adjustment; This is the value after dynamic closed-loop adjustment, representing the reverse torque command of the second motor. The change in angular velocity of the drive shaft or wheel collected during the current control cycle; This represents the change in angular velocity during the previous control cycle. The change in the original torque control command of the first motor; This is the reference value for the torque control of the first motor; This is the maximum allowable value for the reverse torque of the second motor; These are weighting coefficients for the control unit, used to adjust the contribution of each parameter to the closed-loop control; A symbolic function used to determine The direction of increase or decrease relative to the baseline value.

[0012] Preferably, during the dual-motor coordinated control process (S3 to S5), the control unit acquires the torque control command of the first motor. Angular velocity feedback signal of the drive shaft or wheel in the power transmission chain The process of determining clutch engagement includes: Judgment within each control cycle Compared with the first preset change threshold Determine the size relationship. With respect to the preset stability judgment range Size relationship; The two conditions mentioned above are monitored for N consecutive control cycles, where N is at least two control cycles. The system determines whether to output a clutch engagement control signal only if both conditions are met for N consecutive cycles, and based on... and weighting coefficients The stability index is calculated using the following formula: in, These are weighting coefficients used for adjustment. and Contribution to clutch engagement determination; Will Compared with the preset stability judgment threshold When comparing, If the condition remains true for N consecutive control cycles, the control unit releases the prohibition state of the clutch engagement control signal and outputs the clutch engagement control signal to control the clutch to enter the engagement state from the disengaged state. The clutch engagement control signal is output according to... and The sampling is updated in real time and applied synchronously with the limited torque change of the first motor and the reverse torque action of the second motor in S3 to S5. The update is cyclical until the clutch engagement is completed, or the control unit cancels the clutch engagement control signal and re-enters the clutch disengagement control state when at least one of the following conditions occurs in any control cycle: the change in the torque control command of the first motor. Exceeding the dynamic adjustment threshold The change in angular velocity of the drive shaft or wheels connected to the power transmission chain. Exceeding the dynamic adjustment threshold The continuous control cycle count did not meet the hold condition of N cycles.

[0013] Preferably, during the clutch engagement control determination process, the control unit determines the clutch engagement within N consecutive control cycles. and The process of weighted statistics and dynamic threshold adaptive determination includes: Record in each control cycle and And calculate the average change over N consecutive periods, expressed as: in, Indicates the first The change in the first motor torque control command within each control cycle. Indicates the first Change in angular velocity of the power transmission chain within each control cycle For continuous The average value of the first motor torque change in each control cycle. It is the average value of the angular velocity change over N consecutive control cycles, where N is an integer representing at least two control cycles; Based on the average change and the first preset threshold and Calculate the dynamic adjustment threshold separately, using the following formula: in, The first preset change threshold represents the reference value that allows the first motor torque control command to change. The preset angular velocity stability judgment range represents the benchmark limit for the change of angular velocity in the power transmission chain; The first adjustment coefficient is used to control the effect of the average change in torque over a continuous period on the dynamic threshold. The impact; This is the second adjustment coefficient, used to control the effect of the average change in continuous periodic angular velocity on the dynamic threshold. The impact; and These are the dynamically adjusted torque threshold and angular velocity threshold, respectively. Determine whether the change in the torque control command of the first motor within the current control cycle satisfies And the change in angular velocity of the power transmission chain satisfies When the clutch engagement control signal is disabled, the clutch engagement control signal is released and the clutch engagement control signal is output; the determination is updated in each control cycle until the dynamic threshold condition is no longer met or the clutch engagement action is completed.

[0014] Preferably, during the clutch engagement operation, the control unit dynamically adjusts the torque command of the second motor to achieve transient complementarity with the torque command of the first motor. The process includes: Real-time monitoring of clutch engagement status ,in This indicates that the clutch is disengaged. This indicates that the clutch has engaged. When the clutch starts to engage from the disengaged state and At the same time, control the change in torque of the second motor. satisfy; in, This represents the update magnitude of the second motor torque for the current control cycle. This represents the change in the restricted torque of the first motor during the current control cycle. This is a proportionality coefficient used to adjust the transient complementary effect; The historical weighting coefficient is used to prevent secondary oscillations. This represents the average torque of the second motor in the previous cycle. when At that time, the restriction on the torque direction of the second motor is lifted; The above adjustment process is executed in real time during each control cycle, so that the torque change direction of the second motor and the restricted torque change direction of the first motor remain complementary during the clutch engagement phase, and normal closed-loop adjustment is restored after the clutch is fully engaged.

[0015] Based on the above technical solution, the positive and beneficial effects of the present invention are as follows: 1. During the clutch disengagement phase, this invention actively regulates transient disturbances in the power transmission chain by matching the torque control direction of the second motor in the opposite direction to the output torque change direction of the first motor. This measure effectively suppresses the power shock caused by sudden load changes in the first motor, ensuring the continuity of power flow at the moment of clutch engagement. Under low-speed creep or sudden load changes, longitudinal jerking of the vehicle is significantly reduced, the sweeping line speed remains constant, avoiding missed sweeps or uneven operation, while ensuring dynamic and stable operation of the power transmission chain. This design directly solves the problem of sudden power changes in existing dual-mode power systems under low-speed operation, representing an engineering breakthrough that cannot be achieved through simple control strategies or hardware adjustments in existing technologies.

[0016] 2. By strictly limiting the torque change rate of the first and second motors during the clutch disengagement phase, and using the change in angular velocity of the drive shaft or wheels as a reference, this invention controls the power flow to transition stably before mechanical engagement, avoiding the direct transmission of transient impacts to gears, clutches, and drive shafts. This measure significantly reduces the cumulative mechanical fatigue and wear of the power transmission chain, improves the lifespan of the clutch and motor gears, and ensures stable and reliable operation of the power system under long-term operation. Compared with existing technologies, this invention fundamentally reduces the risk of component damage by actively controlling the transient behavior of the power transmission chain, rather than relying on hardware reinforcement or passive buffering, demonstrating engineering innovation and practicality.

[0017] 3. This invention uses the clutch state as a control premise and explicitly defines the intervention role of the second motor as a power disturbance suppression stage, rather than a traditional power compensation stage, thus achieving controllability and executableness in the dual-motor switching process. Through real-time control of the first motor's torque change rate, the second motor's reverse torque, and the change in drive shaft angular velocity, not only is the stability of the operating line speed ensured, but the power distribution efficiency under low-speed operation is also optimized, reducing motor thermal load fluctuations and energy losses. Furthermore, this control strategy can be directly implemented on existing ECUs or power controllers without introducing additional complex hardware or algorithms, achieving a dual improvement in engineering operability and system reliability. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein: Figure 1 This is a schematic diagram of the control principle of the present invention; Figure 2 This is a schematic diagram of the control framework of the power control system of the present invention; Figure 3 This is a schematic diagram of the control principle structure of S3 in this invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0020] Unless otherwise defined, all techniques and scientific methods used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The descriptions herein are for the purpose of illustrating particular embodiments only and are not intended to limit the invention. The terms "and / or" as used herein include any and all combinations of one or more of the associated listed items.

[0021] In one specific embodiment, the new energy sanitation vehicle is a pure electric sweeper, and its power system includes a first drive motor, a second drive motor, a dry electronically controlled clutch, and a shared power transmission chain. The first drive motor maintains a continuous mechanical connection with the drive axle through a reduction mechanism, and the second drive motor selectively engages the power transmission chain through the clutch. The control unit is a vehicle controller with a control cycle of 10 ms.

[0022] In actual operating conditions, vehicle speeds typically range from 2 km / h to 8 km / h. The workload exhibits significant transient fluctuations due to factors such as brush contact status, road surface undulations, and debris entanglement. Field tests show that when the brush load suddenly increases, the torque control command of the first drive motor can vary by more than 60 N·m within a single control cycle. This variation is accompanied by fluctuations in the power battery bus voltage within ±8 V, and the motor current sampling signal exhibits jitter for 1 to 2 control cycles.

[0023] Please refer to this invention. Figure 2The schematic diagram of the powertrain control system shown illustrates that, based on the aforementioned operating conditions, in this embodiment, the control unit pre-stores the allowable range of first motor torque variation, the allowable range of second motor torque variation, and the dynamic stability determination range of the powertrain. Specifically, the allowable range of first motor torque variation limits the maximum change in the first motor torque control command within adjacent control cycles; the allowable range of second motor torque variation limits the magnitude of the change in the second motor torque control command; and the dynamic stability determination range of the powertrain limits the allowable range of changes in the drive shaft angular velocity. These parameters are set during the vehicle calibration phase based on multiple real-vehicle test results and stored in the non-volatile memory of the control unit.

[0024] When the operating system enable signal is valid and the vehicle speed signal is below a preset speed threshold, the control unit outputs a disengagement control signal to the clutch, mechanically disconnecting the second drive motor from the power transmission chain. In this state, the control unit periodically acquires the torque control command of the first drive motor and calculates the change in torque between adjacent control cycles. When the change in the torque control command of the first drive motor exceeds the allowable range for torque change, the control unit, while maintaining the clutch disengagement state, issues a torque control command to the second drive motor. Considering that the second drive motor operates under low load when not connected to the transmission chain, and that its torque build-up process is limited by the inverter current ramp-up rate, this embodiment limits the direction of change of the second drive motor torque control command to be opposite to that of the first drive motor torque control command, and restricts its change within the allowable range for torque change, to avoid excessive current surges in the second drive motor under no-load conditions.

[0025] During the above process, the control unit synchronously applies a limiting effect to the torque control command of the first drive motor, ensuring that its variation does not exceed the allowable range of torque variation of the first motor. This limiting effect may cause the instantaneous output torque of the first drive motor to be lower than the actual load requirement under certain operating conditions. However, field tests show that, under a control cycle of 10 ms, this torque deviation will not cause the vehicle to stall.

[0026] Simultaneously, the control unit continuously collects the drive shaft angular velocity feedback signal and calculates the angular velocity change within adjacent control cycles. Due to factors such as dust and moisture in the field environment, the angular velocity sensor signal may occasionally lose packets or jump. In this embodiment, the angular velocity signal is filtered by a consistency check within two consecutive control cycles, and only valid signals are used to determine the dynamic state of the power transmission chain.

[0027] When the change in the torque control command of the first drive motor remains within the allowable range of the first motor torque change, and the change in the angular velocity of the drive shaft remains above the preset time window within the dynamic stability judgment range of the power transmission chain, the control unit releases the prohibition state of the clutch engagement control signal and outputs the clutch engagement control signal, so that the second drive motor gradually engages the power transmission chain.

[0028] During the clutch engagement process, the control unit maintains the restriction that the direction of the torque control command change of the second drive motor is opposite to that of the first drive motor, in order to counteract transient torque disturbances caused by changes in mechanical clearance during clutch engagement. After confirming that the clutch engagement feedback signal is stable and effective, the control unit releases the restriction on the direction of the torque control command change of the second drive motor, allowing both the first and second drive motors to participate in vehicle driving.

[0029] After the clutch engages, the second drive motor establishes a mechanical connection with the powertrain. At this point, the control unit does not immediately enter the conventional dual-motor drive control state, but instead sets a transition control interval. Within this interval, the torque control commands of both the first and second drive motors are limited to their respective allowable torque variation ranges, and their torque command updates still use a synchronous control cycle. The duration of this transition control interval is set to 200 ms to 400 ms in this embodiment, determined by calibration based on the vehicle's drive axle reduction ratio and clutch response time.

[0030] During on-site debugging, it was found that due to the difference in the friction coefficient of the clutch under different temperature conditions, the engagement completion signal could be either too early or too late. Especially under high-temperature operating conditions in summer, the clutch housing temperature can reach over 80°C, shortening the engagement stroke and causing the status feedback signal to appear earlier. To avoid misjudgment, in this embodiment, after receiving the clutch engagement status feedback signal, the control unit does not immediately release the transition control interval, but instead introduces a fixed-time delay for verification, with a delay time of 50 ms. Within this delay, if an abnormal jump in the change in the drive shaft angular velocity is detected, the system will delay entering the normal dual-motor drive control state.

[0031] During the dual-motor drive phase, the control unit distributes torque commands to the first and second drive motors based on the vehicle's current speed signal and estimated workload. This torque distribution is not based on an ideal ratio, but rather on the load response characteristic curve obtained from real-vehicle testing. Specifically, under low-speed sweeping conditions, the target torque of the second drive motor is typically limited to within 40% of its rated torque to avoid amplifying chassis vibration due to simultaneous high torque output from both motors.

[0032] During actual operation, both the drive shaft angular velocity sensor and the wheel speed sensor exhibit signal jitter due to road dust, water stains, and gravel. Test data shows that when continuously cleaning manhole cover areas, the wheel speed signal jitter can reach ±0.3 km / h within a single control cycle. To prevent this jitter from affecting torque distribution judgment, this embodiment introduces a first-order low-pass filter for the speed-related signal, with a filter time constant set to 30 ms. This filter does not completely eliminate jitter, but it limits abnormal peak values ​​to an acceptable range for the torque control system.

[0033] Regarding power battery voltage fluctuations, actual measurements show that when the fan, brushes, and drive system are all operating under high load simultaneously, the power battery bus voltage may drop by more than 10V in a short period of time. This voltage change directly affects the inverter's output capability, leading to a deviation between the actual output torque and the commanded torque of the motor. In this embodiment, the control unit monitors the inverter's DC bus voltage signal to impose additional restrictions on the rate of change of the torque command of the second drive motor. When the bus voltage is detected to be below a preset lower limit, the further increase of the torque command of the second drive motor is temporarily suspended, and the basic driving capability of the first drive motor is maintained first to avoid a sudden drop in the vehicle's driving force.

[0034] During long-term operational testing, it was also found that when the vehicle was sweeping on a slope and frequently switching between single-motor and dual-motor modes, the communication load between the control unit and the motor controller increased significantly, and CAN message delays or losses occurred under certain conditions. To address this, this embodiment introduces a redundancy verification mechanism for critical control signals. Specifically, if the first drive motor torque control command or the second drive motor torque control command has not been updated for two consecutive control cycles, the control unit retains the previous valid control command and prohibits changes in the clutch state until communication returns to normal.

[0035] After the vehicle completes a slope or high-resistance operation, when the control unit detects that the change in the torque control command of the first drive motor remains continuously within the allowable range of the first motor torque change, and the torque control command of the second drive motor remains below the preset unloading threshold for an extended period, the control unit enters the dual-motor disengagement determination process. In this process, the control unit prioritizes gradually reducing the torque control command of the second drive motor, and after confirming that there are no abnormal fluctuations in the change in the drive shaft angular velocity, it re-outputs the clutch disengagement control signal, causing the second drive motor to disengage from the powertrain.

[0036] During the aforementioned disengagement process, if an abnormally large increase in the change in the drive shaft angular velocity is detected, the control unit immediately stops the clutch disengagement operation and restores the auxiliary torque output of the second drive motor to prevent sudden speed changes in low-speed operation. This protection logic has effectively prevented significant jerking of the vehicle during sweeping operations in multiple field tests.

[0037] To facilitate a deeper understanding of the technology in this invention, a detailed description of a dual-mode power control system for a new energy sanitation vehicle disclosed in the embodiments of this application is provided below. Please refer to [link / reference]. Figure 1 As shown, this system is applied to a vehicle including a power battery, a first motor, a second motor, a clutch, and a powertrain. The system is controlled by a control unit, which is connected to the control ports of the first motor, the second motor, and the clutch, respectively. The control process includes: S1. When the operation enable signal of the vehicle operation system is in an effective state and the vehicle speed signal is lower than the preset speed threshold, control the clutch to remain in the disengaged state. It should be noted that the "operation enable signal" is different from the vehicle start signal. It is a control flag sent by the sanitation vehicle operation system to indicate that the vehicle is in a cleaning or operation state. It can be triggered by the driver's operating interface or issued by the operation task controller. The signal is considered valid when it is at a logic high level.

[0038] The vehicle speed signal comes from the drive shaft encoder or wheel speed sensor. When the speed is determined to be below the "preset speed threshold", it means that the vehicle is in a low-speed working condition. This threshold can be set during the vehicle calibration stage in combination with the sweeping speed requirements and the power system response capability.

[0039] When the operation enable signal is valid and the vehicle speed is below a threshold, the control unit outputs a disengagement control signal to the clutch and applies a state-holding restriction to the clutch engagement control channel. This restriction is used to shield clutch engagement requests caused by transient fluctuations in vehicle power demand or control command errors, keeping the clutch in a disengaged state until the disengagement condition is met. It should be noted that the state-holding restriction can be implemented through the internal logic of the control unit, or a compromise can be made by combining it with the clutch hardware signal latching mechanism.

[0040] The release conditions include: when the control unit detects that the torque regulation control of the first motor and the second motor has entered a predetermined controllable range, the clutch is allowed to engage; the predetermined controllable range can be calibrated according to vehicle load characteristics, wheel speed fluctuations, and motor response delays to ensure that the clutch engagement process occurs within the allowable range of torque continuity. As one possible implementation, the control unit can perform continuous periodic filtering and outlier verification on the motor torque command and wheel angular velocity signals to address engineering interference such as signal jitter, voltage fluctuations, or short-term communication frame drops, while ensuring that the clutch does not engage prematurely due to erroneous actions during low-speed operation.

[0041] S2. During the period when the clutch remains disengaged, the torque control command signal of the first motor is periodically acquired, and the change in the torque control command of the first motor in adjacent control cycles is calculated. It should be noted that the torque control command signal of the first motor is different from the actual output torque signal of the motor or the motor current feedback signal. It can directly reflect the power output that the control unit expects to apply to the first motor and is used to judge the response trend of power adjustment.

[0042] In one possible embodiment of the invention, while the clutch remains disengaged, the control unit periodically acquires the torque control command signal of the first motor according to a fixed control cycle or a preset sampling cycle. This acquisition can be obtained by directly reading the motor driver interface or through bus communication. After the acquired signal undergoes necessary signal filtering to reduce noise, the change in torque command within adjacent control cycles is calculated. This change can be expressed as the difference between the torque command of the current cycle and the torque command of the previous cycle, and can be taken as the absolute value or retain the positive or negative direction, serving as the basis for subsequent power compensation and adjustment of the second motor.

[0043] It should be noted that the calculation method for the change can be selected according to different implementation methods, including but not limited to simple differential, moving average differential, or differential after low-pass filtering. The calculation time interval and filtering parameters of the change can be adjusted according to the vehicle's operating speed, load characteristics, or the processing capability of the control unit without affecting the control principle of the present invention. By periodically collecting and calculating the change, the control unit can obtain the dynamic trend of the power output of the first motor in real time, providing a reference for adjusting the reverse torque of the second motor when the clutch is not engaged, so that the power transmission chain can maintain smooth operation at low speeds.

[0044] S3. When the change in the torque control command of the first motor exceeds the first preset change threshold, while maintaining the clutch in the disengaged state, a torque control command is issued to the second motor, and the change direction of the torque control command of the second motor is controlled to be opposite to the change direction of the torque control command of the first motor, and the change in the torque control command of the second motor is limited to within the second preset change threshold. In this application, the "second motor torque compensation control quantity" is a torque command signal issued by the control unit, used to compensate for the portion of the first motor torque change that exceeds the allowable range, and can dynamically balance the transient load of the power transmission chain. In one possible embodiment of the invention, while the clutch remains disengaged, the control unit periodically acquires the first motor torque control command signal and calculates the change in adjacent control cycles. When the change exceeds a first preset change threshold or the allowable range of the first motor torque change, the excess portion is mapped to pre-stored torque mapping parameters to generate a corresponding second motor torque compensation control quantity. The mapping parameters can be linear proportional coefficients, lookup table parameters, or nonlinear function values, and can be selected and adjusted according to vehicle operating speed, load conditions, and safety strategies.

[0045] Furthermore, in this application, "opposite direction of change" means that the direction of increase or decrease of the second motor torque compensation control quantity is opposite to the direction of change of the first motor torque control command, rather than the absolute torque direction. This is used to suppress transient shocks in the powertrain when the clutch is disengaged. The amplitude of the second motor torque compensation control quantity is limited to within the allowable range of the second motor torque change to ensure stable vehicle power output, and a fixed threshold or a dynamically adjusted threshold can be selected depending on the implementation method. With this configuration, the control unit can promptly issue compensation commands when the first motor experiences a sudden torque change, thereby smoothing the load changes in the powertrain, maintaining the stability of the vehicle at low speeds, and avoiding excessive mechanical shock to the second motor and powertrain components.

[0046] For details, please refer to Figure 3 As shown, the control unit periodically acquires the torque control command signal of the first motor and calculates the change in torque within adjacent control cycles. Only when the change in torque of the first motor exceeds a first preset threshold in two or more consecutive control cycles does the control unit determine that the conditions for entering the reverse change intervention state are met. In this state, the control unit issues a torque control command to the second motor and limits the direction of change of the second motor torque command to be opposite to the direction of change of the first motor torque command, in order to suppress the transient load generated by the powertrain. It should be noted that "opposite direction of change" only refers to the increasing or decreasing trend of the control command, not the absolute direction of the actual torque, which can avoid sudden power shocks during low-speed operation.

[0047] During the reverse change intervention state, the clutch remains disengaged, preventing the compensation effect of the second motor from being directly transmitted to the first motor and ensuring that the output of the first motor is not subject to mechanical interference. The control unit detects the torque change of the first motor in each control cycle. When the change in any subsequent cycle is lower than the threshold, the reverse change intervention state is exited, and the restriction on the direction of torque change of the second motor is lifted.

[0048] As one possible implementation, continuous cycle determination can be achieved through a counter or a status register; the torque compensation amplitude of the second motor can be adjusted through linear proportional mapping, table lookup, or nonlinear functions; the control cycle length can be adjusted according to the vehicle's operating speed, load characteristics, or the controller's processing capacity. With the above configuration, the reverse change intervention state can intervene and exit promptly when the first motor tends to exceed its limits, achieving smoothness of the power transmission chain under low-speed operation and reducing mechanical impact on the clutch and transmission components.

[0049] While maintaining the current torque control command baseline value of the first motor unchanged, the control unit limits the allowable variation range of the first motor torque command in subsequent control cycles. This range is a sub-interval smaller than a first preset variation threshold, used to suppress drastic fluctuations of the first motor during periods of trend-driven over-limit. It should be noted that this sub-interval can be adjusted according to vehicle operating speed, load changes, or controller processing capacity. As a possible implementation method, it can be obtained through linear reduction, proportional mapping, or table lookup.

[0050] Before the second motor exits the reverse torque engagement state, the control unit continuously maintains restricted change control over the first motor, ensuring that the change in the torque command of the first motor overlaps with the reverse torque applied by the second motor in time, thus forming a dynamic compensation closed loop. This configuration allows the powertrain to maintain smooth output under low-speed operation and sudden load changes, reducing transient shocks, preventing longitudinal jerking of the vehicle, and simultaneously reducing mechanical fatigue of the clutch and transmission components.

[0051] It should be noted that the "sub-interval of allowable change range" in this application is different from the first preset change threshold. It is used to dynamically limit the amplitude of the first motor during the intervention of the second motor. "Maintaining overlap in time" means that the dynamic change cycle of the output of the two motors is basically synchronized, rather than strictly constant, to ensure that the trend compensation is effective.

[0052] S4. While applying directional control to the torque control command of the second motor, the change in the torque control command of the first motor is limited to the first preset change threshold. It should be noted that the "change rate constraint control" is applied to the torque control command of the first motor during the period when the second motor is in the reverse change intervention state. It is used to limit the change amplitude of the first motor command in each control cycle, smooth the power transmission chain output, and prevent transient impact and longitudinal jerking.

[0053] In this embodiment, the control unit acquires the torque control command value of the first motor from the previous cycle and the target torque control command value calculated for the current control cycle in each control cycle, and calculates the change between the two. This change represents the increasing or decreasing trend of the command in the current cycle relative to the previous cycle, and needs to be compared with a first preset change threshold. When the calculated change is greater than the first preset change threshold, the control unit limits the updated value of the first motor torque control command for the current cycle to the value of the command value from the previous cycle increased or decreased by the threshold, thereby ensuring that the change in each cycle does not exceed a preset range. Note that in this application, "change" refers only to the increasing or decreasing trend of the control command and is not equivalent to the actual output torque of the first motor or changes in the mechanical load.

[0054] The rate of change constraint continues to apply until the reverse change command of the second motor is withdrawn. During this period, the periodic change amplitude of the torque control command of the first motor is limited to a threshold sub-interval, while maintaining the overall desired output trend, to ensure temporal overlap with the reverse torque applied by the second motor, thus achieving trend compensation. It should be noted that temporal overlap means that the change cycles of the commands of the first and second motors are approximately synchronized, smoothing out transient loads in the powertrain, rather than absolute synchronization. Each cycle can be appropriately adjusted according to the sampling rate of the control unit and the operating speed.

[0055] In implementation, the first preset change threshold can be fixed or dynamically adjusted according to vehicle operating speed, road load, or control unit processing capacity; the change amount limit can be obtained through simple truncation, linear proportional increase / decrease, or lookup table mapping; the control cycle length can be configured through software or set through hardware registers to adapt to different operating conditions. In the control unit implementation, the change rate constraint can be achieved through a status register or software cyclic control logic, with the updated instruction immediately sent to the drive unit after each cycle, requiring no external intervention.

[0056] This invention can stabilize the changing trend of the torque command of the first motor during the application of reverse torque by the second motor, so that the dynamic output of the two motors is coordinated in amplitude and time, reducing the transient impact of the powertrain under low-speed operation and sudden load changes, improving vehicle ride smoothness, and reducing mechanical fatigue of the clutch and transmission components. It should be noted that the "rate of change constraint control" in this application is different from the restricted change control described in S3: the former emphasizes the increase and decrease restrictions and continuity in each cycle, while the latter emphasizes the overall controllable range of the command amplitude during the reverse change intervention. The combination of the two forms a complete dynamic coordination control strategy.

[0057] S5. During the above control process, the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain is periodically acquired, and the change in angular velocity within adjacent control cycles is calculated. Specifically, when the control unit executes the S5 closed-loop control sub-process, it periodically acquires the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain. The acquired signal is used to calculate the change in angular velocity within the control cycle. It should be noted that the control cycle described in this application involves periodic acquisition. Adjustments can be made based on the vehicle's low-speed creeping state and the inertia characteristics of the powertrain. As one possible implementation method, [the following approach] can be adopted. Within the range of 5 to 50 milliseconds, a balance is struck between sampling accuracy and control response speed. In practical engineering implementation, the acquired angular velocity signal can be processed using low-pass filtering or exponential smoothing methods to obtain a stable angular velocity value. To suppress the impact of sensor noise or transient interference on closed-loop regulation.

[0058] In the closed-loop control subprocess, the change in angular velocity is defined as... ,in, This is the filtered angular velocity value from the previous control cycle. It should be noted that this change not only directly reflects the transient load changes in the current powertrain, but also incorporates the change from the previous cycle. This can generate trend predictions for dynamically smoothing motor torque adjustment. As one possible implementation, a weighted differential algorithm can be used to obtain the predicted adjustment amount. .

[0059] In the dynamic closed-loop control logic, the first motor is constrained by the changing torque. Torque changes in the opposite direction to that of the second motor Calculate using the following formula: in, The update range of the torque command for the first motor is limited by the closed-loop control strategy; This is a reverse torque command for the second motor, with limited amplitude. ; This represents the change in angular velocity during the current period after filtering and smoothing. This represents the change in angular velocity in the previous cycle; This represents the change in the original torque command of the first motor. This is the reference value for the torque control of the first motor; This is the maximum allowable value for the reverse torque of the second motor; These are the weighting coefficients for closed-loop regulation, used to balance the contributions of angular velocity variation, trend prediction, and reference deviation to torque updates; This is a sign function used to determine the relative relationship between the direction of change of the first motor and the reference value.

[0060] It should be noted that the dynamic adjustment signal described in this application differs from a general torque command. It is primarily used to maintain the longitudinal stability of the power transmission chain under low-speed creep and sudden load changes, avoiding power interruption or instantaneous shocks, while simultaneously achieving coordinated synchronous control between the first and second motors. As one possible implementation, the control unit can first acquire the angular velocity and calculate it in each control cycle. Then calculate in sequence and At the same time, update instructions are issued to achieve temporal overlap and amplitude continuity.

[0061] It should be noted that the low-speed creeping condition described in this application refers to the operating state where the linear speed of the drive wheels of the vehicle is approximately 0.5 m / s to 5 m / s during sanitation operations; the sudden load change condition refers to the state where the operating resistance or road slope of the vehicle increases instantaneously during sweeping operations, causing the load change in the power transmission chain to exceed the tolerable range of the first or second motor. The above limitations ensure that those skilled in the art can understand the closed-loop control conditions and triggering logic.

[0062] Furthermore, the closed-loop adjustment process described in this application can adjust the filtering method and weighting coefficients according to the vehicle controller performance, sensor accuracy, and powertrain inertial characteristics. and sampling period To adapt to different sanitation operation scenarios. As one possible implementation, real-time calculation and command updates can be achieved through the controller's software logic loop, ensuring that the dual motors maintain continuous power flow and stable longitudinal speed even under sudden load changes. In this application, the dynamic adjustment signal is different from the general torque control command and is specifically used for closed-loop adjustment; the limited change amplitude of the first motor is different from the original torque command and is a value constrained by the closed-loop formula; the reverse change torque of the second motor is different from the forward output torque and is a reverse correction amount used to offset the change trend of the first motor command. The above description enables those skilled in the art to understand the closed-loop control logic and implement the multi-parameter adjustment function in step 5 of this application.

[0063] S6. When the change in the torque control command of the first motor remains within the first preset change threshold and the change in angular velocity remains within the preset stable judgment range, the prohibition state of the clutch engagement control signal is released, and the clutch is controlled to enter the engagement state from the disengaged state. During the execution of the dual-motor cooperative closed-loop control formed in steps 3 to 5, the control unit acquires the torque control command of the first motor in real time. and the angular velocity feedback signal of the drive shaft or wheel of the power transmission chain. The clutch engagement action is determined. As one possible implementation method, This represents the change in the first motor torque command issued by the control unit. It can be measured through the PWM duty cycle or current control parameters of the motor controller, and its value is limited to the positive and negative range of the motor's rated torque. The change in the angular velocity of the drive shaft or wheels... Defined as the difference in angular velocity between adjacent control cycles, its unit is radians per second, and it can be obtained through an encoder or angular velocity sensor. Its domain is the actual angular velocity range of the vehicle during operation. The control unit will... Compared with the first preset change threshold The comparison is used to determine whether the torque variation of the first motor is within the allowable range, and at the same time... With respect to the preset stability judgment range The comparison is used to determine whether the change in angular velocity of the power transmission chain within a continuous control cycle meets the combination judgment condition.

[0064] To achieve multi-parameter closed-loop determination, the control unit can use a stability index. The calculation is performed using the following formula: in, and These are weighting coefficients used to adjust the contributions of torque and angular velocity changes in clutch engagement determination; their value range is [range missing]. This item is used to normalize the actual torque change of the first motor with the threshold, so as to achieve a unified judgment scale under different loads. This term is used to normalize the change in angular velocity, thereby quantifying the transient amplitude of the powertrain. Stability Index The domain is defined as 0 to 2, and it is determined by comparing it with a preset stability threshold. The comparison can determine whether the clutch output engagement control signal is allowed.

[0065] In practical engineering implementation, condition determination is performed over N consecutive control cycles, where N can be set to at least two control cycles. As one possible implementation, this continuous determination can be achieved within the control unit using a counter: during each control cycle... During operation, the counter increments; if the above conditions are met for N consecutive cycles, the system is deemed to allow the clutch engagement restriction to be lifted; otherwise, the counter is reset and begins counting again. Control Cycle It can be set according to the low-speed operation conditions of the vehicle and the characteristics of the motor control, generally from 10 milliseconds to 50 milliseconds, to adapt to crawling and sudden load changes.

[0066] When the stability index is within N consecutive control cycles When the clutch engagement is prohibited, the control unit releases the clutch engagement restriction and outputs a clutch engagement control signal, causing the clutch to move from the disengaged state to the engaged state. The clutch engagement control signal can be output as a digital signal or a PWM signal, and its output is based on... and The sampling is updated in real time to ensure that it is applied synchronously with the limited torque change of the first motor and the reverse torque action of the second motor in steps 3 to 5. The cyclic update is performed in each control cycle until the clutch is engaged or any control condition is not met.

[0067] As one possible implementation method, weighting coefficients Threshold , Furthermore, the number of consecutive cycles N can be adjusted according to different vehicle models, motor characteristics, and operating environments to adapt to different operating speeds, load changes, and powertrain response characteristics, while keeping the control logic within the range that is understandable and implementable by those skilled in the art. Through the above implementation method, the control unit can perform multi-parameter closed-loop determination of clutch engagement action, and combine continuous cycle determination, stability index calculation, and synchronous output to realize the engineered operation and real-time update of clutch engagement.

[0068] In practice, over N consecutive control cycles, the control unit calculates the average value of the change in the torque control command of the first motor and the average value of the change in angular velocity, specifically as follows: in, This is used to reflect the overall fluctuation level of the first motor torque regulation behavior within the continuous control cycle window. It is used to reflect the speed fluctuation characteristics of the power transmission chain within this time window.

[0069] Based on the above statistical results, the control unit sets a first preset change threshold. and the range of angular velocity stability determination Dynamic adjustments will be made. These are parameters calibrated based on the rated torque of the first motor, the stiffness of the transmission chain, and the allowable torque disturbance range for low-speed operation. This is the threshold for angular velocity change calculated based on the allowable fluctuation range of sanitation operation line velocity. The calculation method for the dynamic threshold is as follows: in, and This is a dimensionless adjustment coefficient used to adjust the weighting of the statistical change over a continuous period on the dynamic threshold. As one possible implementation method, and The value range is limited to 0 to 1; when When the value is large, the system's constraint on the cumulative effect of the first motor torque variation is strengthened; when When the value is large, the system's constraint on powertrain speed fluctuations is enhanced. These parameters can be determined through vehicle calibration tests, or different parameter sets can be used depending on the operating mode.

[0070] Within each control cycle, the control unit bases its data on real-time acquisition. And combined with the calculated and The clutch engagement condition is determined. When the following conditions are met: When the above determination condition is met for at least NNN consecutive control cycles, the control unit releases the prohibition state of the clutch engagement control signal and outputs the engagement control signal to the clutch actuator.

[0071] During the clutch engagement control signal output period, the control unit continues to execute the control... and The process of data collection, statistics and judgment; if the above judgment conditions are no longer met in any control cycle during the combination process, the control unit interrupts the current combination process and re-enters the dual-motor coordinated adjustment stage.

[0072] S7. During the process of the clutch moving from the disengaged state to the engaged state, the direction of change of the torque control command of the second motor is kept opposite to the direction of change of the torque control command of the first motor, and the restriction on the direction of change of the torque control command of the second motor is released after the clutch is engaged.

[0073] During the clutch engagement process, the control unit dynamically adjusts the torque command of the second motor to achieve transient complementarity with the torque command of the first motor. The process includes: Real-time monitoring of clutch engagement status ,in This indicates that the clutch is disengaged. This indicates that the clutch has engaged. When the clutch starts to engage from the disengaged state and At the same time, control the change in torque of the second motor. satisfy; in, This represents the update magnitude of the second motor torque for the current control cycle. This represents the change in the restricted torque of the first motor during the current control cycle. This is a proportionality coefficient used to adjust the transient complementary effect; The historical weighting coefficient is used to prevent secondary oscillations. This represents the average torque of the second motor in the previous cycle. when At that time, the restriction on the torque direction of the second motor is lifted; The above adjustment process is executed in real time during each control cycle, so that the torque change direction of the second motor and the restricted torque change direction of the first motor remain complementary during the clutch engagement phase, and normal closed-loop adjustment is restored after the clutch is fully engaged.

[0074] The transition from a disengaged to an engaged state in the clutch refers to the continuous time interval during which the friction pair gradually establishes torque transmission capability after the clutch actuator receives an engagement control signal, moving from complete disengagement. This interval can be identified through clutch position sensor signals, changes in hydraulic actuation pressure, changes in the clutch input-output speed difference, or combinations thereof. As one possible implementation, when the speed difference between the clutch input shaft and output shaft begins to decrease continuously without reaching the preset lock-up determination condition, this period can be considered the clutch engagement process.

[0075] During this process, the equivalent inertia, torsional stiffness, and torque transmission path of the powertrain are all dynamically changing. It should be noted that the restriction in this application that the direction of change of the second motor torque control command is opposite to that of the first motor torque control command refers to a constraint on the increase or decrease trend of the torque command at the control level, rather than a simple mirror control of the instantaneous value of the actual output torque of the motor. This directional constraint is used to suppress the additional torque introduced by the gradual engagement of the clutch friction pair, ensuring that the synthesized input torque of the powertrain remains continuous in the time domain.

[0076] As one possible implementation, during the clutch engagement phase, the control unit calculates the direction and magnitude of the change in the torque control command of the first motor based on the amount of change in the torque control command of the first motor in adjacent control cycles, and applies directional constraints to the torque control command of the second motor accordingly, so that the torque adjustment trend of the second motor is opposite to that of the first motor. This avoids the simultaneous increase or decrease of transient excitation on the transmission chain by the two motors in the same direction when the clutch gradually establishes torque transmission capability.

[0077] It should be noted that the "removal of the restriction on the direction of change of the torque control command of the second motor after engagement" described in this application does not rely solely on a single judgment condition. As one possible implementation, it can be determined that the clutch has entered a stable engagement state based on the clutch status signal; as another possible implementation, it can also be determined that the clutch has completed engagement by monitoring that the clutch input-output speed difference is lower than a preset threshold for several control cycles. Once either of the above conditions is met, the control unit removes the restriction on the direction of change of the second motor torque, allowing the second motor to return to the normal closed-loop torque control mode.

[0078] It should be further clarified that the directional constraints in S7 are only effective during the clutch engagement phase, and their scope of action is limited to the torque change process within this phase, without restricting the steady-state power distribution strategy after the clutch is fully engaged. This avoids misinterpreting the phased control constraints as long-term operating strategies.

[0079] Furthermore, it should be noted that "direction of torque control command change" and "amount of torque control command change" are different technical concepts in this application. The former describes the increasing or decreasing trend of the command within adjacent control cycles, while the latter describes the magnitude of this trend. They participate in different constraint judgments within the control logic. Those skilled in the art can perform calculations and processing separately according to the specific controller structure during implementation.

[0080] Finally, it should be noted that the mathematical formulas, derivations, symbol definitions, and parameter calculation methods used in this specification are all for the purpose of further clarifying and verifying the technical content of this invention, so that those skilled in the art can more intuitively and accurately understand the working mechanism and technical effects of this invention. These formulas are only used as quantitative expressions or illustrative examples of technical features and do not constitute limiting conditions of the claims of this invention. Those skilled in the art should understand that, without changing the core idea of ​​this invention, the parameter forms, calculation methods, numerical ranges, and even symbol representations involved in the formulas can be equivalently replaced or simplified in engineering according to the actual application environment. The specifics can be determined according to the actual situation, and no limitation is imposed. It should also be emphasized that the formulas in this specification are not theoretical derivations in the style of academic research papers, but rather an engineering description of the embodiments of this invention. Their purpose is to enhance the understandability and implementability of this invention, rather than to increase redundancy and complexity. Those skilled in the art can choose whether to use such quantitative tools when reading this specification, or can achieve the same technical effects through other equivalent methods.

[0081] Furthermore, while specific embodiments of the present invention have been described above, those skilled in the art should understand that these specific embodiments are merely illustrative. Those skilled in the art can omit, substitute, and modify the details of the above methods and systems in various ways without departing from the principles and essence of the present invention. For example, combining the above method steps to perform substantially the same function and achieve substantially the same result according to substantially the same method falls within the scope of the present invention. Therefore, the scope of the present invention is defined only by the appended claims.

Claims

1. A dual-mode power control system for a new energy sanitation vehicle; applied to a vehicle including a power battery, a first motor, a second motor, a clutch, and a power transmission chain, wherein the first motor maintains a continuous mechanical connection with the power transmission chain, and the second motor selectively engages the power transmission chain via a clutch, characterized in that: The system includes a control unit, which is connected to the control ports of the first motor, the second motor, and the clutch, respectively. The control process of the control unit includes: S1. When the operation enable signal of the vehicle operation system is in an effective state and the vehicle speed signal is lower than the preset speed threshold, control the clutch to remain in the disengaged state. S2. During the period when the clutch remains disengaged, the torque control command signal of the first motor is periodically acquired, and the change in the torque control command of the first motor in adjacent control cycles is calculated. S3. When the change in the torque control command of the first motor exceeds the first preset change threshold, while maintaining the clutch in the disengaged state, a torque control command is issued to the second motor, and the change direction of the torque control command of the second motor is controlled to be opposite to the change direction of the torque control command of the first motor, and the change in the torque control command of the second motor is limited to within the second preset change threshold. S4. While applying directional control to the torque control command of the second motor, the change in the torque control command of the first motor is limited to the first preset change threshold. S5. During the above control process, the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain is periodically collected, and the change in angular velocity within adjacent control cycles is calculated. S6. When the change in the torque control command of the first motor remains within the first preset change threshold and the change in angular velocity remains within the preset stable judgment range, the prohibition state of the clutch engagement control signal is released, and the clutch is controlled to enter the engagement state from the disengaged state. S7. During the process of the clutch moving from the disengaged state to the engaged state, the direction of change of the torque control command of the second motor is kept opposite to the direction of change of the torque control command of the first motor, and the restriction on the direction of change of the torque control command of the second motor is released after the clutch is engaged.

2. The dual-mode power control system for a new energy sanitation vehicle according to claim 1, characterized in that: When the vehicle operation system's operation enable signal is valid and the vehicle's driving speed signal is lower than a preset speed threshold, the control unit outputs a clutch disengagement control signal and applies a state holding restriction to the clutch engagement control channel, so that the clutch remains in a disengaged state until the disengagement condition is met. The state retention restriction includes: shielding the clutch engagement request signal caused by fluctuations in vehicle power demand during the period when the operation enable signal remains valid and the vehicle speed signal does not exceed the preset speed threshold; the release condition includes: allowing clutch engagement after the control unit detects that the torque regulation control of the first motor and the second motor has entered a predetermined controllable range.

3. The dual-mode power control system for a new energy sanitation vehicle according to claim 2, characterized in that: When the control unit detects that the change in the first motor torque control command exceeds the allowable range of the first motor torque change while the clutch is in the disengaged state, it generates a corresponding second motor torque compensation control quantity based on the portion of the change that exceeds the allowable range of the first motor torque change. The sign of the second motor torque compensation control quantity is opposite to the direction of change of the first motor torque control command, and its amplitude is determined based on the excess portion and the pre-stored torque mapping parameters, and is limited to the allowable range of the second motor torque change.

4. The dual-mode power control system for a new energy sanitation vehicle according to claim 3, characterized in that: When the control unit executes S3, it sets a reverse change intervention state for the torque control of the second motor. The reverse change intervention state is a temporary control state used to deal with the trend of the torque change of the first motor exceeding the limit. The control unit enters the reverse change intervention state only when it detects that the change in the torque control command of the first motor exceeds the first preset change threshold in at least two consecutive control cycles. In the reverse change intervention state, it issues a torque control command to the second motor and limits the change direction of the torque control command of the second motor to be opposite to the change direction of the torque control command of the first motor. When the change in the torque control command of the first motor is detected to be lower than the first preset change threshold in any subsequent control cycle, the reverse change intervention state is exited and the change direction limitation on the second motor is stopped. During the duration of the reverse change intervention state, the clutch remains disengaged.

5. The dual-mode power control system for a new energy sanitation vehicle according to claim 4, characterized in that: During the execution of S3 and while the second motor is in a reverse change intervention state, the control unit applies restricted change control to the torque control process of the first motor, the process including: While keeping the current torque control command reference value of the first motor unchanged, the allowable variation range of the torque control command of the first motor in subsequent control cycles is limited to a sub-interval that is less than the first preset variation threshold. Before the second motor exits the reverse change intervention state, the control unit maintains restricted change control, so that the change of the torque control command of the first motor and the reverse change torque of the second motor overlap in time.

6. The dual-mode power control system for a new energy sanitation vehicle according to claim 1, characterized in that: During the control phase when the clutch is disengaged and the second motor has received a reverse torque control command according to S3, the control unit applies a rate-of-change constraint control to the torque control command update process of the first motor. The process includes: Within each control cycle, the torque control command value of the first motor in the previous control cycle and the target torque control command value in the current control cycle are obtained, and the command change between the two is calculated. The command change amount is compared with the first preset change threshold. When the command change amount is greater than the first preset change threshold, the torque control command update value of the first motor in the current control cycle is limited to the torque command value after the torque control command value of the previous control cycle is increased or decreased according to the first preset change threshold. Before the reverse torque control command of the second motor is revoked, the rate of change constraint control process continues to act on the torque control command update process of the first motor.

7. The dual-mode power control system for a new energy sanitation vehicle according to claim 1, characterized in that: During the control process in S3, the control unit generates an angular velocity change reference quantity and a constrained change quantity of the first motor and a reverse change quantity of the second motor, based on the angular velocity feedback signal of the drive shaft or wheel connected to the power transmission chain. This process includes: In each control cycle Internally, it collects angular velocity feedback signals from the drive shaft or wheels connected to the power transmission chain. ; Calculate the change in angular velocity within adjacent control cycles ,in This is the value collected in the previous period; based on Change in angular velocity in the previous period The change in current torque of the first motor Compared with the benchmark value And the upper limit of the reverse torque of the second motor. The limited variation of the first motor is calculated using a multi-parameter logic formula. The change in the opposite direction to that of the second motor The calculation expression is: in, This is the value of the first motor torque command update amplitude after dynamic closed-loop adjustment; This is the value after dynamic closed-loop adjustment, representing the reverse torque command of the second motor. The change in angular velocity of the drive shaft or wheel collected during the current control cycle; This represents the change in angular velocity during the previous control cycle. The change in the original torque control command of the first motor; This is the reference value for the torque control of the first motor; This is the maximum allowable value for the reverse torque of the second motor; These are weighting coefficients for the control unit, used to adjust the contribution of each parameter to the closed-loop control; A symbolic function used to determine The direction of increase or decrease relative to the baseline value.

8. The dual-mode power control system for a new energy sanitation vehicle according to claim 1, characterized in that: During the dual-motor coordinated control process from S3 to S5, the control unit acquires the torque control command of the first motor. Angular velocity feedback signal of the drive shaft or wheel in the power transmission chain The process of determining clutch engagement includes: Judgment within each control cycle Compared with the first preset change threshold Determine the size relationship. With respect to the preset stability judgment range Size relationship; The two conditions mentioned above are monitored for N consecutive control cycles, where N is at least two control cycles. The system determines whether to output a clutch engagement control signal only when both conditions are met for N consecutive cycles, and based on... and weighting coefficients The stability index is calculated using the following formula: in, These are weighting coefficients used for adjustment. and Contribution to clutch engagement determination; Will Compared with the preset stability judgment threshold When comparing, If the condition remains true for N consecutive control cycles, the control unit releases the prohibition state of the clutch engagement control signal and outputs the clutch engagement control signal to control the clutch to enter the engagement state from the disengaged state. The clutch engagement control signal is output according to... and The sampling is updated in real time and applied synchronously with the limited torque change of the first motor and the reverse torque action of the second motor in S3 to S5. The update is cyclical until the clutch engagement is completed, or the control unit cancels the clutch engagement control signal and re-enters the clutch disengagement control state when at least one of the following conditions occurs in any control cycle: the change in the torque control command of the first motor. Exceeding the dynamic adjustment threshold The change in angular velocity of the drive shaft or wheels connected to the power transmission chain. Exceeding the dynamic adjustment threshold The continuous control cycle count did not meet the hold condition of N cycles.

9. The dual-mode power control system for a new energy sanitation vehicle according to claim 8, characterized in that: During the clutch engagement control determination process, the control unit performs checks on the clutch engagement control within N consecutive control cycles. and The process of weighted statistics and dynamic threshold adaptive determination includes: Record in each control cycle and And calculate the average change over N consecutive periods, expressed as: in, Indicates the first The change in the first motor torque control command within each control cycle. Indicates the first Change in angular velocity of the power transmission chain within each control cycle For continuous The average value of the first motor torque change in each control cycle. It is the average value of the angular velocity change over N consecutive control cycles, where N is an integer representing at least two control cycles; Based on the average change and the first preset threshold and Calculate the dynamic adjustment threshold separately, using the following formula: in, The first preset change threshold represents the reference value that allows the first motor torque control command to change. The preset angular velocity stability judgment range represents the benchmark limit for the change of angular velocity in the power transmission chain; The first adjustment coefficient is used to control the effect of the average change in torque over a continuous period on the dynamic threshold. The impact; This is the second adjustment coefficient, used to control the effect of the average change in continuous periodic angular velocity on the dynamic threshold. The impact; and These are the dynamically adjusted torque threshold and angular velocity threshold, respectively. Determine whether the change in the torque control command of the first motor within the current control cycle satisfies And the change in angular velocity of the power transmission chain satisfies When the clutch engagement control signal is disabled, the clutch engagement control signal is released and the clutch engagement control signal is output; the determination is updated in each control cycle until the dynamic threshold condition is no longer met or the clutch engagement action is completed.

10. The dual-mode power control system for a new energy sanitation vehicle according to claim 1, characterized in that: During the clutch engagement process, the control unit dynamically adjusts the torque command of the second motor to achieve transient complementarity with the torque command of the first motor. The process includes: Real-time monitoring of clutch engagement status ,in This indicates that the clutch is disengaged. This indicates that the clutch has engaged. When the clutch starts to engage from the disengaged state and At the same time, control the change in torque of the second motor. satisfy; in, This represents the update magnitude of the second motor torque in the current control cycle. This represents the change in the restricted torque of the first motor during the current control cycle. This is a proportionality coefficient used to adjust the transient complementary effect; The historical weighting coefficient is used to prevent secondary oscillations. This represents the average torque of the second motor in the previous cycle. when At that time, the restriction on the torque direction of the second motor is lifted; The above adjustment process is executed in real time during each control cycle, so that the torque change direction of the second motor and the restricted torque change direction of the first motor remain complementary during the clutch engagement phase, and normal closed-loop adjustment is restored after the clutch is fully engaged.

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