A dual-motor control system, method, apparatus, device, storage medium, and vehicle

Abstract

This invention discloses a dual-motor control system, method, apparatus, device, storage medium, and vehicle. The system includes: a first motor and a first motor controller connected to the first motor; a second motor and a second motor controller connected to the second motor; wherein the superposition value of a first ripple current of the first motor controller and a second ripple current of the second motor controller is 83A to 193.5A. This reduces the DC bus ripple current generated by the first motor controller and the second motor controller.

Description

Technical Field

[0001] The embodiments of the present invention relate to motor control technology, and more particularly to a dual-motor control method, apparatus, equipment, storage medium, and vehicle. Background Technology

[0002] Ripple current refers to the AC component superimposed on the DC current in a DC power supply. It is typically caused by various internal factors of the power supply, such as capacitor charging and discharging, inductor energy storage and release, and the switching actions of the power supply. In vehicle systems, electronic devices (such as inverters and rectifiers) are commonly used to control motor operation and energy conversion. These electronic devices perform frequent switching actions during operation, causing rapid changes in the DC bus current and generating ripple current. For example, when an inverter converts the DC power from the DC bus to the AC power required to drive the motor, the switching on and off of the switching transistors causes discontinuous changes in current, thus generating ripple current on the DC bus.

[0003] Ripple current generates additional heat in electronic devices, increasing their temperature. Prolonged exposure to high temperatures accelerates device aging and reduces their lifespan. Furthermore, ripple current is transmitted to the motor through the DC bus, affecting the motor's magnetic field distribution and torque output. Larger ripple currents can lead to increased torque pulsation and speed fluctuations, thus impacting vehicle ride smoothness and comfort.

[0004] Therefore, a dual-motor control method is urgently needed to reduce ripple current. Summary of the Invention

[0005] This invention provides a dual-motor control system, method, apparatus, device, storage medium, and vehicle to effectively reduce DC bus ripple current in a dual-motor system. In a first aspect, embodiments of this application provide a dual-motor control system, comprising:

[0006] A first motor and a first motor controller connected to the first motor;

[0007] The second motor and the second motor controller connected to the second motor;

[0008] The superposition value of the first ripple current of the first motor controller and the second ripple current of the second motor controller is 83A to 193.5A.

[0009] Optionally, the first motor is a drive motor, and the second motor is a generator.

[0010] Optionally, it also includes:

[0011] 1 processor;

[0012] The processor is connected to the first motor controller and the second motor controller.

[0013] Secondly, embodiments of the present invention provide a dual-motor control method, including:

[0014] Send a first pulse control signal and a second pulse control signal; wherein the first pulse signal is used to control the first motor controller and the second pulse signal is used to control the second motor controller.

[0015] Obtain the first switching frequency of the first motor controller and the second switching frequency of the second motor controller;

[0016] When the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be within a preset range, so that the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller is reduced.

[0017] Optionally, the preset range is [0°, 90°].

[0018] Optionally, the motor control method further includes:

[0019] The first operating state of the first motor and the second operating state of the second motor are obtained; the first operating state and the second operating state include a power generation state and a drive state;

[0020] Adjust the phase difference between the first pulse control signal and the second pulse control signal according to the first operating state and the second operating state.

[0021] Optionally, when both the first and second operating states are in a power generation state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 90°.

[0022] Optionally, when the first operating state is the power generation state and the second operating state is the driving state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 0°.

[0023] Optionally, when the first operating state is the driving state and the second operating state is the power generation state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 0°.

[0024] Optionally, when the first working state is a driving state and the second working state is a driving state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 90°.

[0025] Optionally, the motor control method further includes:

[0026] Acquire the first current signal and the first position signal of the first motor;

[0027] A first operating state of the first motor is determined based on a first current signal and a first position signal; and a second current signal and a second position signal of the second motor are acquired.

[0028] The operating state of the second motor is determined based on the second current signal and the second position signal.

[0029] Optionally, the first pulse control signal and the second pulse control signal are sent by the same signal generation module.

[0030] Thirdly, embodiments of this application also provide a motor control device for a dual-motor control method according to any of the above embodiments, comprising:

[0031] The input module is configured to acquire the first switching frequency of the first controller and the second switching frequency of the second motor controller;

[0032] The calculation module is configured to calculate the difference between the first switching frequency and the second switching frequency;

[0033] The signal generation unit is configured to generate a first pulse control signal and a second pulse control signal; and when the first switching frequency is equal to the second switching frequency, it controls the phase difference between the first pulse control signal and the second pulse control signal to be within a preset range.

[0034] Fourthly, embodiments of this application also provide an electronic device, including a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor. The transceiver, the memory, and the processor are connected via the bus. When the computer program is executed by the processor, it implements the steps in the motor control method provided in any of the above embodiments.

[0035] Sixthly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in the motor control method provided in any of the above embodiments.

[0036] Fifthly, embodiments of this application also provide a vehicle including a motor controller, the motor controller being configured to perform the motor control method provided in any of the above embodiments.

[0037] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0038] The dual-motor control system provided in this application includes: a first motor and a first motor controller connected to the first motor; a second motor and a second motor controller connected to the second motor; by controlling the superposition value of the first ripple current of the first motor controller and the second ripple current of the second motor controller to be 83A to 193.5A, the ripple current of the DC bus is reduced.

[0039] The dual-motor control method provided in this application uses a first pulse control signal to control a first motor controller and a second pulse control signal to control a second motor controller. By comparing the first switching frequency of the first motor controller with the second switching frequency of the second motor controller, when the first and second switching frequencies are equal, the phase difference between the first and second pulse control signals is controlled to be within a preset range, thereby reducing the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller. This avoids the increase in DC bus ripple current caused by the superposition of ripple currents from both motors. Attached Figure Description

[0040] Figure 1 Flowchart of the dual-motor control method in the embodiment;

[0041] Figure 2 This is a schematic diagram of the driving circuit in the embodiment;

[0042] Figure 3 This is a flowchart of another dual-motor control method in the embodiment;

[0043] Figure 4 This is a schematic diagram of the pulse control signal at 0° phase difference in the embodiment;

[0044] Figure 5 This is a schematic diagram of the pulse control signal at a 90° phase difference in the embodiment;

[0045] Figure 6 This is a schematic diagram of the electronic device structure in the embodiment;

[0046] Figure 7 A flowchart of an optional dual-motor control method provided in an embodiment of this application is shown;

[0047] Figure 8 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0048] Figure 9 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0049] Figure 10An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0050] Figure 11 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0051] Figure 12 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0052] Figure 13 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0053] Figure 14 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown.

[0054] Figure 15 An exemplary waveform diagram of the DC bus ripple current corresponding to the dual-motor control method provided in this application embodiment is shown. Detailed Implementation

[0055] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0056] New energy vehicles include electric drive systems, which use electricity to propel the vehicle. Taking range-extended electric vehicles as an example, their topology is as follows: Figure 1 As shown. The core component is the range extender, whose main function is to activate when the battery charge drops to a certain level, causing the engine to drive the generator to produce electricity. Part of the generated electricity can be used to power the drive motor, and the other part can be used to charge the battery.

[0057] Range-extended electric vehicles (REEVs) offer several advantages, including: During daily urban commutes, they can operate on pure electric power with zero emissions, reducing exhaust pollution and meeting environmental protection requirements. Furthermore, electric drive is more energy-efficient than gasoline drive, lowering energy consumption and operating costs.

[0058] Range-extended electric vehicles are equipped with an engine as a range extender. When the battery is low, the engine can start to generate electricity to provide continuous power to the vehicle, avoiding the range anxiety problem caused by the limited driving range of pure electric vehicles and making long-distance travel more convenient.

[0059] In addition, range-extended electric vehicles also have the following advantages in terms of driving experience:

[0060] Pure electric drive: The range-extended topology is essentially a pure electric drive system. The vehicle's power is entirely provided by the electric motor; the engine does not directly drive the vehicle but instead acts as a generator, starting when the battery is low to convert fuel into electricity to power the electric motor or charge the battery. This pure electric drive method ensures a single and pure power source for the vehicle, consistent with the drive system of pure electric vehicles, fundamentally guaranteeing a comfortable driving experience.

[0061] Rapid power response: The characteristics of an electric motor allow it to output maximum torque instantly. In range-extended electric vehicles, when the driver presses the accelerator pedal, the electric motor responds immediately, quickly delivering powerful acceleration for rapid start-up and acceleration. This instantaneous power response is far superior to traditional gasoline vehicles, giving the driver a more direct and rapid push-back feeling. Whether it's frequent start-stop maneuvers in urban traffic or overtaking maneuvers on highways, it can easily handle the situation, providing a smooth driving experience.

[0062] No power interruption: Since range-extended electric vehicles are always driven by an electric motor, there is no power interruption issue like that experienced during gear shifts in traditional gasoline vehicles. Power output remains continuous and smooth at both low and high speeds. Even when the battery is low and the engine starts generating electricity, the system uses precise control strategies to ensure that the electric motor's power output is unaffected, preventing any jerking or power interruption. This provides the driver with a consistently stable driving experience, enhancing driving comfort and safety.

[0063] Figure 2 A schematic diagram of the topology of a hybrid vehicle is shown. Figure 2 It can be seen that the controller of the generator (GM) and the controller of the drive motor (TM) share the same DC bus capacitor. The controller of the aforementioned motor refers to a power module that includes active switching devices (such as IGBTs), such as an inverter or rectifier.

[0064] In existing technologies, the controllers of the drive motor and the generator are controlled by independent microcontroller units (MCUs). The microcontroller sends pulse control signals to the corresponding motor controller, thereby controlling the turn-off of active switching devices (such as IGBTs) in the motor controller to achieve motor control. Typically, the drive motor controller generates high-frequency ripple on the DC bus side, while the generator controller generates low-frequency ripple current on the DC bus side. However, because the two MCUs are independent, hardware delays and other factors cause differences in their control timing, making it impossible to adjust the timing and phase relationship of the pulse control signals of the generator and drive motor controllers simultaneously. This leads to a severe operating condition where the ripple current generated by the generator on the DC bus and the ripple current generated by the drive motor on the DC bus are superimposed and amplified, resulting in increased DC bus capacitor losses, severe heat generation, reduced capacitor lifespan, and decreased reliability.

[0065] In view of this, this application provides a dual-motor control system, comprising:

[0066] A first motor and a first motor controller connected to the first motor;

[0067] The second motor and the second motor controller connected to the second motor;

[0068] The superposition value of the first ripple current of the first motor controller and the second ripple current of the second motor controller is 83A to 193.5A.

[0069] This application also provides a dual-motor control method. For example... Figure 7 As shown, the dual-motor control method includes:

[0070] Send a first pulse control signal and a second pulse control signal; wherein the first pulse signal is used to control the first motor controller and the second pulse signal is used to control the second motor controller.

[0071] Obtain the first switching frequency of the first motor controller and the second switching frequency of the second motor controller;

[0072] When the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is within a preset range, thereby reducing the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller. It should be noted that the first and second motor controllers include power modules, wherein the first motor controller controls the first motor, and the second motor controller controls the second motor. Furthermore, the first motor is a drive motor or a generator, and the second motor is a generator or a drive motor. When the first and second motors share a DC bus capacitor, their respective ripple currents will superimpose. It should also be noted that the first / second switching frequency of the first / second motor controller in this paper refers to the switching frequency of the active switching device (e.g., an Insulated Gate Bipolar Transistor) included in the first / second motor controller. The pulse control signal involved in this application includes a PWM signal, where PWM (Pulse Width Modulation) is a technique for controlling analog signals by changing the pulse width. Within a certain time period, by adjusting the duration ratio of high and low levels, the average voltage or power of the output signal is controlled.

[0073] The inventors of this application unexpectedly discovered that when the first switching frequency of the active switching device in the first motor controller and the second switching frequency of the active switching device in the second motor controller are equal, the first ripple current corresponding to the first motor controller and the second ripple current corresponding to the second motor controller are superimposed. This results in the first ripple current and the second ripple current amplifying each other, leading to increased DC bus capacitance loss. Therefore, the dual-motor control method provided in this application controls the timing of the first pulse control signal and the second pulse control signal when the first switching frequency and the second switching frequency are equal, ensuring that the phase difference between the first pulse control signal and the second pulse control signal is within a preset range. This reduces the superposition of the first ripple current and the second ripple current.

[0074] For example, such as Figure 7 As shown, the dual-motor control method provided in this application includes:

[0075] Send a first pulse control signal and a second pulse control signal; wherein the first pulse signal is used to control the first motor controller and the second pulse signal is used to control the second motor controller.

[0076] Obtain the first switching frequency of the first motor controller and the second switching frequency of the second motor controller;

[0077] When the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is within a preset range, so that the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller is reduced.

[0078] According to the embodiments of this application, the dual-motor control method generates and sends a first pulse control signal and a second pulse control signal through the same signal generation module. This avoids the situation where two independent signal generation modules send pulse control signals to the first and second motor controllers respectively, making it impossible to control the phase relationship of the two pulses simultaneously. For example, in the dual-motor control method provided in this application, the first pulse control signal and the second pulse control signal are generated and sent through the same microcontroller (MCU) to control the first motor controller and the second motor controller.

[0079] It should be understood that the phase angle of the pulse control signal in this paper is defined by the ratio of the time difference between the pulse centers of the pulse control signal to the switching period. For example, if the time difference between the two pulse centers is 0, the corresponding phase angle is 0°; if the time difference between the two pulse centers is 1 / 4 of a switching period, the corresponding phase angle is 90°.

[0080] According to an embodiment of this application, when the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is within a preset range, thereby reducing the superposition of the first ripple current and the second ripple current. The preset range depends on the operating conditions of the hybrid vehicle. Optionally, the preset range is [0°, 90°], such that the peak of the first ripple current superimposes with the trough of the second ripple current, or vice versa.

[0081] According to embodiments of this application, the phase angle between the first pulse control signal and the second pulse control signal is determined by the operating conditions of the hybrid vehicle. Optionally, the output demand of the motor is determined based on the actual operating conditions of the hybrid vehicle (e.g., torque demand, motor temperature, NVH, etc.) and the current motor state, thereby determining the switching frequency of the IGBT in the motor controller corresponding to each motor. For example, the on-board computer obtains the switching frequency by looking up pre-calibrated motor matching data according to the torque demand of the hybrid vehicle to control the motor to reach the expected speed range. For example, the on-board computer determines the switching frequency based on factors such as battery SOC state, motor controller temperature, and electromagnetic interference requirements. For example, the MCU directly obtains the switching frequency determined by the on-board computer via the bus. As another example, the actual switching frequency is obtained by detecting the IGBT branch current using a Hall sensor to capture the switching transient. Optionally, the range of the first / second switching frequency includes 1kHz to 5kHz, 5kHz to 10kHz, 10kHz to 20kHz, 20kHz to 50kHz, and above 50kHz.

[0082] According to some optional implementations, the dual-motor control method provided in this application further includes:

[0083] The first operating state of the first motor and the second operating state of the second motor are obtained; the first and second operating states include a power generation state and a drive state.

[0084] The phase difference between the first pulse control signal and the second pulse control signal is adjusted according to the first operating state and the second operating state.

[0085] According to the embodiments of this application, the operating states of the first motor and the second motor can be obtained through their respective corresponding current sensors and position sensors. For example, current information can be obtained using Hall sensors, shunt resistors, etc. Alternatively, position information such as the rotor angle of the motor can be obtained through a rotary transformer, etc. For example, the motor states under different operating conditions of the hybrid vehicle include: (1) the drive motor is in a driving state and the generator is in a generating state; (2) the drive motor is in a driving state and the generator is in a driving state; (3) the drive motor is in a generating state and the generator is in a generating state; (4) the drive motor is in a generating state and the generator is in a driving state. For example, the driving state refers to the motor torque and speed being in the same direction. For example, the generating state refers to the motor torque and speed being in opposite directions.

[0086] According to some optional implementations, the first motor operates in a driving state, and the second motor operates in a generating state. The first switching frequency is set to be equal to the second switching frequency, and the first switching frequency is equal to 10kHz. When the phase difference between the first pulse control signal and the second pulse control signal is 0°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 180°, minimizing the DC bus ripple current. When the phase difference between the first pulse control signal and the second pulse control signal is 90°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 0°, maximizing the DC bus ripple current. It should be understood that the maximum or minimum DC bus ripple current here refers to the maximum or minimum value under the current operating state, that is, the maximum or minimum value of the DC bus ripple current when the first motor is in a driving state and the second motor is in a generating state.

[0087] According to some optional implementations, the first motor operates in a drive state, and the second motor operates in a drive state. The first switching frequency and the second switching frequency are set to be equal, and the first switching frequency is equal to 10kHz. When the phase difference between the first pulse control signal and the second pulse control signal is 90°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 180°, minimizing the DC bus ripple current. When the phase difference between the first pulse control signal and the second pulse control signal is 0°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 0°, maximizing the DC bus ripple current. It should be understood that the maximum or minimum DC bus ripple current here refers to the maximum or minimum value under the current operating state, that is, the maximum or minimum value of the DC bus ripple current when the first motor is in a drive state and the second motor is in a drive state.

[0088] According to some optional implementations, the first motor operates in a power generation state, and the second motor operates in a power generation state. The first switching frequency and the second switching frequency are set to be equal, and the first switching frequency is equal to 10kHz. When the phase difference between the first pulse control signal and the second pulse control signal is 90°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 180°, minimizing the DC bus ripple current. When the phase difference between the first pulse control signal and the second pulse control signal is 0°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 0°, maximizing the DC bus ripple current. It should be understood that the maximum or minimum DC bus ripple current here refers to the maximum or minimum value under the current operating state, that is, the maximum or minimum value of the DC bus ripple current when the first motor operates in a power generation state and the second motor operates in a power generation state.

[0089] According to some optional implementations, the first motor operates in a power generation state, and the second motor operates in a drive state. The first switching frequency is set to be equal to the second switching frequency, and the first switching frequency is equal to 10kHz. When the phase difference between the first pulse control signal and the second pulse control signal is 0°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 180°, minimizing the DC bus ripple current. When the phase difference between the first pulse control signal and the second pulse control signal is 90°, the phase difference between the first ripple current and the second ripple current of the DC bus reaches 0°, maximizing the DC bus ripple current. It should be understood that the maximum or minimum DC bus ripple current here refers to the maximum or minimum value under the current operating state, that is, the maximum or minimum value of the DC bus ripple current when the first motor is in a power generation state and the second motor is in a drive state.

[0090] Figure 4 The waveform diagram is shown when the phase difference between the first pulse control signal and the second pulse control signal is 0°. Figure 5 The waveforms of the first and second pulse control signals are shown when the phase difference is 90°. (Reference) Figure 4 and Figure 5 In some optional implementations, the controller is configured to keep the phase difference between the first pulse control signal and the second pulse control signal at 0° or 90°. By controlling the phase difference between the first pulse control signal and the second pulse control signal, the DC bus ripple current can be reduced.

[0091] Figure 8 The diagram shows the waveform of the ripple current on the DC bus when the first motor is in driving mode, the second motor is in generating mode, the switching frequency of the first motor controller and the second motor controller is 10KHz, and the phase difference between the first pulse control signal and the second pulse control signal is 0°. Figure 9 The diagram shows the waveform of the ripple current on the DC bus when both the first and second motors are in generator mode, the switching frequency of the first and second motor controllers is 10 kHz, and the phase difference between the first and second control pulse signals is 90°. (See also...) Figure 8 and Figure 9 , Figure 8 The superposition of the first and second ripple currents reduces the ripple current of the DC bus to a minimum. Figure 9 In the process, the first ripple current and the second ripple current are superimposed and increase, causing the ripple current of the DC bus to reach its maximum.

[0092] Figure 10The diagram shows the waveform of the ripple current on the DC bus when the first motor is in driving mode, the second motor is in driving mode, the switching frequency of the first motor controller and the second motor controller is 10KHz, and the phase difference between the first pulse control signal and the second pulse control signal is 0°. Figure 11 The diagram shows the waveform of the ripple current on the DC bus when both the first and second motors are in driving mode, the switching frequency of the first and second motor controllers is 10 kHz, and the phase difference between the first and second control pulse signals is 90°. (See also...) Figure 10 and Figure 11 , Figure 10 In the process, the first ripple current and the second ripple current are superimposed and increase, causing the ripple current of the DC bus to reach its maximum. Figure 11 In the process, the superposition of the first ripple current and the second ripple current reduces the ripple current of the DC bus to a minimum.

[0093] Figure 12 The diagram shows the waveform of the ripple current on the DC bus when the first motor is in power generation mode, the second motor is in power generation mode, the switching frequency of the first motor controller and the second motor controller is 10KHz, and the phase difference between the first pulse control signal and the second pulse control signal is 0°. Figure 13 The diagram shows the waveform of the ripple current on the DC bus when both the first and second motors are in generator mode, the switching frequency of the first and second motor controllers is 10 kHz, and the phase difference between the first and second control pulse signals is 90°. (See also...) Figure 12 and Figure 13 , Figure 12 In the process, the first ripple current and the second ripple current are superimposed and increase, causing the ripple current of the DC bus to reach its maximum. Figure 13 In the process, the superposition of the first ripple current and the second ripple current reduces the ripple current of the DC bus to a minimum.

[0094] Figure 14 The diagram shows the waveform of the ripple current on the DC bus when the first motor is in the generating state, the second motor is in the driving state, the switching frequency of the first motor controller and the second motor controller is 10KHz, and the phase difference between the first pulse control signal and the second pulse control signal is 0°. Figure 9 The diagram shows the waveform of the ripple current on the DC bus when both the first and second motors are in generator mode, the switching frequency of the first and second motor controllers is 10 kHz, and the phase difference between the first and second control pulse signals is 90°. (See also...) Figure 14 and Figure 15 , Figure 14The superposition of the first and second ripple currents reduces the ripple current of the DC bus to a minimum. Figure 15 In the process, the first ripple current and the second ripple current are superimposed and increase, causing the ripple current of the DC bus to reach its maximum.

[0095] It should be noted that the above Figures 8 to 15 In the middle, the horizontal axis represents time (in seconds). The vertical axis represents the amplitude of the ripple current on the DC bus (in amperes). ).

[0096] According to some optional implementation methods, the dual-motor control method provided in this application embodiment further includes:

[0097] When the first switching frequency of the first motor is not equal to the second switching frequency of the second motor, at least one of the first switching frequency and the second switching frequency is adjusted so that the first switching frequency is a non-integer multiple of the second switching frequency.

[0098] This avoids harmonic resonance between the first ripple current of the first motor controller on the DC bus side and the second ripple current of the second motor controller on the DC bus side.

[0099] Under certain operating conditions, at least one of the first and second motors may experience a sudden load change (such as rapid acceleration). At this time, the pulse control signal corresponding to the motor changes instantaneously, but the ripple current on the DC bus side does not change due to the response delay. This causes the actual phase difference between the first and second ripple currents to deviate from the design value, resulting in the first and second ripple currents failing to achieve the expected superposition effect.

[0100] In view of this, according to some optional implementation methods, the dual-motor control method provided in this application embodiment further includes:

[0101] Obtain the first load of the first motor and the second load of the second motor.

[0102] The first phase offset of the second ripple current during the first time period is predicted based on the rate of change of the first load.

[0103] The second phase shift of the second ripple current during the first time period is predicted based on the rate of change of the second load.

[0104] The phase difference between the first pulse control signal and the second pulse control signal is adjusted according to the first phase offset and the second phase offset.

[0105] For example, a sudden load change in the first / second motor can be determined by the rate of change of the torque command of the first / second motor. For instance, the rate of change of rotational speed is greater than 50% within a predetermined time (e.g., 5 microseconds to 10 microseconds). Another example is determining a sudden load change in the drive motor by detecting changes in the accelerator pedal opening. For instance, detecting changes in the accelerator pedal opening within a preset duration (e.g., 0.5s).

[0106] According to some optional embodiments of this application, the maximum current value of the DC bus capacitor corresponding to the first motor controller and the second motor controller is less than the sum of the maximum current of the first motor and the maximum current of the second motor. Optionally, the maximum current value of the DC bus capacitor corresponding to the first motor controller and the second motor controller is less than 70% to 90% of the sum of the maximum current of the first motor and the maximum current of the second motor. It should be noted that the motor current and the output current of its corresponding motor controller are the same current.

[0107] In summary, this application generates a first pulse control signal and a second pulse control signal using the same pulse signal generation module. The first pulse control signal controls the first motor controller, and the second pulse control signal controls the second motor controller. By comparing the first switching frequency of the first motor controller with the second switching frequency of the second motor controller, when the first and second switching frequencies are equal, the phase difference between the first and second pulse control signals is controlled to be within a preset range. This reduces the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller. Therefore, the increase in ripple current on the DC bus due to the superposition of ripple currents from both motors is avoided.

[0108] Example 1

[0109] Figure 1 The flowchart of the dual-motor control method in the embodiment is shown in the reference diagram. Figure 1 Dual-motor control methods include:

[0110] S101. Obtain the first operating state of the drive motor and the second operating state of the generator.

[0111] In this design, the main function of the drive motor is to convert electrical energy into mechanical energy to provide driving power for the vehicle. It receives electrical energy from the battery or other power sources, generates rotational torque, and drives the vehicle's wheels to rotate. The drive motor's operating states can specifically include a power generation state and an electric motor state.

[0112] During normal vehicle operation, the drive motor is primarily in an electric state. At this time, the battery provides electrical energy to the drive motor. When current flows through the stator windings of the drive motor, a rotating magnetic field is generated. Under the influence of the rotating magnetic field, the rotor is driven to rotate by electromagnetic force, thereby outputting torque. The drive motor converts electrical energy into mechanical energy, which drives the vehicle forward through the transmission system.

[0113] During vehicle braking or deceleration, the drive motor can switch to generator mode. In this mode, the drive motor acts as a generator, converting the vehicle's kinetic energy into electrical energy and feeding it back to the battery or other energy storage devices. Specifically, when the vehicle brakes or decelerates, the rotation of the wheels drives the rotor of the drive motor to rotate. Due to the rotation of the rotor, an electromotive force is induced in the stator winding. Through the adjustment of the control circuit, the induced electromotive force is converted into electrical energy and stored or utilized.

[0114] In this design, the generator primarily converts mechanical energy into electrical energy. In vehicles, the generator is typically driven by the engine; when the engine runs, it drives the generator to rotate, generating electricity to power the vehicle's electrical system and charge the battery.

[0115] In this scheme, the generator's operating state can also include an electric state. For example, when the vehicle starts or is driving at low speed, the engine efficiency is low. At this time, the hybrid system may allow the generator to be used as an electric motor to provide power to the vehicle together with the drive motor, so as to improve fuel economy and reduce emissions.

[0116] Alternatively, during vehicle braking or deceleration, the generator can work with the drive motor to convert the vehicle's kinetic energy into electrical energy and store it in the battery. During subsequent acceleration, if additional power is needed, the generator can switch from generator mode to electric mode, releasing the stored electrical energy to assist in driving the vehicle.

[0117] For example, in this solution, the method of obtaining the working status of the drive motor and generator is not limited;

[0118] For example, a current sensor can be installed in the motor's drive circuit to monitor the direction and magnitude of the current in real time. By analyzing the output signal of the current sensor, the operating state of the motor can be determined. If the current sensor detects a positive current direction and the current magnitude is within the normal operating range of the motor, then the motor is in motoring mode; conversely, if the current direction is negative, then the motor is in generating mode.

[0119] Alternatively, a speed sensor can be used to measure the motor's speed, and a torque sensor can be used to measure the motor's torque. The measured speed and torque data are then compared with the theoretical characteristic curves of the motor in motoring and generating states. If the data matches the characteristic curve range for motoring, the motor is in motoring mode; if the data matches the characteristic curve for generating mode, the motor is in generating mode.

[0120] S102. Determine the phase difference between the drive motor pulse control signal and the generator pulse control signal based on the first operating state, the second operating state, and the switching frequency.

[0121] In this scheme, the drive motor pulse control signal and the generator pulse control signal can adopt PWM signals. PWM (Pulse Width Modulation) is a technique that controls analog signals by changing the pulse width. Within a certain time period, by adjusting the ratio of the duration of high and low levels, the average voltage or power of the output signal can be controlled.

[0122] For example, in this solution, the drive motor pulse control signal acts on the drive control of the bidirectional rectifier-inverter circuit matched with the drive motor, and the generator pulse control signal acts on the drive control of the bidirectional rectifier-inverter circuit matched with the generator.

[0123] Figure 2 This is a schematic diagram of the driving circuit in the embodiment, for reference. Figure 2 In this scheme, drive motor 1 is connected to the DC bus through drive motor drive circuit, and generator 2 is connected to the DC bus through generator drive circuit. Drive motor 1 and generator 2 share a DC bus capacitor.

[0124] The DC bus ripple current is generated because the DC bus ripple currents generated by drive motor 1 and generator 2 are superimposed on each other.

[0125] When the DC bus ripple current is large, the DC bus capacitor loss is large, the heat generation is serious, and the service life of the bus capacitor is affected.

[0126] For example, in this solution, the phase difference is used to reduce the DC bus ripple current generated by the drive motor and the generator.

[0127] For example, in this solution, based on the selection of the bus capacitor, the maximum current value corresponding to the bus capacitor can be less than the sum of the maximum value of the generator current and the maximum value of the drive motor current.

[0128] Under normal circumstances, the maximum current value corresponding to the bus capacitor can be less than 70% to 90% of the sum of the maximum values ​​of the generator current and the drive motor current.

[0129] For example, in this solution, the first operating state and the second operating state can be the same or different. The first operating state can be either a power generation state or a motoring state, and the second operating state can be either a power generation state or a motoring state.

[0130] When the switching frequency is constant, the phase difference between the drive motor pulse control signal and the generator pulse control signal is determined based on whether the first and second operating states are the same.

[0131] For example, in this solution, different phase differences can be used to achieve the purpose of reducing DC bus ripple current according to different combinations of the first and second operating states. The phase difference can be in the range of 0° to 360°.

[0132] In this scheme, the switching frequency is also used as one of the conditions for determining the phase difference. When the combination of the first working state and the second working state is the same, different switching frequencies can correspond to different phase differences.

[0133] Among them, for different switching frequencies, the DC bus ripple current can be compared through simulation experiments, and the phase difference can be adjusted to determine the phase difference of the DC bus ripple current that can be significantly reduced under corresponding conditions.

[0134] S103. Adjust the drive motor pulse control signal and the generator pulse control signal to output the drive motor and generator with a phase difference.

[0135] In this scheme, the switching frequencies of the drive motor pulse control signal and the generator pulse control signal are set to be the same.

[0136] In this scheme, the phase angle is defined by the ratio of the time difference between the center of the drive motor pulse control signal and the center of the motor pulse control signal to the switching cycle (determined by the switching frequency). If the time difference is 0, the phase angle is 0°, and if the time difference is 1 / 4 of the switching cycle, it is 90°.

[0137] For example, in this scheme, the center of the drive motor pulse control signal can be the moment corresponding to the midpoint of a complete high-level signal within a switching cycle; the center of the corresponding motor pulse control signal can be the moment corresponding to the midpoint of a complete high-level signal within the same switching cycle.

[0138] For example, in this solution, based on the switching frequency and the determined phase difference, the phase timing that needs to be adjusted between the drive motor pulse control signal and the motor pulse control signal can be determined. The purpose of achieving the determined phase difference between the two pulse control signals can be achieved by adjusting the generation time or duty cycle of the pulses of the drive motor pulse control signal or the motor pulse control signal.

[0139] In this solution, the phase timing that needs to be adjusted can be determined based on the software algorithm configured in the controller, and the same controller can be used to generate and output the drive motor pulse control signal and the motor pulse control signal.

[0140] For example, in this solution, the pulse generation time can be controlled by setting parameters such as the timer's initial count value, comparison value, and interrupt trigger condition within the software algorithm. Specifically, for the same phase difference, different switching frequencies require corresponding adjustments to the timer's counting frequency and initial count value. Generally, a higher switching frequency results in a higher counting frequency.

[0141] In this scheme, the drive motor pulse control signal and the generator pulse control signal, which have been adjusted for phase difference, are used to control the drive motor and the generator respectively.

[0142] For example, in this solution, the drive motor pulse control signal specifically acts on the switching transistor in the drive motor drive circuit, and the generator pulse control signal specifically acts on the switching transistor in the generator drive circuit, thereby causing the corresponding switching transistor to operate according to the specified switching frequency.

[0143] This embodiment proposes a dual-motor control method. The method includes acquiring a first operating state of the drive motor and a second operating state of the generator; determining the phase difference between the drive motor pulse control signal and the generator pulse control signal based on the first and second operating states; and using the phase-differentiated drive motor pulse control signal and generator pulse control signal to control the drive motor and generator respectively. In this scheme, the phase difference varies depending on the combination of the drive motor and generator operating states. Based on this, the operation of the drive motor and generator can be effectively coordinated, achieving optimized cooperation between different power supplies and improving the performance and stability of the entire system. Adjusting the phase difference between the control signals according to the different states of the drive motor and generator can effectively reduce the DC bus ripple current. After reducing the DC bus ripple current, without changing the DC bus capacitance in existing projects, its losses and heat generation can be reduced, improving lifespan and reliability. In new design projects, the thickness of the bus capacitor film can be reduced, the volume of the bus capacitor can be reduced, and the number of capacitor heat dissipation components can be reduced, thus lowering development costs.

[0144] exist Figure 1Based on the scheme shown, in one possible implementation, the first working state is set to include the drive motor being powered and the drive motor generating electricity, and the second working state includes the generator being powered and the generator generating electricity.

[0145] In this scheme, when the drive motor is powered and the generator is powered, the phase difference adopts the first phase difference in the first phase difference interval; when the drive motor is powered and the generator is powered, the phase difference adopts the second phase difference in the second phase difference interval; when the drive motor is powered and the generator is powered, the phase difference adopts the second phase difference in the second phase difference interval; when the drive motor is powered and the generator is powered, the phase difference adopts the first phase difference in the first phase difference interval.

[0146] For example, in this scheme, the specific ranges of the first phase difference interval and the second phase difference interval can be determined through simulation experiments.

[0147] Among them, the first phase difference selected from the first phase difference interval should be able to minimize the DC bus ripple current when the drive motor is powered and the generator is powered, and when the drive motor is powered and the generator is powered.

[0148] The second phase difference selected from the second phase difference interval should be able to minimize the DC bus ripple current when the drive motor is powered and the generator is powered, and when the drive motor generates electricity and the generator generates electricity.

[0149] In this scheme, different phase differences are used for different combinations of drive motor and generator operating states. This can avoid the situation where the DC bus ripple current increases under certain conditions due to the use of the same phase difference under different combinations of drive motor and generator operating states.

[0150] As one possible implementation, the difference between the first phase difference and the second phase difference can be 90°.

[0151] In this scheme, the difference between the first phase difference and the second phase difference is set to 90°. For different combinations of the working states of the drive motor and the generator, the ripple current generated by the two motors can be distributed more reasonably in time. When they are superimposed on the DC bus, they cancel each other out, which significantly reduces the ripple current of the DC bus.

[0152] Preferably, in this scheme, when the switching frequency is 10kHz, the first phase difference is set to 0° and the second phase difference is set to 90°. Based on the combination of the first and second working states, the phase difference between the drive motor pulse control signal and the generator pulse control signal is always 0° or 90°, which can control the DC bus ripple current within a small range.

[0153] Based on any of the aforementioned solutions, in one possible implementation, obtaining the first operating state of the drive motor and the second operating state of the generator includes:

[0154] Acquire the first position measurement data and the first current measurement data of the drive motor, and determine the first working state based on the first position measurement data and the first current measurement data;

[0155] Acquire the second position measurement data and the second current measurement data of the generator, and determine the second operating state based on the second position measurement data and the second current measurement data.

[0156] In this scheme, the operating status of the drive motor and generator is determined based on the motor current and motor position measurement data.

[0157] Specifically, for the drive motor, a first current sensor and a first position sensor can be configured. The first current sensor is used to measure the current of the drive motor, and the first position sensor is used to measure the position of the drive motor. The first position sensor can be a rotary transformer, photoelectric encoder, magnetic encoder, inductive sensor, etc.

[0158] For the generator, a second current sensor and a second position sensor can be configured. The second current sensor is used to measure the current of the generator, and the second position sensor is used to measure the position of the generator.

[0159] For example, in this solution, when the drive motor is in motoring mode, it converts electrical energy into mechanical energy. At this time, the direction of the motor current is inflow into the drive motor. The motor current waveform in motoring mode is usually relatively stable, exhibiting a regular waveform corresponding to the motor control method (such as sine wave control or square wave control).

[0160] When the drive motor is in generator mode, it converts mechanical energy into electrical energy and feeds it back to the battery or other energy storage device. In this state, the current flows in the opposite direction to that in the motoring state, exiting from the drive motor.

[0161] The current waveform in the generator state is also affected by the motor control method and feedback circuit, but it is usually significantly different from the current waveform in the motor state. By detecting changes in the direction and magnitude of the current, it can be determined whether the motor is in the generator state.

[0162] Motor position sensors can provide precise position information of the motor rotor. By continuously monitoring changes in the motor's position, the direction of rotation can be determined. In electric mode, the motor typically rotates in a predetermined direction to drive the vehicle forward or perform other mechanical actions; while in generator mode, the motor may rotate in the opposite direction due to the vehicle's inertia or external forces.

[0163] For example, in this solution, the way to determine the working state of the drive motor is basically the same as the way to determine the working state of the generator. Taking the drive motor as an example, the working state of the motor can be accurately determined by analyzing the dynamic relationship between the motor position and the motor current.

[0164] For example, if the change in motor position and the adjustment of motor current phase conform to the law of the motoring state, then the drive motor is in the motoring state; conversely, if they conform to the relationship of the generator state, then the drive motor is in the generator state.

[0165] Based on any of the aforementioned solutions, in one possible implementation, the method further includes obtaining the required torque of the entire vehicle, drive motor matching data, and generator matching data;

[0166] The frequencies of the drive motor pulse control signal and the generator pulse control signal are determined based on the vehicle's required torque, drive motor matching data, and generator matching data.

[0167] For example, in this solution, the motor matching data may include rated power (the power that the motor can output continuously under normal operating conditions); peak power (the maximum power that the motor can output in a short period of time); rated speed (the operating speed of the motor at rated power); maximum speed (the maximum speed at which the motor can operate safely), etc.

[0168] It may also include rated torque; peak torque; efficiency curve (describes the efficiency variation of the motor under different loads and speeds); speed range (the range of speed adjustment that the motor can achieve), etc.

[0169] For example, in this solution, the switching frequency corresponding to the vehicle's required torque, drive motor matching data, and generator matching data can be determined through theoretical calculations;

[0170] For example, based on parameters such as the inductance, capacitance, and resistance of the motor, the switching losses and heat generation of the power devices can be calculated, thereby determining the upper limit of the switching frequency. Based on the required torque of the vehicle and the speed characteristics of the motor, the current and power requirements of the motor can be calculated, thereby determining the lower limit of the switching frequency.

[0171] Through theoretical calculations, a preliminary range of switching frequencies can be obtained. Then, through experimental verification and optimization, the final switching frequency that meets the torque requirements of the entire vehicle can be determined.

[0172] Through experimental verification and optimization, an experimental platform for the motor drive circuit can be built. By changing the switching frequency, the performance parameters of the motor and the heat generation of the power devices can be measured. Based on the experimental results, the switching frequency can be adjusted to find an optimal switching frequency that meets the torque requirements of the vehicle while ensuring that the power devices do not overheat.

[0173] Figure 3 This is a flowchart of another dual-motor control method in the embodiments, see reference. Figure 3 Based on any of the aforementioned solutions, in one possible implementation, the method includes:

[0174] S201. Obtain the first position measurement data and the first current measurement data of the drive motor, and determine the first working state based on the first position measurement data and the first current measurement data.

[0175] S202. Obtain the second position measurement data and the second current measurement data of the generator, and determine the second operating state based on the second position measurement data and the second current measurement data.

[0176] S203. Determine the switching frequencies of the drive motor pulse control signal and the generator pulse control signal based on the vehicle's required torque, drive motor matching data, and generator matching data.

[0177] S204. Determine the phase difference between the drive motor pulse control signal and the generator pulse control signal based on the switching frequency, the first operating state, and the second operating state.

[0178] S205. Generate drive motor pulse control signals and generator pulse control signals with the same switching frequency.

[0179] S206. The drive motor and generator are controlled by the drive motor pulse control signal and the generator pulse control signal after phase difference adjustment, respectively.

[0180] For example, in this solution, a controller is used to generate drive motor pulse control signals and generator pulse control signals. The controller is configured to adjust the phase angle of the drive motor pulse control signals and generator pulse control signals at the output time of the pulse control signals after acquiring the switching frequency and phase difference of the drive motor pulse control signals and generator pulse control signals.

[0181] For example, in this scheme, the switching frequency of the drive motor pulse control signal and the generator pulse control signal is set to 10kHz, and the phase difference can be determined according to Table 1.

[0182] Table 1

[0183]

[0184] refer to Figure 4 and Figure 5 In this scheme, the phase difference between the controller control motor pulse control signal and the generator pulse control signal is always kept at 0° or 90°. Based on the optimal phase difference, the DC bus ripple current can be reduced.

[0185] For example, taking TM electric motors and GM generators with a (switching) frequency of 10kHz as an example, in a certain project, the DC bus ripple current reached 193.5A when the phase angle was 90°, and only 83A when the phase angle was 0°, a reduction of 57%.

[0186] Example 2

[0187] This embodiment proposes a dual-motor control device, including a dual-motor control unit, which includes a motor status detection module, a control signal generation module, and a control module.

[0188] The motor status detection module is used to: acquire the first operating state of the drive motor and the second operating state of the generator;

[0189] The control signal generation module is used to generate drive motor pulse control signals and generator pulse control signals with the same frequency.

[0190] The phase difference between the drive motor pulse control signal and the generator pulse control signal is determined based on the first and second operating states.

[0191] The control module is used to control the drive motor and the generator respectively using the phase difference adjusted drive motor pulse control signal and generator pulse control signal;

[0192] The phase difference is used to reduce the DC bus ripple current generated by the drive motor and generator.

[0193] For example, in this embodiment, the dual-motor control unit can be configured to implement any dual-motor control method in Embodiment 1. The implementation process and beneficial effects of the method are the same as the corresponding content described in Embodiment 1, and will not be repeated here.

[0194] Example 3

[0195] Figure 6 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0196] like Figure 6As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0197] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0198] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as battery station management methods.

[0199] In some embodiments, the battery station management method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the battery station management method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the battery station management method by any other suitable means (e.g., by means of firmware).

[0200] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0201] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0202] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0203] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0204] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0205] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0206] Example 4

[0207] This embodiment proposes a vehicle, including a motor controller, which is configured to execute any of the dual-motor control methods described in Embodiment 1. The implementation process and beneficial effects of the method are the same as the corresponding content described in Embodiment 1, and the specific details will not be described in detail here.

[0208] This application also provides embodiments as described in the following appendix:

[0209] Appendix 1. A dual-motor control method, comprising:

[0210] Obtain the first operating state of the drive motor and the second operating state of the generator;

[0211] The phase difference between the drive motor pulse control signal and the generator pulse control signal is determined based on the first operating state, the second operating state, and the switching frequency.

[0212] The switching frequencies of the drive motor pulse control signal and the generator pulse control signal are the same; the drive motor pulse control signal and the generator pulse control signal are adjusted to output to the drive motor and the generator with the phase difference, so as to reduce the superimposed DC bus ripple current generated by the drive motor and the generator.

[0213] Note that in the dual-motor control method as described in claim 1, the first working state includes driving the motor to operate while the drive motor generates electricity, and the second working state includes driving the generator to operate while the generator generates electricity.

[0214] When the drive motor is powered and the generator is generating electricity, the phase difference adopts the first phase difference in the first phase difference interval;

[0215] When the drive motor is powered and the generator is powered, the phase difference adopts the second phase difference in the second phase difference interval;

[0216] When the drive motor generates electricity and the generator generates electricity, the phase difference adopts the second phase difference;

[0217] When the drive motor generates electricity and the generator operates, the phase difference is the first phase difference.

[0218] Note 3: In the dual-motor control method as described in claim 2, the difference between the first phase difference and the second phase difference is 90°.

[0219] Appendix 4: In the dual-motor control method as described in claim 3, the switching frequency is 10kHz, the first phase difference is 0°, and the second phase difference is 90°.

[0220] Appendix 5, in the dual-motor control method as described in claim 1, obtaining the first operating state of the drive motor and the second operating state of the generator includes:

[0221] Acquire first position measurement data and first current measurement data of the drive motor, and determine the first working state based on the first position measurement data and first current measurement data;

[0222] Acquire the second position measurement data and the second current measurement data of the generator, and determine the second operating state based on the second position measurement data and the second current measurement data.

[0223] Note 6: The dual-motor control method as described in claim 1 further includes acquiring the required torque of the entire vehicle, drive motor matching data, and generator matching data;

[0224] The switching frequencies of the drive motor pulse control signal and the generator pulse control signal are determined based on the vehicle's required torque, drive motor matching data, and generator matching data.

[0225] Appendix 7. A dual-motor control device, comprising a dual-motor control unit, wherein the dual-motor control unit includes a motor status detection module, a control signal generation module, and a control module;

[0226] The motor status detection module is used to: acquire the first operating status of the drive motor and the second operating status of the generator;

[0227] The control signal generation module is used to: generate drive motor pulse control signals and generator pulse control signals with the same frequency;

[0228] The phase difference between the drive motor pulse control signal and the generator pulse control signal is determined based on the first operating state and the second operating state.

[0229] The control module is used to control the drive motor and the generator respectively using the drive motor pulse control signal and the generator pulse control signal after the phase difference adjustment;

[0230] The phase difference is used to reduce the DC bus ripple current generated by the drive motor and the generator.

[0231] Note 8. An electronic device, comprising at least one processor and a memory communicatively connected to said at least one processor;

[0232] The memory stores a computer program that can be executed by the at least one processor to enable the at least one processor to perform the dual-motor control method described in any one of Appendices 1-6.

[0233] Note 9. A computer-readable storage medium storing computer instructions for causing a processor to execute the dual-motor control method described in any one of Notes 1-6.

[0234] Note 10. A vehicle including a motor controller configured to perform the dual-motor control method described in any one of Notes 1-6.

[0235] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A dual-motor control system, characterized in that, include: A first motor and a first motor controller connected to the first motor; The second motor and the second motor controller connected to the second motor; The superposition value of the first ripple current of the first motor controller and the second ripple current of the second motor controller is 83A to 193.5A.

2. The dual-motor control system according to claim 1, characterized in that, The first motor is a drive motor, and the second motor is a generator.

3. The dual-motor control system according to claim 1 or 2, characterized in that, Also includes: 1 processor; The processor is connected to the first motor controller and the second motor controller.

4. A dual-motor control method, characterized in that, include: Send the first pulse control signal and the second pulse control signal; The first pulse signal is used to control the first motor controller, and the second pulse signal is used to control the second motor controller. Obtain the first switching frequency of the first motor controller and the second switching frequency of the second motor controller; When the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be within a preset range, so that the superposition of the first ripple current of the first motor controller and the second ripple current of the second motor controller is reduced.

5. The dual-motor control method according to claim 4, characterized in that, The preset range is [0°, 90°].

6. The dual-motor control method according to claim 4, characterized in that, The dual-motor control method further includes: The first operating state of the first motor and the second operating state of the second motor are obtained; the first operating state and the second operating state include a power generation state and a drive state; Adjust the phase difference between the first pulse control signal and the second pulse control signal according to the first operating state and the second operating state.

7. The dual-motor control method according to claim 6, characterized in that, When both the first and second operating states are in power generation mode, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 90°.

8. The dual-motor control method according to claim 6, characterized in that, When the first operating state is the power generation state and the second operating state is the driving state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 0°.

9. The dual-motor control method according to claim 6, characterized in that, When the first operating state is the driving state and the second operating state is the power generation state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 0°.

10. The dual-motor control method according to claim 6, characterized in that, When the first working state is the driving state and the second working state is the driving state, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be 90°.

11. The dual-motor control method according to any one of claims 6 to 10, characterized in that, The motor control method further includes: Acquire the first current signal and the first position signal of the first motor; The first operating state of the first motor is determined based on the first current signal and the first position signal; and the second current signal and the second position signal of the second motor are acquired. The operating state of the second motor is determined based on the second current signal and the second position signal.

12. A dual-motor control device for controlling dual motors according to any one of claims 1 to 11, characterized in that, include: The input module is configured to acquire the first switching frequency of the first controller and the second switching frequency of the second motor controller; The calculation module is configured to calculate the difference between the first switching frequency and the second switching frequency; The signal generation module is configured to generate a first pulse control signal and a second pulse control signal; Furthermore, when the first switching frequency is equal to the second switching frequency, the phase difference between the first pulse control signal and the second pulse control signal is controlled to be within a preset range.

13. An electronic device, characterized in that, It includes at least one processor and a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the dual-motor control method according to any one of claims 1-11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the dual-motor control method according to any one of claims 1-11.

15. A vehicle, characterized in that, It includes a motor controller configured to perform the dual-motor control method according to any one of claims 1-11.

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