Communication interaction system and method of multi-controller based dual-motor-drive bridge power system

Abstract

The application aims at solving the technical problems of signal omission, misplacement and error in the prior art due to different communication protocols of different host factories and many docking project personnel, and providing a communication interaction system and method of a double electric drive axle power system based on multiple controllers; the system comprises one master controller and two execution controllers; the master controller and the two execution controllers are both in communication connection with a vehicle controller through a CAN bus and are configured with a standard interface file for bearing internal communication signals between the master controller and the two execution controllers and receiving vehicle signals; the two execution controllers are respectively electrically connected with three electronic oil pumps of two sets of electric drive axle power assemblies through the CAN bus for realizing gear shifting control, torque control and driving control of the electronic oil pumps of the two sets of electric drive axle power assemblies; the system reduces interaction messages, reduces the load rate of the CAN bus and avoids signal omission, misplacement and misplacement problems.

Description

Technical Field

[0001] This invention relates to a communication interaction system and method, specifically to a communication interaction system and method for a dual electric drive axle power system based on multiple controllers. Background Technology

[0002] Currently, heavy-duty trucks used in short-distance scenarios such as steel mills, power plants, and resource transportation mostly use electric drive axle powertrains for driving due to their high power requirements, better space layout, lightweight design, and high transmission efficiency. However, 6×4 tractor trucks, which are the mainstay of China's road transportation, usually need to be equipped with two sets of electric drive axle powertrains.

[0003] Chinese patent CN118560409A discloses an electric drive axle and its control method, which adopts an architecture of controlling two drive axles with one transmission controller. It monitors the current gear status and vehicle speed of the two transmissions in real time and controls the two transmissions to shift gears respectively. This scheme controls two electric drive axle powertrains simultaneously with a single transmission controller. Due to the limited number of pins and processing power, it is difficult to meet the fine independent control requirements of the two electric drive axle powertrains under complex working conditions. Once the transmission controller fails, both electric drive axle powertrains will fail simultaneously, so the system redundancy is insufficient.

[0004] Chinese patent CN116605024A discloses a dual electric drive axle drive structure and vehicle, which uses a single controller to simultaneously control the operation of the middle axle electric drive axle powertrain and the rear axle electric drive axle powertrain, creating an inter-axle electronic differential between the middle axle and the rear axle. This solution also adopts a single controller architecture, which undertakes multiple tasks such as gear distribution, torque management, and shift control. The control logic has a high degree of coupling, which is not conducive to modular development and maintenance. In addition, the controller needs to interact with the vehicle controller with a large number of signals, resulting in a complex communication protocol and a large amount of interface work.

[0005] Based on the aforementioned shortcomings of a single controller, some solutions employ multiple controllers to control each electric drive axle powertrain separately. Most of these solutions use three controllers, and all three controllers need to communicate and interact with the vehicle controller. This involves a large number of controllers and communication signals, and the communication protocols of different OEMs are also different. In addition, with many project personnel involved, problems such as signal omission, misalignment, and errors are prone to occur, which seriously affect the project schedule and bring risks to after-sales vehicles. Summary of the Invention

[0006] The purpose of this invention is to solve the technical problems in the prior art, such as signal loss, misalignment and errors due to different communication protocols of different OEMs and a large number of project personnel, which seriously affect the project progress and bring risks to after-sales vehicles. The invention provides a communication interaction system and method for a dual electric drive axle power system based on multiple controllers.

[0007] To achieve the above objectives, the technical solution provided by this invention is as follows: A communication and interaction system for a dual electric drive axle power system based on multiple controllers, the dual electric drive axle power system including a first electric drive axle power assembly and a second electric drive axle power assembly, the first electric drive axle power assembly and the second electric drive axle power assembly respectively including two shift actuators, two gearboxes, two motors, a gearbox oil pump shared by the two gearboxes, and two motor oil pumps corresponding to the two motors; Its special feature is: It includes a main controller AVCU, a first execution controller TCU1, and a second execution controller TCU2; the first execution controller TCU1 is electrically connected to the drive ends of the two shift actuators of the first electric drive axle powertrain, and the second execution controller TCU2 is electrically connected to the drive ends of the two shift actuators of the second electric drive axle powertrain. The main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 all communicate with the vehicle controller VCU via the vehicle CAN bus. They are used to carry the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2, and to receive vehicle signals. The communication protocol of the internal communication signals is defined through a standard interface file. The first execution controller TCU1 and the second execution controller TCU2 control the operation of the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain respectively through the vehicle CAN bus; The first execution controller TCU1 communicates with one transmission oil pump and two motor oil pumps of the first electric drive axle powertrain via the first execution CAN bus; The second execution controller TCU2 communicates with one gearbox oil pump and two motor oil pumps of the second electric drive axle powertrain via the second execution CAN bus.

[0008] Furthermore, the vehicle CAN bus includes an information CAN bus and a power CAN bus; The CAN1 port of the main controller AVCU communicates with the vehicle controller VCU through the information CAN bus, its CAN2 port is the debugging and calibration port, and its CAN3 port communicates with the vehicle controller VCU through the power CAN bus. The first execution controller TCU1 communicates with the vehicle controller VCU via the information CAN bus. Its CAN2 port communicates with one transmission oil pump and two motor oil pumps of the first electric drive axle powertrain via the first execution CAN bus. Its CAN3 port communicates with the vehicle controller VCU via the power CAN bus. The second execution controller TCU2 communicates with the vehicle controller VCU via the information CAN bus through its CAN1 port, and with one transmission oil pump and two motor oil pumps of the second electric drive axle powertrain via the second execution CAN bus through its CAN2 port. Its CAN3 port communicates with the vehicle controller VCU via the power CAN bus.

[0009] Furthermore, it also includes four motor controllers that are electrically connected to the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain, respectively. The four motor controllers communicate with the vehicle control unit (VCU) via the power CAN bus. The first execution controller TCU1 communicates with the two motor controllers corresponding to the two motors of the first electric drive axle powertrain via the power CAN bus; the second execution controller TCU2 communicates with the two motor controllers corresponding to the two motors of the second electric drive axle powertrain via the power CAN bus. Four motor controllers are used to control the operation of the four motors in the first electric drive axle powertrain and the second electric drive axle powertrain, respectively.

[0010] Furthermore, the vehicle CAN bus used to carry the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 adopts the one with the lower load rate of the information CAN bus and the power CAN bus.

[0011] Meanwhile, the present invention also provides a communication interaction method for a dual electric drive axle power system based on multiple controllers. The communication interaction system for the dual electric drive axle power system based on multiple controllers, as described above, is characterized by including the following steps: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to generate the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. S2, The main controller generates control signals. The main controller AVCU receives vehicle signals from the vehicle controller VCU via the vehicle CAN bus, and retrieves vehicle information by calling the project interface file based on the vehicle signals. The main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2 through the vehicle's CAN bus, and calls the standard interface file according to the feedback signals to obtain status feedback information. The main controller AVCU calculates the target speed, target gear, and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target speed, target gear, and target torque distribution, it calls the standard interface file to generate control signals and sends them to the first execution controller TCU1 and the second execution controller TCU2 through the vehicle CAN bus. S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals and call standard interface files according to the control signals to obtain control information; According to the control information, the first execution controller TCU1 and the second execution controller TCU2 respectively control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output target torque, and send the control information to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain respectively through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain switch to the target speed to achieve on-demand lubrication and cooling. At the same time, based on the status of the shift actuators, transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain, status feedback information is generated, and standard interface files are called according to the status feedback information to generate feedback signals, and the process returns to step 2, realizing real-time communication and interaction of the dual electric drive axle powertrain systems.

[0012] Furthermore, in step 2, when the main controller AVCU confirms that the vehicle is in a creeping or speed-limited driving condition based on the vehicle information and status feedback information, it calculates the virtual throttle opening and virtual brake opening for creeping or speed-limiting. Based on the calculation results of the virtual throttle opening and virtual brake opening, it calls the standard interface file to generate control signals containing virtual throttle opening signals and virtual brake opening signals. The control signals containing virtual throttle opening signals and virtual brake opening signals are then sent to the first execution controller TCU1 and the second execution controller TCU2 via the vehicle CAN bus to guide the first electric drive axle powertrain and the second electric drive axle powertrain to perform creeping or speed-limiting torque control.

[0013] Further, in step 2, when the main controller AVCU receives feedback signals containing the corresponding electric drive axle powertrain sent by the first execution controller TCU1 and the second execution controller TCU2 respectively, and obtains status feedback information containing the target power request by calling the standard interface file, it calculates the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system according to the vehicle information and the target power request. Based on the calculation results of the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system, it calls the standard interface file to generate control signals containing power distribution signals and torque distribution signals, and sends them to the first execution controller TCU1 and the second execution controller TCU2 respectively through the vehicle CAN bus.

[0014] Further, in step 2, when the main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2, which include the actual gear mode, output shaft speed and shift status, it calls the project interface file to obtain the status feedback information, and calculates the target gear based on the vehicle information. According to the calculation result of the target gear, it calls the standard interface file to generate a control signal containing the target gear signal and sends it to the first execution controller TCU1 and the second execution controller TCU2 respectively through the vehicle CAN bus.

[0015] Furthermore, step 3 also includes: The first execution controller TCU1 and the second execution controller TCU2 monitor the status of the corresponding two shift actuators, one transmission oil pump and two motor oil pumps in real time. When a fault is detected in any of the transmission oil pumps and two motor oil pumps, the system enters the fault handling mode. At the same time, the system calls the standard interface file according to the fault information and generates a feedback signal to be fed back to the main controller AVCU.

[0016] Meanwhile, the present invention also provides a communication interaction method for a dual electric drive axle power system based on multiple controllers. The communication interaction system for the dual electric drive axle power system based on multiple controllers, as described above, is characterized by including the following steps: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to generate the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. S2, the main controller, and the actuator controller generate control signals. The main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 receive vehicle signals from the vehicle controller VCU via the vehicle CAN bus, and retrieve vehicle information by calling the project interface file based on the vehicle signals. The main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2 through the vehicle's CAN bus, and calls the standard interface file according to the feedback signals to obtain status feedback information. The main controller AVCU calculates the target gear and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target gear and target torque distribution, it calls the standard interface file to generate control signals containing the target gear and torque distribution signals and sends them to the first execution controller TCU1 and the second execution controller TCU2 through the vehicle CAN bus. The first actuator controller TCU1 and the second actuator controller TCU2 calculate the target speed based on the vehicle information and the real-time monitoring status feedback information of the corresponding shift actuator, transmission oil pump and motor oil pump. Based on the calculation result of the target speed, they call the standard interface file to generate a control signal containing the target speed signal. S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals containing target gear and torque distribution signals, and call standard interface files according to the control signals containing target gear and torque distribution signals to obtain target gear information and torque distribution information; According to the torque distribution information, the first actuator TCU1 and the second actuator TCU2 control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, and control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output the target torque. The first execution controller TCU1 and the second execution controller TCU2 respectively send control signals containing the target speed signal to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps switch to the target speed to achieve on-demand lubrication and cooling. Each actuator controller generates status feedback information based on the status of the corresponding two shift actuators, one transmission oil pump, and two motor oil pumps. It then calls the standard interface file to generate feedback signals based on the status feedback information and returns to step 2 to realize real-time communication and interaction of the dual electric drive axle power system.

[0017] Compared with the prior art, the present invention has the following beneficial technical effects: 1. This invention provides a communication and interaction system for a dual-electric drive axle power system based on multiple controllers. By communicating with the vehicle controller VCU via the vehicle CAN bus, the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are configured with standard interface files for internal communication between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. This decouples internal communication from vehicle communication, simplifies interaction messages, reduces the load rate of the vehicle CAN bus, shortens the communication docking time with the vehicle controller VCU, and avoids signal loss, misalignment, and error problems. This achieves efficient docking and communication with the vehicle controller VCU and improves communication reliability. 2. The present invention provides a communication interaction method for a dual electric drive axle power system based on multiple controllers. By generating a standard interface file according to a preset communication protocol format for the internal communication signals between a main controller and two execution controllers, and combining the vehicle signals that interface with the vehicle controller with the standard interface file to form a project interface file, the configuration can be completed by calling the standard interface file during compilation. When interfacing with different OEMs, there is no need to fill in, define and generate internal interaction messages again, which completely avoids signal omissions, misalignments and errors caused by repetitive work, and greatly improves the development efficiency of software engineering. 3. The present invention provides a communication interaction method for a dual electric drive axle power system based on multiple controllers. Through the "one master and two slave" communication interaction structure of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2, the computational load can be shared. The main controller AVCU is responsible for the gear allocation and torque management of the two electric drive axle power assemblies, while the first execution controller TCU1 and the second execution controller TCU2 are respectively responsible for the gear control, torque control, and electronic oil pump drive control of the corresponding electric drive axle power assemblies. This improves the modularity of the system and provides a basis for optimizing communication interaction. Attached Figure Description

[0018] Figure 1 This is a system block diagram of an embodiment of a communication and interaction system for a dual electric drive axle power system based on multiple controllers according to the present invention. Figure 2 This is a diagram showing the internal communication signal transmission between the main controller and the execution controller in an embodiment of the communication interaction system of a dual electric drive axle power system based on multiple controllers according to the present invention. Detailed Implementation

[0019] To make the objectives, advantages, and features of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0020] A dual electric drive axle power system for a certain 6×4 heavy-duty truck includes two electric drive axle power assemblies. Each electric drive axle power assembly includes two shift actuators, two gearboxes, two motors, a gearbox oil pump shared by the two gearboxes, and two motor oil pumps corresponding to the two motors; wherein the gearbox oil pump and the motor oil pumps are both electronic oil pumps. Based on this heavy-duty truck, this embodiment 1 provides a communication and interaction system for the dual electric drive axle power system based on multiple controllers.

[0021] Example 1

[0022] like Figure 1 As shown in Embodiment 1, a communication and interaction system for a dual electric drive axle powertrain based on multiple controllers is provided. This system includes a main controller (AVCU), a first execution controller (TCU1), a second execution controller (TCU2), and four motor controllers for controlling the four motors of the first and second electric drive axle powertrains respectively. The first execution controller (TCU1) is electrically connected to the drive ends of the two shift actuators of the first electric drive axle powertrain, and the second execution controller (TCU2) is electrically connected to the drive ends of the two shift actuators of the second electric drive axle powertrain. The CAN1 port of the main controller (AVCU) communicates with the vehicle controller (VCU) via an information CAN bus; its CAN2 port is an adjustment port; and its CAN3 port communicates with the vehicle controller (VCU) via a power CAN bus. The CAN1 port of the first execution controller (TCU1) communicates with the vehicle controller (VCU) via an information CAN bus. The vehicle control unit (VCU) communicates via the following: its CAN2 port communicates with one transmission oil pump and two motor oil pumps of the first electric drive axle powertrain via the first execution CAN bus; its CAN3 port communicates with the VCU via the power CAN bus. The second execution controller (TCU2) communicates with the VCU via the following: its CAN1 port communicates with the VCU via the information CAN bus; its CAN2 port communicates with one transmission oil pump and two motor oil pumps of the second electric drive axle powertrain via the second execution CAN bus; its CAN3 port communicates with the VCU via the power CAN bus. The first execution controller (TCU1) communicates with the two motor controllers corresponding to the two motors of the first electric drive axle powertrain via the power CAN bus; the second execution controller (TCU2) communicates with the two motor controllers corresponding to the two motors of the second electric drive axle powertrain via the power CAN bus.

[0023] Based on the load rates of the information CAN bus and the power CAN bus, the system selects the one with the lower load rate to carry the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2.

[0024] The communication protocol of the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 is defined through a standard interface file and compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2, respectively. The external communication interface files generated by the vehicle signals that interface with the vehicle controller and the motor control signals that interface with the motor controller, together with the standard interface file, constitute the project interface file. The vehicle signals include vehicle status signals, throttle signals, brake signals, handbrake status signals, and driver operating lever signals.

[0025] like Figure 2 As shown, the main controller AVCU is configured as follows: The system receives vehicle signals from the vehicle controller (VCU) and target power requests from the first actuator controller (TCU1) and the second actuator controller (TCU2) for their respective electric drive axle powertrains. Based on the vehicle signals and the target power requests, it uses the battery management system's allowable instantaneous / continuous maximum charging current and allowable instantaneous / continuous maximum discharging current values ​​to generate corresponding power allocation control signals using a standard interface file. These signals are then sent to the first actuator controller (TCU1) and the second actuator controller (TCU2). The system also calculates the target torque for each of the two electric drive axle powertrains and generates corresponding torque allocation control signals based on the target torque calculation results. These signals are then sent to the corresponding motor controllers to control the motors to output the target torque. When the vehicle starts crawling or is driving at a limited speed, virtual throttle opening signals and virtual brake opening signals are sent to the first actuator controller TCU1 and the second actuator controller TCU2 to guide the two electric drive axle powertrains to perform crawling and speed-limiting torque control. The system receives the actual gear mode, output shaft speed and shift status sent by the first execution controller TCU1 and the second execution controller TCU2, calculates the target gear mode in combination with the vehicle signals, and generates the corresponding control signal for the target gear mode by calling the standard interface file based on the calculation result of the target gear mode and sends it to the first execution controller TCU1 and the second execution controller TCU2 respectively.

[0026] like Figure 2 As shown, the first execution controller TCU1 and the second execution controller TCU2 are configured as follows: The control signal from the main controller AVCU corresponding to the target gear mode is parsed, and then the two shift actuators of the electric drive axle powertrain are controlled to complete the shift, and a feedback signal is sent to the main controller AVCU according to the shift status. The system collects signals of transmission temperature, motor temperature, and motor speed. Based on the vehicle signals, it controls the speed of the transmission oil pump, the first motor oil pump, and the second motor oil pump in the electric drive axle powertrain. It also receives status feedback information containing the speed and power of these three electronic oil pumps, calls the standard interface file to generate feedback signals, and sends them to the main controller AVCU. When a fault is detected in any electronic oil pump, it enters the fault handling mode and generates a fault status signal based on the fault information by calling the standard interface file and sending it to the main controller AVCU. Based on the received vehicle signals, the driving or braking torque is calculated. Based on the torque calculation results, the corresponding control signals are generated by calling the standard interface file and sent to the corresponding two motor controllers.

[0027] Example 2

[0028] Based on the communication interaction system of a dual electric drive axle power system based on multiple controllers in Embodiment 1, Embodiment 2 provides a communication interaction method for a dual electric drive axle power system based on multiple controllers, including the following steps: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to form the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2.

[0029] S2, The main controller generates control signals. The main controller AVCU receives vehicle signals from the vehicle controller VCU via the information CAN bus, and calls the project interface file based on the vehicle signals to obtain vehicle information; The main controller AVCU selects the one with the lower load rate in the information CAN bus and the power CAN bus to receive feedback signals from the first execution controller TCU1 and the second execution controller TCU2. Based on the feedback signals, it calls the standard interface file to obtain status feedback information. The main controller AVCU calculates the target speed, target gear, and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target speed, target gear, and target torque distribution, it calls the standard interface file to generate control signals and sends them to the first execution controller TCU1 and the second execution controller TCU2 via the information CAN bus or power CAN bus.

[0030] In some specific embodiments, when the main controller AVCU confirms that the vehicle is in a creeping or speed-limited driving condition based on vehicle information and status feedback information, the main controller AVCU calculates the virtual throttle opening and virtual brake opening for creeping or speed-limited driving. Based on the calculation results of the virtual throttle opening and virtual brake opening, it calls a standard interface file to generate a control signal containing the virtual throttle opening signal and the virtual brake opening signal. The control signal containing the virtual throttle opening signal and the virtual brake opening signal is sent to the first execution controller TCU1 and the second execution controller TCU2 through the information CAN bus or the power CAN bus. This control signal is used to guide the first electric drive axle powertrain and the second electric drive axle powertrain to perform creeping or speed-limited torque control.

[0031] In some specific embodiments, when the main controller AVCU receives feedback signals containing the corresponding electric drive axle powertrain sent by the first execution controller TCU1 and the second execution controller TCU2 respectively, and obtains status feedback information containing the target power request by calling the standard interface file, it calculates the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system according to the vehicle information and the target power request. Based on the calculation results of the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system, it calls the standard interface file to generate control signals containing power distribution signals and torque distribution signals, and sends them to the first execution controller TCU1 and the second execution controller TCU2 respectively through the information CAN bus or the power CAN bus.

[0032] In some specific embodiments, when the main controller AVCU receives feedback signals containing actual gear mode, output shaft speed and shift status information sent by the first execution controller TCU1 and the second execution controller TCU2, it calls the project interface file to obtain the status feedback information, and calculates the target gear in combination with the vehicle information. Based on the calculation result of the target gear, it calls the standard interface file to generate a control signal containing the target gear signal and sends it to the first execution controller TCU1 and the second execution controller TCU2 respectively through the information CAN bus or the power CAN bus.

[0033] S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals and call standard interface files according to the control signals to obtain control information; According to the control information, the first execution controller TCU1 and the second execution controller TCU2 respectively control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output target torque, and send the control information to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain respectively through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain switch to the target speed to achieve on-demand lubrication and cooling. At the same time, status feedback information is generated according to the status of the shift actuators, transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain, and the standard interface file is called according to the status feedback information to generate feedback signals, and return to step 2 to realize real-time communication interaction of the dual electric drive axle powertrain system; Furthermore, the first execution controller TCU1 and the second execution controller TCU2 monitor the status of the corresponding two shift actuators, one transmission oil pump and two motor oil pumps in real time. When a fault is detected in any of the transmission oil pumps and two motor oil pumps, the system enters the fault handling mode. At the same time, the system calls the standard interface file according to the fault information and generates a feedback signal to be fed back to the main controller AVCU.

[0034] Example 3

[0035] Based on the communication interaction system of a dual electric drive axle powertrain based on multiple controllers in Embodiment 1, this Embodiment 3 provides a communication interaction method for a dual electric drive axle powertrain based on multiple controllers. The difference from Embodiment 2 is that the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 jointly receive the vehicle signals from the vehicle controller VCU. The main controller AVCU generates a control signal containing the target gear and torque distribution signals, and the first execution controller TCU1 and the second execution controller TCU2 generate a control signal containing the target speed signal. The specific steps are as follows: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to form the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2.

[0036] S2, the main controller, and the actuator controller generate control signals. The main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 receive vehicle signals from the vehicle controller VCU via the information CAN bus, and call the project interface file according to the vehicle signals to obtain vehicle information. The main controller AVCU selects the one with the lower load rate in the information CAN bus and the power CAN bus to receive feedback signals from the first execution controller TCU1 and the second execution controller TCU2. Based on the feedback signals, it calls the standard interface file to obtain status feedback information. The main controller AVCU calculates the target gear and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target gear and target torque distribution, it calls the standard interface file to generate control signals containing the target gear and torque distribution signals and sends them to the first execution controller TCU1 and the second execution controller TCU2 through the information CAN bus or power CAN bus. The first actuator controller TCU1 and the second actuator controller TCU2 calculate the target speed based on the vehicle information and the real-time monitoring status feedback information of the corresponding shift actuator, transmission oil pump and motor oil pump. Based on the calculation result of the target speed, they call the standard interface file to generate a control signal containing the target speed signal.

[0037] In some specific embodiments, the first execution controller TCU1 and the second execution controller TCU2 calculate the target speed based on the vehicle information and status feedback information including transmission oil temperature, motor temperature and real-time motor speed. Based on the calculation result of the target speed, they call the standard interface file to generate a control signal containing the target speed signal.

[0038] S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals containing target gear and torque distribution signals, and call standard interface files according to the control signals containing target gear and torque distribution signals to obtain target gear information and torque distribution information; According to the torque distribution information, the first actuator TCU1 and the second actuator TCU2 control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, and control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output the target torque. The first execution controller TCU1 and the second execution controller TCU2 respectively send control signals containing the target speed signal to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps switch to the target speed to achieve on-demand lubrication and cooling. The first actuator controller TCU1 and the second actuator controller TCU2 generate status feedback information based on the status of the corresponding shift actuator, transmission oil pump and motor oil pump, and call the standard interface file to generate feedback signals based on the status feedback information, and return to step 2 to realize real-time communication and interaction of the dual electric drive axle power system. Furthermore, the first execution controller TCU1 and the second execution controller TCU2 monitor the status of the two shift actuators, one transmission oil pump and two motor oil pumps in real time. When a fault is detected in any of the transmission oil pumps and two motor oil pumps, the system enters the fault handling mode. At the same time, the system calls the standard interface file according to the fault information and generates a feedback signal to be fed back to the main controller AVCU.

[0039] Based on the above embodiments, a communication interaction system and method for a dual electric drive axle power system based on multiple controllers is provided. During operation, a main controller calculates the target gear and torque distribution based on the received vehicle signals and the status feedback information from the two actuators. Then, the internal communication signals between the main controller and the two actuators are used to generate a standard interface file according to a preset communication protocol. When interfacing with the vehicle controller, only the vehicle signals need to be considered. This concentrates the internal communication of the system between the main controller and the two actuators, reducing the number of interaction messages and thus reducing the load rate of the CAN bus. At the same time, it greatly shortens the time for interfacing with the vehicle controller and generating the project interface file, avoiding problems such as signal omission and misalignment when the main controller communicates and interacts with the two actuators to generate the standard interface file, thereby reducing after-sales risks.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present invention.

Claims

1. A communication and interaction system for a dual electric drive axle power system based on multiple controllers, wherein the dual electric drive axle power system includes a first electric drive axle power assembly and a second electric drive axle power assembly, wherein the first electric drive axle power assembly and the second electric drive axle power assembly respectively include two shift actuators, two gearboxes, two motors, a gearbox oil pump shared by the two gearboxes, and two motor oil pumps corresponding to the two motors. Its features are: It includes a main controller AVCU, a first execution controller TCU1, and a second execution controller TCU2; the first execution controller TCU1 is electrically connected to the drive ends of the two shift actuators of the first electric drive axle powertrain, and the second execution controller TCU2 is electrically connected to the drive ends of the two shift actuators of the second electric drive axle powertrain. The main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 all communicate with the vehicle controller VCU via the vehicle CAN bus. They are used to carry the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2, and to receive vehicle signals. The communication protocol of the internal communication signals is defined through a standard interface file. The first execution controller TCU1 and the second execution controller TCU2 control the operation of the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain respectively through the vehicle CAN bus; The vehicle CAN bus includes an information CAN bus and a power CAN bus; The CAN1 port of the main controller AVCU communicates with the vehicle controller VCU through the information CAN bus, its CAN2 port is the debugging and calibration port, and its CAN3 port communicates with the vehicle controller VCU through the power CAN bus. The first execution controller TCU1 communicates with the vehicle controller VCU via the information CAN bus. Its CAN2 port communicates with one transmission oil pump and two motor oil pumps of the first electric drive axle powertrain via the first execution CAN bus. Its CAN3 port communicates with the vehicle controller VCU via the power CAN bus. The second execution controller TCU2 communicates with the vehicle controller VCU via the information CAN bus through its CAN1 port, and with one transmission oil pump and two motor oil pumps of the second electric drive axle powertrain via the second execution CAN bus through its CAN2 port. Its CAN3 port communicates with the vehicle controller VCU via the power CAN bus.

2. The communication interaction system of the multi-controller based dual electric drive axle power system according to claim 1, wherein: It also includes four motor controllers that are electrically connected to the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain, respectively. The four motor controllers communicate with the vehicle control unit (VCU) via the power CAN bus. The first execution controller TCU1 communicates with the two motor controllers corresponding to the two motors of the first electric drive axle powertrain via the power CAN bus. The second actuator controller TCU2 communicates with the two motor controllers corresponding to the two motors of the second electric drive axle powertrain via the power CAN bus. Four motor controllers are used to control the operation of the four motors in the first electric drive axle powertrain and the second electric drive axle powertrain, respectively.

3. The communication and interaction system for a dual-electric drive axle power system based on multiple controllers according to claim 2, characterized in that: The vehicle CAN bus used to carry the internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 adopts the one with the lower load rate of the information CAN bus and the power CAN bus.

4. A communication interaction method of a multi-controller based dual electric drive axle power system, based on the communication interaction system of the multi-controller based dual electric drive axle power system according to any one of claims 1-3, characterized in that, Includes the following steps: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to generate the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. S2, The main controller generates control signals. The main controller AVCU receives vehicle signals from the vehicle controller VCU via the vehicle CAN bus, and retrieves vehicle information by calling the project interface file based on the vehicle signals. The main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2 through the vehicle's CAN bus, and calls the standard interface file according to the feedback signals to obtain status feedback information. The main controller AVCU calculates the target speed, target gear, and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target speed, target gear, and target torque distribution, it calls the standard interface file to generate control signals and sends them to the first execution controller TCU1 and the second execution controller TCU2 through the vehicle CAN bus. S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals and call standard interface files according to the control signals to obtain control information; According to the control information, the first execution controller TCU1 and the second execution controller TCU2 respectively control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output target torque, and send the control information to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain respectively through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain switch to the target speed to achieve on-demand lubrication and cooling. At the same time, based on the status of the shift actuators, transmission oil pumps and motor oil pumps of the first electric drive axle powertrain and the second electric drive axle powertrain, status feedback information is generated, and standard interface files are called according to the status feedback information to generate feedback signals, and the process returns to step 2, realizing real-time communication and interaction of the dual electric drive axle powertrain systems.

5. The communication interaction method for a dual-electric drive axle power system based on multiple controllers according to claim 4, characterized in that: In step 2, when the main controller AVCU confirms that the vehicle is in a creeping or speed-limited driving condition based on the vehicle information and status feedback information, it calculates the virtual throttle opening and virtual brake opening for creeping or speed-limiting. Based on the calculation results of the virtual throttle opening and virtual brake opening, it calls the standard interface file to generate control signals containing virtual throttle opening signals and virtual brake opening signals. The control signals containing virtual throttle opening signals and virtual brake opening signals are sent to the first execution controller TCU1 and the second execution controller TCU2 through the vehicle CAN bus to guide the first electric drive axle powertrain and the second electric drive axle powertrain to perform creeping or speed-limiting torque control.

6. The communication interaction method for a dual-electric drive axle power system based on multiple controllers according to claim 4, characterized in that: In step 2, when the main controller AVCU receives feedback signals containing the corresponding electric drive axle powertrain sent by the first execution controller TCU1 and the second execution controller TCU2 respectively, and obtains status feedback information containing the target power request by calling the standard interface file, it calculates the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system according to the vehicle information and the target power request. Based on the calculation results of the target torque distribution, the allowable instantaneous / continuous maximum charging current value and the allowable instantaneous / continuous maximum discharging current value of the battery management system, it calls the standard interface file to generate control signals containing power distribution signals and torque distribution signals, and sends them to the first execution controller TCU1 and the second execution controller TCU2 respectively through the vehicle CAN bus.

7. The communication interaction method for a dual-electric drive axle power system based on multiple controllers according to claim 4, characterized in that: In step 2, when the main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2, which include the actual gear mode, output shaft speed and shift status, it calls the project interface file to obtain the status feedback information, and calculates the target gear based on the vehicle information. According to the calculation result of the target gear, it calls the standard interface file to generate a control signal containing the target gear signal and sends it to the first execution controller TCU1 and the second execution controller TCU2 respectively through the vehicle CAN bus.

8. The communication interaction method for a dual-electric drive axle power system based on multiple controllers according to claim 4, characterized in that, Step 3 also includes: The first execution controller TCU1 and the second execution controller TCU2 monitor the status of the corresponding two shift actuators, one transmission oil pump and two motor oil pumps in real time. When a fault is detected in any of the transmission oil pumps and two motor oil pumps, the system enters the fault handling mode. At the same time, the system calls the standard interface file according to the fault information and generates a feedback signal to be fed back to the main controller AVCU.

9. A communication interaction method for a dual-electric drive axle powertrain based on multiple controllers, based on the communication interaction system for a dual-electric drive axle powertrain based on multiple controllers as described in any one of claims 1-3, characterized in that, Includes the following steps: S1. Generate standard interface files and project interface files. The internal communication signals between the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 are generated into a standard interface file according to a preset communication protocol format, and then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. The external communication interface file generated from the received vehicle signals is combined with the standard interface file to generate the project interface file, which is then compiled into the program code of the main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2. S2, the main controller, and the actuator controller generate control signals. The main controller AVCU, the first execution controller TCU1, and the second execution controller TCU2 receive vehicle signals from the vehicle controller VCU via the vehicle CAN bus, and retrieve vehicle information by calling the project interface file based on the vehicle signals. The main controller AVCU receives feedback signals from the first execution controller TCU1 and the second execution controller TCU2 through the vehicle's CAN bus, and calls the standard interface file according to the feedback signals to obtain status feedback information. The main controller AVCU calculates the target gear and target torque distribution based on the vehicle information and status feedback information. Based on the calculation results of the target gear and target torque distribution, it calls the standard interface file to generate control signals containing the target gear and torque distribution signals, and sends them to the first execution controller TCU1 and the second execution controller TCU2 through the vehicle CAN bus. The first actuator controller TCU1 and the second actuator controller TCU2 calculate the target speed based on the vehicle information and the real-time monitoring status feedback information of the corresponding shift actuator, transmission oil pump and motor oil pump. Based on the calculation result of the target speed, they call the standard interface file to generate a control signal containing the target speed signal. S3, transmission oil pump and motor oil pump execute control signals The first execution controller TCU1 and the second execution controller TCU2 respectively receive control signals containing target gear and torque distribution signals, and call standard interface files according to the control signals containing target gear and torque distribution signals to obtain target gear information and torque distribution information; According to the torque distribution information, the first actuator TCU1 and the second actuator TCU2 control the shift actuators of the first electric drive axle powertrain and the second electric drive axle powertrain to perform corresponding shift actions, and control the four motors of the first electric drive axle powertrain and the second electric drive axle powertrain to output the target torque. The first execution controller TCU1 and the second execution controller TCU2 respectively send control signals containing the target speed signal to the transmission oil pump and motor oil pump of the first electric drive axle powertrain and the second electric drive axle powertrain through the first execution CAN bus and the second execution CAN bus, so that all transmission oil pumps and motor oil pumps switch to the target speed to achieve on-demand lubrication and cooling. The first actuator controller TCU1 and the second actuator controller TCU2 generate status feedback information based on the status of the corresponding shift actuator, transmission oil pump and motor oil pump, and generate feedback signals by calling the standard interface file based on the status feedback information, and return to step 2 to realize real-time communication and interaction of the dual electric drive axle power system.

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