Dual-motor linkage control method and system based on torque deviation integral compensation

Abstract

The application discloses a double-motor linkage control method and system based on torque deviation integral compensation, relates to the technical field of motor control, and comprises the following steps: S1, acquiring double-motor operation sampling records and determining a hard connection stable operation interval; S2, performing shaft two speed-up trial adjustment and speed reduction trial adjustment; S3, generating a bidirectional torque transfer ratio and a speed offset torque calibration record based on double-motor torque deviation values before and after trial adjustment; S4, accumulating a periodic torque deviation integral value to generate a torque deviation integral balance value; S5, determining a target calibration record and generating a shaft two compensation speed instruction; S6, executing the shaft two compensation speed instruction and reducing the torque deviation integral balance value; and S7, when the sign of the double-motor torque deviation value changes, restoring a shaft two instruction synchronous reference speed value, and updating the target calibration record based on an actual torque transfer ratio. The application solves the problem of insufficient torque deviation adjustment in the existing hard connection double-motor linkage control, thereby causing uneven double-motor load distribution.

Description

Technical Field

[0001] This invention relates to the field of motor control technology, specifically to a dual-motor linkage control method and system based on torque deviation integral compensation. Background Technology

[0002] With the development of servo drive, power electronic conversion, and multi-motor cooperative control technologies, motor control systems are gradually evolving from single speed control to coordinated control of speed, torque, and operational safety status. In industrial lifting, synchronous transmission, and hard-connected dual-motor drive scenarios, the controller typically combines the inverter, motor operating parameters, and speed commands to adjust the output torque, and manages the motor's operating status through torque control, speed following, and safe torque shutdown.

[0003] For example, application CN103684125B discloses motor torque control. A vehicle includes one or more inverter-powered motors, such as permanent magnet synchronous motors. In response to a torque request, a controller issues a command to the inverter, which calculates to cause the motor to produce the requested torque. One method of operating the inverter determines the command based on the ratio of rotor speed to inverter input voltage, thereby reducing approximation errors associated with multidimensional lookup tables. When the speed and the voltage change while the ratio and the torque request remain constant, the issued command generates a constant winding current in the motor with both DC and quadrature components.

[0004] For example, application CN116169899B discloses a motor safety torque shutdown device. This device includes a delayed signal output circuit and a torque cutoff circuit. The delayed signal output circuit receives a safety torque shutdown trigger signal and, based on the trigger signal, sends a cutoff enable signal to the torque cutoff circuit after a delay. The torque cutoff circuit, upon receiving the cutoff enable signal, cuts off the motor's torque control signal. This device, upon receiving the safety torque shutdown trigger signal, delays the cutoff of the motor's torque control signal to provide a certain cutoff buffer time, facilitating the execution of the buffer action. Furthermore, it can achieve motor safety torque cutoff without shutting down the gate driver power supply, reducing damage to the device, increasing its lifespan, and further ensuring the normal operation of the STO function.

[0005] However, existing technologies mainly target the generation of torque requests from a single motor, inverter control, or safe torque shutdown. For torque deviations formed during synchronous operation of hard-connected dual motors, it is difficult to continuously correct the shaft speed command based on the actual load transfer relationship, which can easily lead to problems such as insufficient adjustment of dual motor torque deviation and uneven load distribution.

[0006] Therefore, in order to address the above problems, there is an urgent need to provide a dual-motor linkage control method and system based on torque deviation integral compensation. Summary of the Invention

[0007] Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a dual-motor linkage control method and system based on torque deviation integral compensation, which solves the problem of insufficient torque deviation adjustment in existing hard-connected dual-motor linkage control, leading to uneven load distribution between the two motors.

[0008] Technical solution To achieve the above objectives, the present invention provides the following technical solution: a dual-motor linkage control method based on torque deviation integral compensation, comprising: S1, acquiring dual-motor operation sampling records, generating a shaft-2 command synchronization reference speed value, a mechanical synchronization speed deviation value, a dual-motor torque deviation value, and a common output torque value based on the dual-motor operation sampling records, and determining the hard-connection stable operating range; S2, keeping the shaft-1 speed command value unchanged within the hard-connection stable operating range, sequentially performing shaft-2 speed increase trial adjustment, restoring the shaft-2 command synchronization reference speed value, and shaft-2 deceleration trial adjustment; S3, generating a speed increase torque transfer ratio, a deceleration torque transfer ratio, and a speed offset torque calibration record based on the dual-motor torque deviation values ​​before and after the two trial adjustments; S4, without performing speed increase trial adjustment and deceleration trial adjustment... When testing and adjusting the shaft 2 compensation speed command, accumulate the periodic torque deviation integral value to generate the torque deviation integral balance value; S5, determine the target calibration record based on the shaft 2 command synchronous reference speed value and common output torque value, and generate the actual shaft 2 speed compensation amplitude and shaft 2 compensation speed command by combining the electronic gear integral compensation value; S6, execute the shaft 2 compensation speed command and stop generating new shaft 2 compensation speed commands within the response time, generate the actual torque deviation integral deduction value based on the dual motor torque deviation value and deduct the torque deviation integral balance value; S7, when the sign of the dual motor torque deviation value changes, restore the shaft 2 command synchronous reference speed value, and update the target calibration record based on the actual torque transfer ratio after executing the torque deviation integral deduction, generating the dual motor linkage control record.

[0009] The second aspect of this invention provides a dual-motor linkage control system based on torque deviation integral compensation, comprising: a dual-motor operation acquisition module for acquiring dual-motor operation sampling records, generating a shaft-2 command synchronization reference speed value, a mechanical synchronization speed deviation value, a dual-motor torque deviation value, and a common output torque value, and determining the hard-connection stable operating range; a bidirectional trial adjustment and calibration module for performing shaft-2 speed increase trial adjustment and deceleration trial adjustment within the hard-connection stable operating range, generating a speed increase torque transfer ratio, a deceleration torque transfer ratio, and a speed offset torque calibration record; a deviation integral compensation module for generating a torque deviation integral balance value, determining a target calibration record, and generating an actual shaft-2 speed compensation amplitude and a shaft-2 compensation speed command in conjunction with the electronic gear integral compensation value; and a compensation closed-loop execution module for executing the shaft-2 compensation speed command, generating an actual torque deviation integral deduction value and deducting the torque deviation integral balance value, restoring the shaft-2 command synchronization reference speed value or updating the target calibration record based on the dual-motor torque deviation value and the actual torque transfer ratio, and generating a dual-motor linkage control record.

[0010] Beneficial effects

[0011] The present invention has the following beneficial effects: (1) A dual-motor linkage control method and system based on torque deviation integral compensation, by keeping the speed command value of shaft 1 unchanged in the stable operating range of hard connection, sequentially performing shaft 2 speed increase trial adjustment, restoring the synchronous reference speed value of shaft 2 command, and shaft 2 speed decrease trial adjustment, and generating speed increase torque transfer ratio and speed decrease torque transfer ratio respectively, so that the direction difference and response amplitude of shaft 2 speed offset to the redistribution of dual motor torque can be obtained through actual trial adjustment results, avoiding the use of fixed empirical coefficients to describe the torque transfer characteristics under different operating directions, and establishing a speed offset torque calibration basis corresponding to the current hard connection mechanical characteristics for subsequent speed compensation.

[0012] (2) A dual-motor linkage control method and system based on torque deviation integral compensation, by continuously accumulating the integral value of the periodic torque deviation in the stable operating range of the hard connection without active speed adjustment to form the torque deviation integral balance value, the compensation demand reflects the magnitude and duration of the torque deviation value of the dual motors at the same time, and stops the integral accumulation during the speed increase trial adjustment, speed decrease trial adjustment and shaft 2 compensation speed command execution, thereby reducing the interference of active adjustment response and short-term torque fluctuation on the judgment of continuous load distribution offset, and improving the stability of long-term torque imbalance identification.

[0013] (3) A dual-motor linkage control method and system based on torque deviation integral compensation determines the target calibration record by synchronizing the reference speed value and the common output torque value according to the shaft two command. The torque integral response compensation amplitude, calibration speed compensation amplitude and speed compensation upper limit value are used together to determine the actual shaft two speed compensation amplitude. The shaft two compensation speed command is simultaneously constrained by the current dual-motor torque deviation value, torque deviation integral balance value, electronic gear integral compensation value and measured torque transfer capability. This can reduce the compensation insufficiency and overcompensation caused by fixed speed correction and improve the accuracy and stability of the load redistribution process of hard-connected dual motors.

[0014] (4) A dual-motor linkage control method and system based on torque deviation integral compensation freezes the new shaft 2 compensation speed command within the response time, updates the torque deviation integral balance value according to the actual torque deviation integral deduction value, and restores the shaft 2 command synchronous reference speed value in a timely manner when the sign of the dual motor torque deviation value changes. When the change of the common output torque value exceeds the limit, the state before compensation is restored. At the same time, the target calibration record is updated using the actual torque transfer ratio, so that the subsequent control cycle can inherit the real compensation effect and continuously correct the speed-up torque transfer ratio and the speed-down torque transfer ratio, thereby enhancing the adaptive capability of dual-motor linkage control to changes in mechanical load and long-term operating characteristics. Attached Figure Description

[0015] Figure 1 The flowchart shows a dual-motor linkage control method based on torque deviation integral compensation. Figure 2 The diagram shows the bidirectional trial and compensation response of a hard-connected dual-motor system. Figure 3 This is a structural diagram of a dual-motor linkage control system based on torque deviation integral compensation. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Please see Figures 1-3 This invention provides a technical solution: a dual-motor linkage control method based on torque deviation integral compensation, comprising: S1, acquire dual-motor operation sampling records, generate shaft 2 command synchronization reference speed value, mechanical synchronization speed deviation value, dual-motor torque deviation value and common output torque value based on dual-motor operation sampling records, and determine the stable operation range of hard connection; S2, within the stable operating range of the hard connection, keep the speed command value of shaft one unchanged, and sequentially execute shaft two speed increase trial adjustment, restore shaft two command synchronous reference speed value, and shaft two speed decrease trial adjustment; S3 generates acceleration torque transfer ratio, deceleration torque transfer ratio, and speed offset torque calibration records based on the torque deviation values ​​of the dual motors before and after the two trial adjustments; S4, when the speed increase test adjustment, speed decrease test adjustment and shaft 2 compensation speed command are not executed, accumulate the periodic torque deviation integral value and generate the torque deviation integral balance value; S5 determines the target calibration record based on the synchronous reference speed value and common output torque value of shaft two command, and generates the actual shaft two speed compensation amplitude and shaft two compensation speed command by combining the electronic gear integral compensation value; S6, execute the shaft 2 compensation speed command and stop generating new shaft 2 compensation speed commands within the response time, generate the actual torque deviation integral deduction value based on the dual motor torque deviation value and deduct the torque deviation integral balance value; S7 restores the shaft 2 command synchronization reference speed value when the sign of the dual motor torque deviation value changes, and updates the target calibration record based on the actual torque transfer ratio after the torque deviation integral deduction is executed, generating a dual motor linkage control record.

[0018] Specifically, the steps for obtaining dual-motor operation sampling records and determining the stable operating range of the hard-connection are as follows: The two motors drive the same mechanical load together using a hard-connection method. Shaft 1 serves as the speed following reference, and Shaft 2 follows the speed of Shaft 1 synchronously. The torque values ​​of Shaft 1 and Shaft 2 are used to characterize the actual distribution of the same mechanical load between the two motors. The actual speed values ​​of Shaft 1 and Shaft 2 are used to verify the mechanical synchronization relationship between the two motors under the hard-connection state. The control cycle number, control cycle timestamp, shaft 1 torque value, shaft 2 torque value, shaft 1 actual speed value, shaft 2 actual speed value, and shaft 1 speed command value are obtained, and then analyzed from the dual-motor control parameter table. The system reads the electronic gear ratio, integral compensation coefficient, response time, speed synchronization allowable deviation, common torque variation upper limit, speed trial adjustment step size, and speed compensation upper limit from shaft 1 to shaft 2. It then generates a dual-motor operation sampling record according to the control cycle number. The control cycle number increments by one for each cycle task executed by the motion control program. The control cycle timestamp is taken from the controller clock value at the start of the corresponding cycle task. The shaft 1 torque value and shaft 2 torque value are read from the real-time output torque fed back by the corresponding servo drive. The shaft 1 actual speed value and shaft 2 actual speed value are read from the real-time rotational speed fed back by the corresponding servo drive. The shaft 1 speed command value is read from the current control cycle and sent to the shaft 1 drive. The speed command of the actuator ensures that each sampled data point under the same control cycle number corresponds to the same sampling time. The dual-motor control parameter table stores the electronic gear ratio of shaft 1 to shaft 2, integral compensation coefficient, response time, speed synchronization allowable deviation, common torque variation upper limit, speed trial adjustment step size, and speed compensation upper limit according to the current dual-motor drive configuration. The electronic gear ratio of shaft 1 to shaft 2 uses the conversion ratio of the target speed of shaft 2 to the reference speed of shaft 1. Both the reference speed of shaft 1 and the target speed of shaft 2 use r / min as the speed unit. The electronic gear ratio of shaft 1 to shaft 2 is a dimensionless value. The speed command value of shaft 1, the actual speed value of shaft 1, and the actual speed value of shaft 2 are also included. The synchronous reference speed values ​​of shaft 1 and shaft 2 are all uniformly marked with the same speed sign according to the predetermined positive direction of motion of the common mechanical load. Positive values ​​are taken along the positive direction of motion of the common mechanical load, and negative values ​​are taken along the opposite direction. When the servo drive feedback direction of shaft 2 motor is opposite to the direction of motion of the common mechanical load due to the installation direction, the speed sign conversion is completed before generating the dual motor operation sampling record, so that shaft 1 and shaft 2 use the same mechanical motion direction as the speed sign reference. The electronic gear ratio of shaft 1 to shaft 2 is applicable to the operating range where shaft 2 synchronously follows shaft 1 and the current hard connection transmission relationship remains unchanged. The electronic gear ratio of shaft 1 to shaft 2 remains unchanged within the stable operating range of one hard connection.The response time value is the duration of waiting for the torque response to stabilize after a change in the speed command of shaft two. The allowable deviation value for speed synchronization is the maximum deviation of the actual speed of shaft two relative to the synchronization reference speed during normal operation of the hard connection. The upper limit value for common torque change is the allowable range of fluctuation in the combined output torque of the two motors under the same stable load. The speed trial adjustment step size value corresponds to the single speed offset used in subsequent speed increase and deceleration trials of shaft two. The upper limit value for speed compensation limits the maximum change in the subsequent compensated speed command of shaft two relative to the synchronization reference speed value of the shaft two command. The integral compensation coefficient value and the electronic gear ratio between shaft one and shaft two jointly participate in the generation of subsequent speed adjustment amounts.

[0019] The speed command value of shaft one is multiplied by the electronic gear ratio between shaft one and shaft two to generate the synchronous reference speed value of shaft two. For example, when the speed command value of shaft one is 600 r / min and the electronic gear ratio between shaft one and shaft two is 1.0, the synchronous reference speed value of shaft two is 600 r / min; when the speed command value of shaft one is -600 r / min and the electronic gear ratio between shaft one and shaft two is still 1.0, the synchronous reference speed value of shaft two is -600 r / min, thus maintaining the same electronic gear ratio relationship during forward and reverse operation. The mechanical synchronization speed deviation value is generated by subtracting the product of the actual speed value of shaft one and the electronic gear ratio between shaft one and shaft two from the actual speed value of shaft two. The dual-motor torque deviation value is generated by subtracting the torque value of shaft two from the torque value of shaft one. The torque values ​​of shaft one and shaft two are then compared. The values ​​are added together to generate a common output torque value. The synchronous reference speed value of shaft 2 is used to maintain the electronic gear ratio between the speed commands of shaft 2 and shaft 1. The mechanical synchronous speed deviation value is based on the speed calculated from the actual speed value of shaft 1 through the electronic gear ratio of shaft 1 to shaft 2. A mechanical synchronous speed deviation value close to zero indicates that the two hard-connected motors maintain mechanical synchronization in the current control cycle. A positive dual-motor torque deviation value indicates that the torque value of shaft 1 is greater than that of shaft 2, and a negative dual-motor torque deviation value indicates that the torque value of shaft 1 is less than that of shaft 2. The common output torque value is used to distinguish between the torque redistribution between the two motors and the overall change in the external mechanical load. When the dual-motor torque deviation value changes and the common output torque value remains stable, the torque change is attributed to the change in load distribution between the two motors.

[0020] The dual-motor operation sampling records are continuously read until the continuous sampling duration reaches the response time value. When the shaft-one speed command value remains the same, the absolute value of the synchronous speed deviation of each machine is not greater than the speed synchronization allowable deviation value, and the difference between the maximum and minimum values ​​of the common output torque is not greater than the upper limit value of the common torque change, the corresponding continuous sampling interval is determined as the hard-connected stable operation interval. In specific execution, any control cycle is used as a candidate starting point, and subsequent dual-motor operation sampling records are continuously read according to the control cycle number until the duration between the timestamp of the candidate starting point control cycle and the timestamp of the current control cycle reaches the response time value. Then, it is checked whether the shaft-one speed command values ​​within the corresponding continuous sampling interval are consistent. Keeping them the same, calculate the absolute value of each mechanical synchronization speed deviation value, and extract the maximum and minimum values ​​of the common output torque value from the corresponding continuous sampling interval; retain the corresponding continuous sampling interval when all three conditions are met, and re-establish the continuous sampling interval from the next control cycle when any condition is not met; limit the two motors to be in a hard-connected synchronous operation state by using the mechanical synchronization speed deviation value, eliminate the torque dynamic response caused by the change of the reference speed command by keeping the speed command value of shaft one the same, and eliminate the total torque change caused by the significant change of the external mechanical load by limiting the fluctuation of the common output torque value, so that the subsequent speed increase and speed decrease test adjustments of shaft two can be performed in a mechanical synchronization state and a stable load state.

[0021] In this implementation plan, by unifying the speed command value of shaft one, the mechanical synchronization speed deviation value, and the common output torque value, the torque deviation value of the two motors can be identified under the condition of mechanical synchronization and limited load changes. This provides a consistent operating benchmark for subsequent speed increase, speed decrease and speed compensation of shaft two, and reduces the interference of external load fluctuations on torque distribution judgment.

[0022] Specifically, within the stable operating range of the hard-connection system, keeping the speed command value of shaft one constant, the following steps are taken to sequentially perform speed increase trial adjustment of shaft two, restore the synchronous reference speed value of shaft two, and speed decrease trial adjustment of shaft two: Both motors drive the same mechanical load through a rigid connection mechanism. Shaft two follows shaft one using a synchronous periodic speed method. Both speed increase and speed decrease trials only change the speed command value of shaft two, while the speed command value of shaft one remains unchanged throughout the two trials. Under the constraints of the hard connection, the actual speed value of shaft one and the actual speed value of shaft two remain mechanically synchronized, and the speed command value of shaft two is synchronized relative to the shaft two command. After a slight offset in the reference speed value, the speed deviation of the shaft 2 speed loop changes accordingly, and the output torque response of the shaft 2 driver changes. This alters the distribution relationship between the torque values ​​of shaft 1 and shaft 2 via a rigid connection mechanism. Thus, the redistribution of torque under the same mechanical load characterizes the direction and magnitude of the speed offset's influence on the torque deviation of the dual motors. After the continuous sampling time reaches the response time value and a stable operating range with a hard connection is established, the current shaft 2 command synchronous reference speed value is read, and the first trial-adjustment reference torque deviation value and the first trial-adjustment reference common output torque value are recorded, maintaining the shaft 1 speed command... The command value remains unchanged. The speed command value for shaft two is increased by a speed trial adjustment step value from the shaft two command synchronization reference speed value, while maintaining a response time value. The first trial adjustment reference torque deviation value is taken as the dual-motor torque deviation value corresponding to the end control cycle of the hard-connected stable operation range. The first trial adjustment reference common output torque value is taken as the common output torque value corresponding to the same control cycle. The speed trial adjustment step value is selected within the range of 0.1% to 0.5% of the absolute value of the shaft two command synchronization reference speed value and is written into the current control task from the dual-motor control parameter table. The response time value is taken as 0.20s to 0.80s, according to... The measured duration for the actual speed and torque values ​​of shaft two to enter a stable state after a step change in the speed command of shaft two is determined. After the speed increase test begins, the torque values ​​of shaft one, shaft two, actual speed of shaft one, and actual speed of shaft two are continuously read using the control cycle timestamp as the sampling time base. The mechanical synchronous speed deviation value, dual motor torque deviation value, and common output torque value are regenerated cycle by cycle. Within one response time value, the speed command value of shaft two is kept unchanged, and the generation of new compensation speed commands for shaft two is stopped, so that the torque change at the end of the speed increase test corresponds to the current speed test step value.

[0023] The shaft 2 speed command value is restored to the shaft 2 command synchronization reference speed value and maintained for one response time value. Within the response time value maintained after restoring the shaft 2 command synchronization reference speed value, the mechanical synchronization speed deviation value is checked every control cycle. The maximum and minimum values ​​are calculated based on all common output torque values ​​corresponding to the response time value. When the absolute value of each mechanical synchronization speed deviation value is not greater than the speed synchronization allowable deviation value and the difference between the maximum and minimum values ​​of the common output torque value is not greater than the common torque change upper limit value, the second trial adjustment reference torque deviation value and the second trial adjustment reference common output torque value are recorded. Then, the shaft 2 speed command value is reduced by one speed trial adjustment step value from the shaft 2 command synchronization reference speed value and maintained for one response time value. After the speed command value of shaft 2 is restored, the dual-motor operation sampling records of the recovery phase are continuously read according to the control cycle number. At the end of the response time value, the mechanical synchronous speed deviation value and the common output torque value are verified again. The second trial adjustment reference torque deviation value is taken as the dual-motor torque deviation value at the end of the control cycle of the recovery phase, and the second trial adjustment reference common output torque value is taken as the common output torque value of the same control cycle to isolate the residual torque response generated by the speed-up trial adjustment. After the speed-down trial adjustment begins, the same sampling time base as the speed-up trial adjustment is used to continuously read the torque value of shaft 1, the torque value of shaft 2, the actual speed value of shaft 1, and the actual speed value of shaft 2, and at one response time... Within the interval, the speed command value of shaft 2 is kept at the shaft 2 command synchronization reference speed value minus the speed trial adjustment step size value, so that the acceleration trial adjustment and deceleration trial adjustment use the same speed bias amplitude and the same response duration. When the response time value corresponding to the deceleration trial adjustment ends, the shaft 1 torque value, shaft 2 torque value, shaft 1 actual speed value and shaft 2 actual speed value of the current control cycle are read to generate the mechanical synchronization speed deviation value, dual motor torque deviation value and common output torque value corresponding to the end of the deceleration trial adjustment. After the sampling of the control cycle is completed, the shaft 2 speed command value is immediately restored to the shaft 2 command synchronization reference speed value, so that shaft 2 exits the deceleration trial adjustment bias state.

[0024] In this implementation plan, speed-up and speed-down adjustments are performed with the axis-2 command synchronization reference speed value as the center. This allows the two adjustment directions to form comparable torque responses under the same mechanical synchronization state, common output torque state, and response time, providing a unified data basis for the generation of speed-up torque transfer ratio, speed-down torque transfer ratio, and speed offset torque calibration records.

[0025] Specifically, the steps for generating the speed increase torque transfer ratio, deceleration torque transfer ratio, and speed offset torque calibration record based on the dual-motor torque deviation values ​​before and after two trial adjustments are as follows: At the end of the speed increase trial adjustment, the final control cycle corresponding to the response time value of the speed increase trial adjustment is used as the time point for taking the speed increase trial adjustment value. The torque values ​​of shaft one, shaft two, mechanical synchronization speed deviation, and common output torque value corresponding to the same control cycle number are read. At the end of the deceleration trial adjustment, the final control cycle corresponding to the response time value of the deceleration trial adjustment is used as the time point for taking the deceleration trial adjustment value. The corresponding data is read in the same way, so that both trials use the torque state after the speed offset maintains a complete response time value as the comparison object. The speed increase trial adjustments are then performed separately. The torque deviation values ​​for acceleration and deceleration are generated by subtracting the corresponding torque value for shaft 2 from the torque value of shaft 1 at the end of the deceleration test. When the two motors share the mechanical load using a hard connection, the speed command value of shaft 2 will have a speed offset relative to the synchronous reference speed value of shaft 2, which will change the torque output demand formed by the speed loop of shaft 2. Under the condition that the actual mechanical speed is still constrained by the hard connection relationship, the torque values ​​of shaft 1 and shaft 2 will be redistributed. Therefore, the change in the torque deviation value of the two motors before and after the test is used to characterize the torque transfer caused by the speed offset. The control relationship of shaft 2 following shaft 1 using a synchronous periodic speed method and reducing the torque difference between the two shafts by adjusting the speed of shaft 2 is consistent with this test process. If the absolute values ​​of the mechanical synchronization speed deviations during both the acceleration and deceleration trial periods are not greater than the allowable speed synchronization deviation, and the range of the corresponding common output torque values ​​is not greater than the upper limit of the common torque change, the corresponding speed trial records are retained. The range of the common output torque values ​​is the result of subtracting the minimum value from the maximum value of the common output torque values ​​during the corresponding trial period. The mechanical synchronization speed deviation is used to confirm that the change in the shaft 2 speed command has not disrupted the hard connection synchronization of the dual motors, and the range of the common output torque values ​​is used to confirm that the total mechanical load demand during the trial period has not changed beyond the upper limit of the common torque change. The retained speed trial records are written with the control cycle timestamp, mechanical synchronization speed deviation value, common output torque value, and dual motor torque deviation value at the end of the trial period according to the control cycle number, so that subsequent torque transfer calculations only use the trial results with stable synchronization and limited changes in common load.

[0026] When retaining corresponding speed adjustment records for both acceleration and deceleration adjustments, the acceleration adjustment torque transfer value is generated by subtracting the acceleration adjustment torque deviation value from the first adjustment reference torque deviation value, and the deceleration adjustment torque transfer value is generated by subtracting the second adjustment reference torque deviation value from the deceleration adjustment torque deviation value. The acceleration adjustment torque transfer value represents the magnitude of change in the dual-motor torque deviation value in the decreasing direction after the shaft 2 speed command value is increased by one speed adjustment step value, and the deceleration adjustment torque transfer value represents the magnitude of change in the dual-motor torque deviation value in the increasing direction after the shaft 2 speed command value is decreased by one speed adjustment step value. The two torque transfer values ​​are processed using opposite adjustment directions and corresponding reference states. The calculations are performed to retain the torque distribution responses generated by the positive and negative biases of the speed command for shaft 2. When the speed trial step value is a speed increment value that is greater than zero, and both torque transfer values ​​are greater than zero, they are divided by the speed trial step value to generate the speed increase torque transfer ratio and the speed decrease torque transfer ratio. The speed increase torque transfer ratio represents the decrease in the dual-motor torque deviation value generated by each unit increase in the speed command value for shaft 2, and the speed decrease torque transfer ratio represents the increase in the dual-motor torque deviation value generated by each unit decrease in the speed command value for shaft 2. The two torque transfer ratios are used as the actual calibration basis for calculating the shaft 2 speed compensation amplitude when the subsequent torque deviation integral balance is positive and negative, respectively.

[0027] The average of the common output torque values ​​of the first and second trial adjustment references is used as the calibration common output torque value. The common output torque value of the first trial adjustment reference corresponds to the stable operating state of the hard connection before the start of the speed-up trial adjustment, and the common output torque value of the second trial adjustment reference corresponds to the operating state after the speed-up trial adjustment ends and the shaft two command synchronization reference speed value is restored, and the stable conditions are reached again. The two reference states use the same shaft two command synchronization reference speed value, and both meet the stability conditions of mechanical synchronization speed deviation value and common output torque value. Therefore, the common output torque values ​​of the two references reflect the mechanical load level at two stable time points before and after the trial adjustment under the same synchronous operating speed. The arithmetic mean of the two reference common output torque values ​​is taken to obtain the center value of the common output torque between the two stable reference points, and the center value of the common output torque is used as the calibration load level corresponding to the current speed offset torque calibration record. In practice, when the common output torque value of the first trial adjustment reference is 120.0 N·m and the common output torque value of the second trial adjustment reference is 119.8 N·m, the calibrated common output torque value is 119.9 N·m. Both reference states are within the allowable common output torque fluctuation range, so 119.9 N·m is used to characterize the common load condition corresponding to the current speed offset torque calibration record. If the range of the common output torque values ​​exceeds the upper limit of the common torque change during the trial adjustment, the corresponding speed trial adjustment record will not be retained, and the corresponding trial adjustment result will not be used to generate the calibrated common output torque value. This is to avoid continuing to use the average result of the two reference common output torque values ​​when the mechanical load changes significantly. The calibrated common output torque value, the shaft two command synchronization reference speed value, the speed increase torque transfer ratio, the speed decrease torque transfer ratio, and the response time value will be written into the speed offset torque calibration record. The calibrated common output torque value represents the mechanical load level corresponding to the current speed offset torque calibration record, and the shaft two command synchronization reference speed value represents the synchronous running speed corresponding to the current speed offset torque calibration record. Subsequently, the speed offset torque calibration record will be matched according to the shaft two command synchronization reference speed value and the common output torque value so that the torque transfer ratio is called under similar running speed and similar mechanical load conditions. If any speed trial adjustment record is not retained or any torque transfer value is not greater than zero, the current speed trial adjustment result will be deleted, and the speed increase trial adjustment and speed decrease trial adjustment will be re-executed in the next hard-connected stable operating range.

[0028] In this implementation plan, by establishing the speed increase torque transfer ratio and the speed decrease torque transfer ratio respectively, the torque distribution response corresponding to the positive and negative speed bias of shaft 2 is characterized. Combined with the shaft 2 command synchronous reference speed value and the calibration common output torque value, a speed bias torque calibration record is formed, providing a calibration basis for calling the corresponding torque transfer relationship under different operating conditions.

[0029] Specifically, the steps for generating the torque deviation integral balance value are as follows: Within the hard-connected stable operating range before the execution of speed increase / deceleration test adjustments and shaft 2 compensation speed commands, the torque deviation values ​​of the two motors are continuously read according to the control cycle number. When entering the hard-connected stable operating range where the integral condition is first met, the torque deviation integral balance value is initialized to zero, and the dual-motor operation sampling records are processed one by one in ascending order of control cycle number. The dual-motor torque deviation value is obtained by subtracting the shaft 2 torque value from the shaft 1 torque value. A positive value corresponds to the operating state where shaft 1 bears a higher torque than shaft 2, and a negative value corresponds to the operating state where shaft 1 bears a lower torque than shaft 2. When the two motors are hard-connected and jointly drive the mechanical load, the dual-motor torque deviation value maintains the same sign for multiple consecutive control cycles. The difference reflects the continuous accumulation of torque distribution offset in the time direction. The control relationship of axis 2 adopting synchronous periodic speed following axis 1 and adjusting speed according to the torque difference between the two axes is consistent with the processing method of using the torque deviation value of the dual motors as the input for subsequent speed adjustment. The control cycle duration is 10ms to 100ms, determined according to the periodic task execution cycle of the motion controller and the status feedback refresh cycle of the servo driver. The control cycle setting remains unchanged during the execution of the same control task. In specific implementation, the control cycle duration can be 50ms. The difference between the timestamps of two adjacent control cycles is multiplied by the torque deviation value of the dual motors in the next control cycle to generate the periodic torque deviation integral value. The torque deviation integral values ​​of each cycle are accumulated sequentially according to the positive and negative signs to generate the torque deviation integral balance value.

[0030] In specific calculations, the current integration time length is generated by subtracting the previous control cycle timestamp from the subsequent control cycle timestamp. This current integration time length is then multiplied by the dual-motor torque deviation value corresponding to the next control cycle to obtain the cycle torque deviation integral value for the current control cycle. The torque values ​​for shaft one and shaft two use the same torque unit, and the control cycle timestamps use the same time unit, ensuring a consistent torque-time dimension for the cycle torque deviation integral value. The dual-motor torque deviation value of the next control cycle is used as the integral value for the current adjacent control cycle interval, ensuring that each cycle torque deviation integral value corresponds to the period from the previous control cycle timestamp to the next control cycle timestamp. The actual time interval formed by the control cycle timestamp; for example, if the control cycle duration is 0.05s, and the timestamps of three adjacent control cycles are 0s, 0.05s, and 0.10s respectively, and the dual-motor torque deviation values ​​for the latter two control cycles are 7.2N·m and 6.9N·m respectively, then the integral values ​​of the cycle torque deviation generated by the first two adjacent control cycles are 0.36N·m·s and 0.345N·m·s respectively, which are accumulated to obtain 0.705N·m·s; algebraically accumulated item by item according to the control cycle number, adding the torque deviation integral balance value when the integral value of the cycle torque deviation is positive, and the cycle torque deviation product... When the score is negative, the torque deviation integral balance is reduced, so that the torque deviation value of the dual motors that exists continuously in the same direction increases with the duration to form a larger torque deviation integral balance. When the torque deviation value of the dual motors changes in the opposite direction, the existing torque deviation integral balance is reduced by the periodic torque deviation integral value with the opposite sign. The timestamps of two adjacent control cycles must satisfy the condition that the timestamp of the later control cycle is greater than the timestamp of the earlier control cycle. Dual motor operation sampling records that do not satisfy the time increment relationship are not included in the current integral calculation, and the calculation continues from the next set of adjacent control cycles with incrementing timestamps to maintain the continuity of the integral time direction. At the same time, the adjacent two When the difference between the control cycle number and the previous control cycle number in the dual-motor operation sampling records is not 1, it is determined that there is a missing control cycle record between the two records. The records at both ends of the missing interval are not used to generate the integral value of the periodic torque deviation. Instead, the integral value of the periodic torque deviation is regenerated from the adjacent records with consecutive control cycle numbers and increasing control cycle timestamps after the missing interval. This avoids using a single torque sampling value that spans the missing interval to represent the entire missing period. When the control cycle numbers are consecutive but the actual time interval has periodic task jitter, the actual difference between the timestamps of the two control cycles is still used to calculate the current integral time length.

[0031] When executing speed adjustment, deceleration adjustment, or shaft 2 compensation speed commands, the accumulation is stopped and the current torque deviation integral balance is retained. During the period of stopped accumulation, the torque deviation value of the dual motors caused by actively changing the shaft 2 speed command value is not written into the periodic torque deviation integral value, so as to avoid the active torque transfer formed by speed adjustment, deceleration adjustment, and shaft 2 compensation speed commands from entering the continuous deviation accumulation result. After the shaft 2 speed command is restored to the shaft 2 command synchronous reference speed value and the hard-connected stable operating range is re-established, the retained torque deviation integral balance value is used as the starting value for continued accumulation. The periodic torque deviation integral value continues to be generated from the first integrable control cycle of the hard-connected stable operating range, so that the torque deviation integral balance value continuously represents the continuous torque deviation that has not been eliminated by active speed adjustment. Under the condition that the current control task and the electronic gear ratio of shaft 1 to shaft 2 remain unchanged, and the two servo drives remain in normal enabled state. When integration is stopped because the conditions for a stable hard-connection operating range are not yet met, the current torque deviation integral balance is retained. Accumulation continues after the stable hard-connection operating range is re-established. When the motion control program reinitializes the current control task, any servo drive malfunctions and exits the normal enable state, or the electronic gear ratio between shaft one and shaft two changes, the current integration is stopped and the torque deviation integral balance is cleared to zero. Accumulation starts from zero after the corresponding state is restored and the stable hard-connection operating range is re-established. When the sign of the torque deviation value of the dual motors changes during the compensation response, the torque deviation integral balance is cleared to zero according to the subsequent control flow. When the change in the common output torque exceeds the upper limit of the common torque change, the torque deviation integral balance before the compensation command was sent is restored according to the subsequent control flow. This allows the balance to be inherited for normal pauses, re-initialized when the control basis changes, and the corresponding recovery processing for abnormal compensation branches.

[0032] In this implementation scheme, by continuously accumulating the torque deviation value of the two motors and stopping the accumulation during the speed increase trial adjustment, speed decrease trial adjustment and shaft 2 compensation speed command execution, the torque deviation integral balance value can simultaneously reflect the magnitude and duration of the torque deviation, and reduce the impact of torque changes caused by active speed adjustment on the continuous deviation accumulation result.

[0033] Specifically, the steps for determining the target calibration record are as follows: The speed offset torque calibration record is used to save the relationship between the speed offset of shaft 2 and the torque deviation value of the dual motors after the speed increase and deceleration test adjustments. The synchronous reference speed value of shaft 2 command represents the synchronous operating speed reference when the speed offset torque calibration record is formed. The calibration common output torque value represents the mechanical load level when the speed offset torque calibration record is formed. Since the dual motors share the mechanical load in a hard connection manner, shaft 2 follows shaft 1 with synchronous periodic speed. By adjusting the speed of shaft 2, the distribution relationship between the torque value of shaft 1 and the torque value of shaft 2 is changed. Therefore, when calling the speed increase torque transfer ratio and the deceleration torque transfer ratio in the future, it is necessary to make the operating speed and mechanical load corresponding to the speed offset torque calibration record as close as possible to the current operating state. When the torque deviation integral balance is not zero and a speed offset torque calibration record exists, the speed offset torque calibration records are sorted from smallest to largest by the absolute value of the difference between the shaft 2 command synchronization reference speed value and the current shaft 2 command synchronization reference speed value. If the absolute values ​​of the differences are the same, they are sorted from smallest to largest by the absolute value of the difference between the calibrated common output torque value and the current common output torque value. The first speed offset torque calibration record is determined as the target calibration record. In specific execution, for each speed offset torque calibration record, the absolute value of the shaft 2 command synchronization reference speed value minus the current shaft 2 command synchronization reference speed value is first calculated. This absolute value is used as the first sorting criterion, prioritizing the speed offset torque calibration record whose synchronous running speed is closest to the current shaft 2 command synchronization reference speed value. If the first sorting criteria are consistent, the absolute value of the calibrated common output torque value minus the current common output torque value is then calculated. The absolute value is used as the second sorting criterion, prioritizing speed offset torque calibration records whose mechanical load level is closer to the current common output torque value. Each speed offset torque calibration record is written to the storage area in the order of its generation, and the writing order remains unchanged during subsequent calls. When the first and second sorting criteria are consistent, the speed offset torque calibration record generated earlier is arranged first, and the first speed offset torque calibration record generated earlier is determined as the target calibration record, so that the target calibration record under the same speed difference and the same common output torque difference remains unique. The sorting relationship of prioritizing the shaft two command synchronization reference speed value and calibrating the common output torque value is adopted, so that the target calibration record first matches the shaft two speed following reference, and then matches the common load level under similar synchronous running speed, reducing the offset caused by changes in running speed and mechanical load on the reuse of torque transfer relationship.

[0034] When the integral balance of torque deviation is greater than zero, the acceleration torque transfer ratio in the target calibration record is read; when the integral balance of torque deviation is less than zero, the deceleration torque transfer ratio is read. A torque deviation integral balance greater than zero indicates that after continuous control cycles, the torque value of shaft one remains positively higher than that of shaft two. The acceleration torque transfer ratio originates from the acceleration trial adjustment of shaft two and represents the magnitude of change in the torque deviation of the dual motors in the decreasing direction after the speed command value of shaft two increases by a unit speed. Therefore, the acceleration torque transfer ratio is read to determine the speed compensation scale to be used when increasing the speed command value of shaft two. A torque deviation integral balance less than zero indicates that the torque distribution trend after continuous accumulation is reversed. The deceleration torque transfer ratio originates from the deceleration trial adjustment of shaft two and represents the magnitude of change in the torque deviation of the dual motors in the increasing direction after the speed command value of shaft two decreases by a unit speed. Therefore, the deceleration torque transfer ratio is read to determine the speed compensation scale to be used when decreasing the speed command value of shaft two.

[0035] When the integral balance of the torque deviation is zero, no axle 2 compensation speed command is generated. If there is no speed offset torque calibration record, the speed increase and speed decrease tests are re-executed. A zero integral balance of the torque deviation indicates that the current continuous torque deviation has not formed an integral balance that needs to be released. The axle 2 speed command value is kept at the axle 2 command synchronization reference speed value. When there is no speed offset torque calibration record, the current operating state lacks a torque transfer scale confirmed by bidirectional testing. Therefore, the axle 2 compensation speed command is not directly generated based on the uncalibrated relationship. After a stable operating range of hard connection is re-established, the speed offset torque calibration record is established through speed increase and speed decrease tests before entering the target calibration record determination process.

[0036] In this implementation scheme, the target calibration record is screened by the synchronous reference speed value of shaft 2 command and the torque value output by calibration. The corresponding torque transfer ratio is called according to the positive and negative directions of the torque deviation integral balance value, so that the actual shaft 2 speed compensation amplitude adopts the calibration basis that matches the current synchronous running speed, mechanical load level and torque deviation direction.

[0037] Specifically, the steps for generating the actual shaft 2 speed compensation amplitude and shaft 2 compensation speed command are as follows: After determining the target calibration record, read the dual-motor torque deviation value, torque deviation integral balance value, and shaft 2 command synchronization reference speed value for the current control cycle. Simultaneously, read the shaft 1 to shaft 2 electronic gear ratio, integral compensation coefficient value, and speed compensation upper limit value from the dual-motor control parameter table. Also, read the acceleration torque transfer ratio, deceleration torque transfer ratio, and response time value from the target calibration record. The integral compensation coefficient value is determined during the dual-motor commissioning phase based on the speed command change, dual-motor torque deviation value, and corresponding response duration, and is calculated according to the speed command used by the shaft 2 driver. The unit completes the engineering dimension conversion so that the subsequently generated torque integral response compensation amplitude adopts the same speed unit as the synchronous reference speed value of shaft 2 command; the torque value of shaft 1, the torque value of shaft 2, and the torque deviation value of the dual motors adopt N·m as the torque unit, the torque deviation integral balance value adopts N·m·s as the torque time unit, the response time value adopts s as the time unit, and the synchronous reference speed value of shaft 2 command, the actual shaft 2 speed compensation amplitude, and the shaft 2 compensation speed command adopt r / min as the speed unit; the electronic gear ratio of shaft 1 to shaft 2 is a dimensionless value, and the engineering unit of the integral compensation coefficient value is set to (r / min) / (N·m)², so that the electronic gear ratio of shaft 1 to shaft 2 is consistent with the speed unit of the dual motors. The product of the gear ratio and the integral compensation coefficient has engineering units of (r / min) / (N·m)². In practice, the integral compensation coefficient can be selected within the range of 0.01 (r / min) / (N·m)² to 0.08 (r / min) / (N·m)². The integral compensation coefficient is gradually increased during the dual-motor commissioning phase. The shaft-two speed compensation amplitude generated under the same torque deviation condition and the corresponding dual-motor torque deviation value at the end of the response time are recorded. The final value is determined based on the trial results where the shaft-two speed compensation amplitude does not continuously reach the upper limit of speed compensation and the compensation response can maintain the mechanical synchronization speed deviation value within the allowable speed synchronization deviation range. The integral compensation coefficient value is used to determine the torque integral response compensation amplitude corresponding to the same dual-motor torque deviation value and torque deviation integral balance value. When the integral compensation coefficient value is increased, the torque integral response compensation amplitude corresponding to the same dual-motor torque deviation value and torque deviation integral balance value increases. When the integral compensation coefficient value is decreased, the torque integral response compensation amplitude decreases. Therefore, the integral compensation coefficient value is determined by debugging to match the speed compensation gain corresponding to the electronic gear proportional relationship with the torque response scale of the current hard-connected dual motors. The response time value adopts the torque response duration corresponding to the formation of the current target calibration record to ensure that the subsequent compensation calculation is consistent with the speed offset response scale corresponding to the target calibration record. The response time value is the amount of time that is greater than zero, and it adopts the aforementioned 0.20s to 0.The response time range is 80 seconds. After determining the target calibration record, the electronic gear ratio between shaft 1 and shaft 2 is multiplied by the integral compensation coefficient to generate the electronic gear integral compensation value. This value represents the engineering gain that converts the instantaneous and continuous torque deviations of the two motors into the speed adjustment amplitude of shaft 2 under the current electronic gear ratio between shaft 1 and shaft 2. The electronic gear integral compensation value uses the same engineering units (r / min) / (N·m)² as the integral compensation coefficient value and is determined based on the electronic gear ratio between shaft 1 and shaft 2 and the integral compensation coefficient value; no separate independent calibration parameter is set.

[0038] The torque integral response compensation amplitude is generated by multiplying the absolute value of the dual-motor torque deviation, the electronic gear integral compensation value, and the absolute value of the torque deviation integral balance in the current control cycle by the response time value; the specific formula for calculating the torque integral response compensation amplitude is as follows: ; In the formula, This indicates the magnitude of the torque integral response compensation. This indicates the torque deviation value of the two motors in the current control cycle. This indicates the electronic gear ratio between shaft one and shaft two. This represents the integral compensation coefficient value. This represents the integral balance of the torque deviation. This represents the response time value; where, This represents the integral compensation value of the electronic gear system.

[0039] The absolute value of the dual-motor torque deviation in the current control cycle represents the instantaneous imbalance between the torque values ​​of shaft one and shaft two at the current moment. The absolute value of the torque deviation integral balance represents the degree of cumulative continuous torque deviation that has not yet been released during the stable operation of the hard connection. Dividing the torque deviation integral balance by the response time value yields the average continuous torque deviation scale corresponding to the current compensation response cycle. Multiplying this by the dual-motor torque deviation value in the current control cycle ensures that the speed adjustment is constrained by both the current instantaneous torque imbalance and the historical continuous torque imbalance. In terms of engineering dimensions, |ΔT| is in N·m, |J| / Tr is in N·m, and the unit of the electronic gear integral compensation value is (r / min) / (N·m)², multiplying the three values ​​gives r / min. Therefore, the torque integral response compensation amplitude and the synchronous reference speed value of shaft two are in the same speed unit. For example, when the electronic gear ratio between shaft one and shaft two is 1.0, the integral compensation coefficient is 0.035(r / min) / (N·m)², the torque deviation of the dual motors in the current control cycle is 6.2N·m, the torque deviation integral balance is 2.055N·m·s, and the response time is 0.40s, the electronic gear integral compensation value is 0.035(r / min) / (N·m)², and the torque integral response compensation amplitude is 6.2×0.035×2.055÷0.40, which is approximately 1.115r / min.

[0040] The absolute value of the torque deviation integral balance is divided by the response time value and the acceleration torque transfer ratio or deceleration torque transfer ratio read from the target calibration record to generate the calibration speed compensation amplitude. Specifically, when the torque deviation integral balance is greater than zero, the acceleration torque transfer ratio is read, the absolute value of the torque deviation integral balance is first divided by the response time value, and then the result is divided by the acceleration torque transfer ratio; when the torque deviation integral balance is less than zero, the deceleration torque transfer ratio is read, the absolute value of the torque deviation integral balance is first divided by the response time value, and then the result is divided by the deceleration torque transfer ratio. Since the sign of the torque deviation integral balance is uniquely determined within the same control cycle, only one of the acceleration torque transfer ratio or deceleration torque transfer ratio participates in the calculation of the current calibration speed compensation amplitude. Therefore, a unique calibration speed compensation amplitude is generated for the current control cycle. Before calculating the calibration speed compensation amplitude, verify that the response time value is greater than zero, and verify that the speed increase torque transfer ratio or speed decrease torque transfer ratio corresponding to the sign of the current torque deviation integral balance value is greater than zero; the speed increase torque transfer ratio and speed decrease torque transfer ratio in the target calibration record are both formed by dividing the torque transfer value by the speed trial adjustment step size value that is greater than zero. Only when the corresponding speed trial adjustment record is retained and the corresponding torque transfer value is greater than zero is it written to the speed offset torque calibration record. Therefore, the speed increase torque transfer ratio and speed decrease torque transfer ratio that are written normally are all valid positive values; read the target During calibration, the validity of the values ​​is verified again. If any of the following occurs: the response time value is not greater than zero, the torque transfer ratio to be read is not greater than zero, or the corresponding value is missing, the current calibration speed compensation amplitude calculation is not performed, the current axle 2 compensation speed command is not generated, and the corresponding invalid speed offset torque calibration record is deleted. After the hard connection stable operating range is re-established, the speed increase and speed decrease tests are re-executed. When the verification is passed, the calibration speed compensation amplitude is calculated back according to the torque release requirement corresponding to the current torque deviation integral balance value to determine the speed offset amplitude that axle 2 needs to generate.

[0041] The minimum value among the torque integral response compensation amplitude, the calibrated speed compensation amplitude, and the speed compensation upper limit is taken as the actual shaft 2 speed compensation amplitude. Among them, the torque integral response compensation amplitude corresponds to the response scale formed by the current dual motor torque deviation value and the degree of continuous accumulation, the calibrated speed compensation amplitude corresponds to the torque transfer scale obtained by the actual speed increase trial and deceleration trial, and the speed compensation upper limit corresponds to the single speed offset boundary that the shaft 2 driver can apply. The actual shaft 2 speed compensation amplitude is limited by the three speed amplitudes, and the actual shaft 2 speed compensation amplitude is quantized according to the speed command resolution of the shaft 2 driver before participating in the speed command generation.

[0042] When the integral balance of the torque deviation is greater than zero, the actual speed compensation amplitude of shaft 2 is added to the synchronous reference speed value of shaft 2 command; when the integral balance of the torque deviation is less than zero, the actual speed compensation amplitude of shaft 2 is subtracted from the synchronous reference speed value of shaft 2 command, generating a compensation speed command for shaft 2. A torque deviation integral balance greater than zero indicates that shaft 1 is continuously bearing a large output torque. By increasing the speed command value of shaft 2, the speed loop of shaft 2 is made to form a speed increase adjustment demand, and the hard connection relationship is used to make shaft 2 bear more load; a torque deviation integral balance less than zero indicates that shaft 2 is continuously bearing a large output torque. By decreasing the speed command value of shaft 2, the load bearing degree formed by the speed loop of shaft 2 is reduced. After the compensation speed command for shaft 2 is generated, it is written into the speed command cache corresponding to the current control cycle and waits for the subsequent execution process to send it to the shaft 2 driver according to the response time value, so that the speed compensation direction is consistent with the torque transfer direction established by the speed increase trial and deceleration trial.

[0043] In this implementation scheme, the actual shaft 2 speed compensation amplitude is determined by the dual motor torque deviation value, torque deviation integral balance value, electronic gear integral compensation value, target calibration record, and speed compensation upper limit value. This ensures that the shaft 2 compensation speed command is simultaneously constrained by the current torque deviation, the degree of continuous deviation accumulation, the actual torque transfer capability, and the allowable speed offset range, thereby reducing torque reverse overshoot caused by excessive compensation amplitude.

[0044] Specifically, the steps for executing the shaft 2 compensation speed command and stopping the generation of new shaft 2 compensation speed commands within the response time, generating the actual torque deviation integral deduction value based on the dual-motor torque deviation value, and deducting the torque deviation integral balance value are as follows: After the shaft 2 compensation speed command is generated, the current shaft 1 speed command value, shaft 2 compensation speed command, current dual-motor torque deviation value, and current torque deviation integral balance value are read. The current dual-motor torque deviation value is recorded as the dual-motor torque deviation value before the compensation command was sent, and the current torque deviation integral balance value is recorded as the torque deviation integral balance value before the compensation command was sent. The torque distribution state before the compensation command was sent is used as the unified starting point for evaluating the actual effect of shaft 2 speed compensation within the current response time. Keeping the shaft 1 speed command value unchanged, the shaft 2 compensation speed command is sent to the shaft 2 driver. The compensation command sending timestamp is recorded, and the compensation command sending time is calculated from the compensation command sending time. The system maintains the shaft 2 compensation speed command for one response time value from the start of the time stamp. No new shaft 2 compensation speed commands are generated within the corresponding response time. The response time is continuously counted according to the control cycle time stamp starting from the compensation command sending time stamp. The shaft 2 compensation speed command is maintained until the difference between the current control cycle time stamp and the compensation command sending time stamp reaches the response time value. At the same time, the torque deviation integral balance value is stopped from increasing according to the cycle torque deviation integral value. This ensures that the change in the dual-motor torque deviation value within the response time is only used to evaluate the torque deviation integral amount already released by the current shaft 2 compensation speed command. Shaft 2 follows shaft 1 with a synchronous cycle speed. After a torque difference between the two shafts occurs, the dual-motor torque deviation is reduced by adjusting the shaft 2 speed. The response time is used to redistribute the torque after the shaft 2 speed adjustment, preserving the complete response process and avoiding the superposition of a new speed command before the previous shaft 2 compensation speed command has completed its torque response.

[0045] Within the corresponding response time, the torque deviation value of the dual motors is read cycle by cycle. The absolute value of the dual motor torque deviation value before the compensation command is sent is subtracted from the absolute value of the dual motor torque deviation value of each control cycle. The resulting difference is multiplied by the difference between the timestamp of the current control cycle and the timestamp of the previous control cycle, and then accumulated to generate the actual torque deviation integral reduction value. For each control cycle within the response time, the reduction in the absolute value of the current dual motor torque deviation value relative to the absolute value of the dual motor torque deviation value before the compensation command is sent is calculated. Then, the reduction is multiplied by the difference between the timestamp of the current control cycle and the timestamp of the previous control cycle. The difference is multiplied to form the actual torque deviation integral released in the current control cycle. When the absolute value of the current dual-motor torque deviation is less than the absolute value of the dual-motor torque deviation before the compensation command was sent, a positive actual release is formed in the corresponding control cycle. When the absolute value of the current dual-motor torque deviation is greater than the absolute value of the dual-motor torque deviation before the compensation command was sent, a negative actual release is formed in the corresponding control cycle. Therefore, the actual torque deviation integral deduction value represents the cumulative amount of torque deviation actually eliminated by the current shaft 2 compensation speed command throughout the entire response time, rather than using only the single dual-motor torque deviation value at the end of the response time to evaluate the compensation result.

[0046] If no sign change occurs in the dual-motor torque deviation value within the corresponding response time, the difference between the maximum and minimum values ​​of the common output torque value is not greater than the upper limit of the common torque change, and the actual torque deviation integral deduction value is greater than zero, the actual torque deviation integral deduction value will be deducted from the absolute value of the torque deviation integral balance value. The absence of a sign change in the dual-motor torque deviation value is used to confirm that the current compensation has not yet exceeded the dual-motor torque balance position. The fluctuation of the common output torque value meets the upper limit of the common torque change value to confirm that the total mechanical load demand remains stable within the response time. The actual torque deviation integral deduction value being greater than zero is used to confirm that the shaft 2 compensation speed command forms a net torque deviation release throughout the entire response time. After meeting the three judgment conditions, the torque deviation integral balance value before the compensation command is sent is used as the deduction benchmark. Only the torque deviation integral amount that has been actually released by the current shaft 2 compensation speed command is deducted to avoid directly assuming that the torque deviation has been eliminated based on the calculated compensation amplitude.

[0047] When the deduction result is greater than zero, the sign of the original torque deviation integral balance value is restored according to the positive or negative sign. When the deduction result is not greater than zero, the torque deviation integral balance value is updated to zero. If the deduction result is greater than zero, it indicates that there is still an accumulated amount of torque deviation that has not yet been released. The direction of the original torque deviation integral balance value is retained for the generation of the next shaft 2 compensation speed command. If the deduction result is not greater than zero, it indicates that the actual torque deviation integral reduction value generated by the current shaft 2 compensation speed command has covered the current torque deviation integral balance value, and no remaining compensation requirement is retained. If the corresponding response time ends normally and there is no change in the sign of the dual motor torque deviation value within the response time, and the difference between the maximum and minimum values ​​of the common output torque value is not greater than the upper limit of the common torque change, and the actual torque deviation integral reduction value is greater than zero, after completing the current actual torque deviation integral reduction, the shaft 2 speed command is restored to the shaft 2 command synchronization reference speed value, and the holding state of the current shaft 2 compensation speed command ends. If the torque deviation integral balance value after reduction is not equal to zero, the torque deviation integral balance value after reduction is retained. After the shaft 2 recovers synchronous following and re-establishes a hard-connected stable operating range, the target calibration record is re-determined based on the current shaft 2 command synchronization reference speed value and the common output torque value, and the next shaft 2 compensation speed command is generated based on the retained torque deviation integral balance value. When the value is zero, no new shaft 2 compensation speed command is generated. Shaft 2 continues to synchronously follow shaft 1 according to the shaft 2 command synchronization reference speed value, and re-enters the periodic torque deviation integration process after re-establishing a hard-connected stable operating range. If the actual torque deviation integration deduction value is not greater than zero, the shaft 2 speed command is restored to the shaft 2 command synchronization reference speed value, and the torque deviation integration balance value is restored to the torque deviation integration balance value before the compensation command was sent. After shaft 2 resumes synchronous following and re-establishes a hard-connected stable operating range, the target calibration record is re-determined based on the current shaft 2 command synchronization reference speed value and the common output torque value, and the next shaft 2 compensation speed command is generated based on the restored torque deviation integration balance value. When the sign of the dual motor torque deviation value changes during the response time, the current torque deviation integration deduction process is not executed, and the shaft 2 command synchronization reference speed value is immediately restored according to the subsequent processing process. When the difference between the maximum and minimum values ​​of the common output torque value exceeds the upper limit of the common torque change during the response time, the current actual torque deviation integration deduction value is not used to update the torque deviation integration balance value, and the subsequent shaft 2 command synchronization reference speed value restoration and torque deviation integration balance value processing process begins.

[0048] In this implementation scheme, by deducting the torque deviation integral balance value based on the actual change of the torque deviation value of the dual motors within the response time, subsequent compensation is generated only for the accumulated amount of continuous torque deviation that has not yet been released, and the impact of single-point torque fluctuations and continuous compensation superposition on the update of the torque deviation integral balance value is reduced.

[0049] Specifically, the steps for generating the dual-motor linkage control record are as follows: After executing the shaft 2 compensation speed command, the compensation command sending timestamp is used as the starting point of the current compensation response time. The shaft 1 torque value, shaft 2 torque value, dual-motor torque deviation value, and common output torque value are continuously read according to the control cycle number. The current shaft 2 command synchronization reference speed value, actual shaft 2 speed compensation amplitude, shaft 2 compensation speed command, dual-motor torque deviation value before the compensation command is sent, and torque deviation integral balance value before the compensation command is sent are saved simultaneously. This ensures that the current compensation process has complete command input, torque response, and integral state reference. Shaft 2 follows shaft 1 at a synchronous periodic speed. After the two shafts form a torque difference, the load distribution of the dual motors is changed by adjusting the shaft 2 speed. Therefore, the change in the dual-motor torque deviation value relative to the state before compensation within the response time can be used as direct feedback of the shaft 2 speed compensation result.

[0050] Within the corresponding response time, the difference between the maximum and minimum values ​​of the jointly output torque is no greater than the upper limit of the jointly output torque change. When the dual-motor torque deviation value is detected to change from positive to negative or vice versa for the first time within the corresponding response time, the shaft 2 speed command is immediately restored to the shaft 2 command synchronous reference speed value, and the current torque deviation integral balance is cleared to zero. In specific detection, the dual-motor torque deviation value is read cycle by cycle according to the control cycle number, and the sign of the most recent non-zero dual-motor torque deviation value is recorded. When the dual-motor torque deviation value of the current control cycle is equal to zero, the zero value is not judged as a sign change, and the most recent non-zero value is retained. The sign of the torque deviation value of the dual motors is used as a comparison benchmark. When a non-zero torque deviation value of the dual motors first appears after the zero value, the sign of the current torque deviation value is compared with the most recent retained non-zero sign. If the two signs are opposite, the current control cycle is determined as the torque balance transition control cycle corresponding to the first sign change. This allows the sign change point to be determined when the torque deviation value of the dual motors changes according to positive, zero, and negative values, as well as according to negative, zero, and positive values. When two adjacent non-zero torque deviation values ​​of the dual motors directly interchange signs, the subsequent control cycle is also determined as the torque balance transition control cycle. The reversal of negative signs indicates that the relationship between the torque values ​​of shaft 1 and shaft 2 has been reversed. The current compensation speed command for shaft 2 has already exceeded the equilibrium position corresponding to the original torque deviation direction. Therefore, the current speed offset is immediately canceled when the torque balance crosses the control cycle, so that shaft 2 re-synchronizes with shaft 1 according to the shaft 2 command reference speed value. At the same time, the accumulated torque deviation integral balance value in the original torque deviation direction is cleared to prevent the original direction integral from continuing to act on the already reversed torque distribution state. After the hard-connection stable operating range is re-established, the first control cycle of the re-established hard-connection stable operating range is used as the new integral starting point. The dual-motor torque deviation value and control cycle corresponding to the first control cycle are read. The system generates a periodic torque deviation integral value, but does not generate it in the first control cycle. Starting from the second control cycle after the hard connection stable operating range is re-established, the difference between the current control cycle timestamp and the previous control cycle timestamp is multiplied by the dual-motor torque deviation value of the current control cycle to generate the periodic torque deviation integral value. The torque deviation integral balance is then re-accumulated according to the current sign of the dual-motor torque deviation value. The accumulation of the periodic torque deviation integral value is not resumed before the hard connection stable operating range is re-established, so that the transient torque drop process after the shaft speed command is restored does not enter the new torque deviation integral balance value. The new round of integration only carries over the continuous torque deviation after the hard connection synchronization relationship is re-stabilized.When the difference between the maximum and minimum values ​​of the common output torque within the corresponding response time exceeds the upper limit of the common torque change, the speed command of shaft 2 is restored to the synchronous reference speed value of shaft 2, and the torque deviation integral balance value before the compensation command is sent is restored. When the common output torque value exceeds the corresponding change range, it indicates that the total mechanical load demand has changed significantly within the current response time. At this time, the changes in the torque values ​​of shaft 1 and shaft 2 are simultaneously affected by the external load change. The current change in the torque deviation value of the dual motors cannot be entirely attributed to the load transfer generated by the shaft 2 compensation speed command. Therefore, the current speed offset is canceled, and the current continuous deviation state is restored with the torque deviation integral balance value before the compensation command is sent, so as to avoid the response result affected by the external load change from entering the subsequent compensation calculation.

[0051] After the torque deviation integral deduction is performed, when the absolute value of the dual-motor torque deviation at the end of the response time is less than the absolute value of the dual-motor torque deviation before the compensation command is sent, the absolute value of the dual-motor torque deviation before the compensation command is sent is subtracted from the absolute value of the dual-motor torque deviation at the end of the response time to generate the actual torque transfer value. When the actual shaft 2 speed compensation amplitude is greater than zero, the actual torque transfer value is divided by the actual shaft 2 speed compensation amplitude to generate the actual torque transfer ratio. When the shaft 2 compensation speed command is higher than the shaft 2 command synchronization reference speed value, the actual torque transfer ratio is written into the acceleration torque transfer ratio field in the target calibration record and the deceleration torque transfer ratio is retained. When the shaft 2 compensation speed command is lower than the shaft 2 command synchronization reference speed value, the actual torque transfer ratio is written into the deceleration torque transfer ratio field in the target calibration record and the acceleration torque transfer ratio is retained. When the actual shaft 2 speed compensation amplitude is equal to zero, the actual torque transfer ratio is not generated and the target calibration record is not updated.

[0052] After generating the actual torque transfer ratio and updating the target calibration record, the dual-motor linkage control record is written with the compensation command sending timestamp, shaft 2 command synchronization reference speed value, shaft 2 compensation speed command, actual shaft 2 speed compensation amplitude, dual-motor torque deviation value before the compensation command is sent, dual-motor torque deviation value at the end of the response time, actual torque deviation integral deduction value, updated torque deviation integral balance value, and actual torque transfer ratio according to the current control cycle. This is used to retain the input status, response results, and calibration update results of the current compensation process. In subsequent control cycles, the corresponding dual-motor linkage control record is associated with the compensation command sending timestamp to verify the changes in dual-motor torque deviation before and after compensation, the actual torque deviation integral deduction result, and the actual torque transfer ratio corresponding to the shaft 2 compensation speed command. The updated target calibration record is then used to continue participating in the determination of subsequent target calibration records and the generation of shaft 2 compensation speed commands.

[0053] In this implementation scheme, the termination of compensation and abnormal response are determined by the sign change of the torque deviation value of the two motors and the change of the common output torque value. The target calibration record is updated according to the actual torque transfer ratio, so that the speed offset torque calibration record can be continuously corrected according to the actual compensation results, reducing the impact of compensation overshoot and external load changes on subsequent torque transfer relationships.

[0054] In this embodiment, a Z-axis lifting mechanism driven by two hard-connected servo motors is used as the implementation scenario. Axis 1 serves as the synchronization reference axis, and axis 2 performs speed offset adjustment. The speed command value of axis 1 is set to 600 r / min, the electronic gear ratio between axis 1 and axis 2 is set to 1.0, the integral compensation coefficient is set to 0.035 (r / min) / (N·m)², the response time is set to 0.40 s, the allowable deviation of speed synchronization is set to 0.8 r / min, the upper limit of common torque variation is set to 2.0 N·m, the speed trial adjustment step size is set to 2 r / min, the upper limit of speed compensation is set to 3 r / min, and the common output torque value is maintained at approximately 120 N·m. Under the first trial adjustment benchmark, the torque values ​​of shaft one and shaft two were 64.0 N·m and 56.0 N·m, respectively. After the speed increase trial adjustment of shaft two, they were 61.7 N·m and 58.5 N·m, respectively. Under the second trial adjustment benchmark, they were 63.7 N·m and 56.1 N·m, respectively. After the speed decrease trial adjustment of shaft two, they were 66.1 N·m and 54.1 N·m, respectively.

[0055] like Figure 2 As shown in the figure, the horizontal axis represents the torque value of shaft one, the vertical axis represents the torque value of shaft two, the dashed line represents the torque balance line where the torque values ​​of shaft one and shaft two are equal, and the dotted line represents the reference line for the common output torque value of approximately 120 N·m. Point A represents the operating state when recording the first trial adjustment reference torque deviation value and the first trial adjustment reference common output torque value; point B represents the end of the shaft two speed-up trial adjustment; when moving from point A to point B, the dual-motor torque deviation value decreases from 8.0 N·m to 3.2 N·m. Point C represents the operating state when recording the second trial adjustment reference torque deviation value and the second trial adjustment reference common output torque value; point D represents the end of the shaft two deceleration trial adjustment; when moving from point C to point D, the dual-motor torque deviation value increases from 7.6 N·m to 12.0 N·m. The first compensation trajectory indicates that after executing the shaft 2 compensation speed command, the torque deviation value of the two motors gradually decreased from 6.2 N·m to 1.8 N·m, and the running point moved from near the common output torque value reference line to the torque balance line; the second compensation trajectory continues to move towards the torque balance line and crosses the torque balance line, and the purple marked point corresponds to the position where the sign of the torque deviation value of the two motors changed for the first time. Figure 2 It can reflect the process of the speed increase torque transfer ratio and the speed decrease torque transfer ratio formed by the speed increase and speed decrease test of shaft 2, as well as the process of shaft 2 compensation speed command causing the torque deviation value of the two motors to gradually decrease and trigger the sign change judgment.

[0056] like Figure 3 As shown, a second aspect of the present invention provides a dual-motor linkage control system based on torque deviation integral compensation, comprising: The dual-motor operation acquisition module is used to acquire dual-motor operation sampling records, generate shaft 2 command synchronization reference speed value, mechanical synchronization speed deviation value, dual-motor torque deviation value and common output torque value, and determine the hard connection stable operation range. The dual-motor operation acquisition module provides the hard connection stable operation range, shaft 2 command synchronization reference speed value, dual-motor torque deviation value and common output torque value to the bidirectional trial adjustment calibration module and the deviation integral compensation module. The bidirectional test calibration module is used to perform speed increase and deceleration test calibration of shaft 2 within the stable operating range of the hard connection, generate speed increase torque transfer ratio, deceleration torque transfer ratio and speed offset torque calibration record, and provide the speed offset torque calibration record to the deviation integral compensation module and the compensation closed loop execution module. The deviation integral compensation module is used to receive the torque deviation value of the dual motors and the speed offset torque calibration record, generate the torque deviation integral balance value, determine the target calibration record, and combine the electronic gear integral compensation value to generate the actual shaft 2 speed compensation amplitude and shaft 2 compensation speed command. The shaft 2 compensation speed command, the actual shaft 2 speed compensation amplitude, the target calibration record and the current torque deviation integral balance value are provided to the compensation closed-loop execution module. The compensation closed-loop execution module is used to execute the shaft 2 compensation speed command. Within the response time, it reads the torque deviation value and common output torque value of the two motors, generates the actual torque deviation integral deduction value and deducts the torque deviation integral balance value, restores the shaft 2 command synchronization reference speed value according to the sign change of the dual motor torque deviation value, restores the torque deviation integral balance value before the compensation command was sent according to the change of the common output torque value, and updates the target calibration record according to the actual torque transfer ratio to generate the dual motor linkage control record. The updated target calibration record is returned to the deviation integral compensation module for subsequent control cycles to determine the target calibration record and generate the shaft 2 compensation speed command, thus forming a data closed loop of speed offset calibration, integral compensation, compensation execution and actual response write-back.

[0057] In this implementation scheme, the speed offset torque calibration record, torque deviation integral balance value, shaft 2 compensation speed command and actual torque transfer ratio are continuously transmitted between modules, and the updated target calibration record is used for subsequent control cycles, so that speed offset calibration, integral compensation, compensation execution and actual response write-back form a continuous data closed loop.

[0058] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0059] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A dual-motor linkage control method based on torque deviation integral compensation, characterized in that, Includes the following steps: S1, acquire dual-motor operation sampling records, generate shaft 2 command synchronization reference speed value, mechanical synchronization speed deviation value, dual-motor torque deviation value and common output torque value based on dual-motor operation sampling records, and determine the stable operation range of hard connection; S2, within the stable operating range of the hard connection, keep the speed command value of shaft one unchanged, and sequentially execute shaft two speed increase trial adjustment, restore shaft two command synchronous reference speed value, and shaft two speed decrease trial adjustment; S3, generate the speed-increasing torque transfer ratio, deceleration torque transfer ratio, and speed offset torque calibration record based on the torque deviation values ​​of the dual motors before and after the two trial adjustments; S4, when the speed increase test adjustment, speed decrease test adjustment and shaft 2 compensation speed command are not executed, accumulate the periodic torque deviation integral value and generate the torque deviation integral balance value; S5 determines the target calibration record based on the synchronous reference speed value and common output torque value of shaft two command, and generates the actual shaft two speed compensation amplitude and shaft two compensation speed command by combining the electronic gear integral compensation value; S6, execute the shaft 2 compensation speed command and stop generating new shaft 2 compensation speed commands within the response time, generate the actual torque deviation integral deduction value based on the dual motor torque deviation value and deduct the torque deviation integral balance value; S7 restores the shaft 2 command synchronization reference speed value when the sign of the dual motor torque deviation value changes, and updates the target calibration record based on the actual torque transfer ratio after the torque deviation integral deduction is executed, generating a dual motor linkage control record.

2. The dual-motor linkage control method based on torque deviation integral compensation according to claim 1, characterized in that: The specific steps for obtaining dual-motor operation sampling records and determining the stable operating range of the hard connection are as follows: Obtain the control cycle number, control cycle timestamp, shaft 1 torque value, shaft 2 torque value, shaft 1 actual speed value, shaft 2 actual speed value, and shaft 1 speed command value. Read the electronic gear ratio from shaft 1 to shaft 2, integral compensation coefficient value, response time value, speed synchronization allowable deviation value, common torque variation upper limit value, speed trial adjustment step size value, and speed compensation upper limit value from the dual-motor control parameter table. Generate dual-motor operation sampling records according to the control cycle number. Multiply the speed command value of shaft 1 by the electronic gear ratio between shaft 1 and shaft 2 to generate the synchronous reference speed value of shaft 2. Subtract the product of the actual speed value of shaft 1 and the electronic gear ratio between shaft 1 and shaft 2 from the actual speed value of shaft 2 to generate the mechanical synchronous speed deviation value. Subtract the torque value of shaft 2 from the torque value of shaft 1 to generate the dual motor torque deviation value. Add the torque values ​​of shaft 1 and shaft 2 to generate the common output torque value. The dual-motor operation sampling records are continuously read until the continuous sampling time reaches the response time value. When the shaft speed command value remains the same, the absolute value of the synchronous speed deviation of each machine is not greater than the speed synchronization allowable deviation value, and the difference between the maximum and minimum values ​​of the common output torque is not greater than the common torque change upper limit value, the corresponding continuous sampling interval is determined as the hard-connected stable operation interval.

3. The dual-motor linkage control method based on torque deviation integral compensation according to claim 2, characterized in that: The specific steps for maintaining the shaft one speed command value unchanged within the stable operating range of the hard connection, and sequentially performing shaft two speed increase trial adjustment, restoring the shaft two command synchronization reference speed value, and shaft two deceleration trial adjustment are as follows: After the continuous sampling time reaches the response time value and a hard-connected stable operating range is formed, the current shaft 2 command synchronization reference speed value is read, the first trial adjustment reference torque deviation value and the first trial adjustment reference common output torque value are recorded, the shaft 1 speed command value is kept unchanged, the shaft 2 speed command value is increased by one speed trial adjustment step value from the shaft 2 command synchronization reference speed value, and one response time value is maintained. Restore the shaft 2 speed command value to the shaft 2 command synchronization reference speed value and maintain a response time value. When the absolute value of the mechanical synchronization speed deviation value is not greater than the speed synchronization allowable deviation value and the difference between the maximum and minimum values ​​of the common output torque value is not greater than the common torque change upper limit value, record the second trial adjustment reference torque deviation value and the second trial adjustment reference common output torque value. Then reduce the shaft 2 speed command value from the shaft 2 command synchronization reference speed value by one speed trial adjustment step value and maintain a response time value.

4. The dual-motor linkage control method based on torque deviation integral compensation according to claim 3, characterized in that: The specific steps for generating the acceleration torque transfer ratio, deceleration torque transfer ratio, and speed offset torque calibration record based on the torque deviation values ​​of the dual motors before and after the two trial adjustments are as follows: Subtract the corresponding torque value of shaft 2 from the torque value of shaft 1 at the end of the speed increase and speed decrease test respectively to generate the speed increase test torque deviation value and the speed decrease test torque deviation value; when the absolute value of the mechanical synchronization speed deviation value during the speed increase and speed decrease test is not greater than the speed synchronization allowable deviation value, and the range of the corresponding common output torque value is not greater than the common torque change upper limit value, the corresponding speed test record is retained. When both speed test and deceleration test records are retained, the speed test torque transfer value is generated by subtracting the speed test torque deviation value from the first test benchmark torque deviation value, and the speed test torque transfer value is generated by subtracting the second test benchmark torque deviation value from the deceleration test torque deviation value. When both torque transfer values ​​are greater than zero, they are divided by the speed trial adjustment step size to generate the acceleration torque transfer ratio and the deceleration torque transfer ratio. The average value of the common output torque value of the first trial adjustment reference and the common output torque value of the second trial adjustment reference are used as the calibration common output torque value. The calibration common output torque value, the shaft two command synchronization reference speed value, the speed increase torque transfer ratio, the speed decrease torque transfer ratio and the response time value are written into the speed offset torque calibration record. If any speed test record is not retained or any torque transfer value is not greater than zero, delete the current speed test result and re-execute the speed increase and speed decrease test in the next hard-connection stable operating range.

5. The dual-motor linkage control method based on torque deviation integral compensation according to claim 4, characterized in that: The specific steps for generating the integral balance value of torque deviation are as follows: Within the stable operating range of the hard-connected system, before the execution of speed adjustment, deceleration adjustment, and shaft 2 compensation speed commands, the torque deviation values ​​of the two motors are continuously read according to the control cycle number. The difference between the timestamps of two adjacent control cycles is multiplied by the torque deviation value of the two motors in the next control cycle to generate the integral value of the cycle torque deviation. The integral values ​​of the torque deviation of each cycle are then accumulated sequentially according to their positive and negative signs to generate the torque deviation integral balance value. When the speed adjustment, deceleration adjustment, or shaft 2 compensation speed command is executed, the accumulation stops and the current torque deviation integral balance value is retained.

6. The dual-motor linkage control method based on torque deviation integral compensation according to claim 5, characterized in that: The specific steps for determining the target calibration record are as follows: When the torque deviation integral balance is not equal to zero and a speed offset torque calibration record exists, the speed offset torque calibration record is sorted from smallest to largest according to the absolute value of the difference between the shaft 2 command synchronization reference speed value and the current shaft 2 command synchronization reference speed value. When the absolute values ​​of the difference are the same, the record is sorted from smallest to largest according to the absolute value of the difference between the calibration common output torque value and the current common output torque value. The first speed offset torque calibration record is determined as the target calibration record. When the integral balance of torque deviation is greater than zero, read the acceleration torque transfer ratio from the target calibration record; when the integral balance of torque deviation is less than zero, read the deceleration torque transfer ratio. When the integral balance of torque deviation is equal to zero, no shaft 2 compensation speed command is generated. When there is no speed offset torque calibration record, speed increase test and speed decrease test are re-executed.

7. The dual-motor linkage control method based on torque deviation integral compensation according to claim 6, characterized in that: The specific steps for generating the actual shaft 2 speed compensation amplitude and shaft 2 compensation speed command are as follows: After determining the target calibration record, the electronic gear ratio of shaft one to shaft two is multiplied by the integral compensation coefficient to generate the electronic gear integral compensation value. The absolute value of the dual motor torque deviation value, the electronic gear integral compensation value and the absolute value of the torque deviation integral balance value in the current control cycle are multiplied by the response time value to generate the torque integral response compensation amplitude. Divide the absolute value of the torque deviation integral balance by the response time value and the acceleration torque transfer ratio or deceleration torque transfer ratio read from the target calibration record to generate the calibration speed compensation amplitude. Take the minimum value among the torque integral response compensation amplitude, the calibration speed compensation amplitude, and the speed compensation upper limit value as the actual shaft two speed compensation amplitude. When the integral balance of torque deviation is greater than zero, the actual shaft 2 speed compensation amplitude is added to the shaft 2 command synchronization reference speed value; When the torque deviation integral balance is less than zero, the actual shaft 2 speed compensation amplitude is subtracted from the shaft 2 command synchronization reference speed value to generate the shaft 2 compensation speed command.

8. The dual-motor linkage control method based on torque deviation integral compensation according to claim 7, characterized in that: The specific steps for executing the shaft 2 compensation speed command and stopping the generation of new shaft 2 compensation speed commands within the response time, generating the actual torque deviation integral deduction value based on the dual motor torque deviation value, and deducting the torque deviation integral balance value are as follows: Keep the speed command value of shaft one unchanged, send the compensation speed command of shaft two to shaft two driver, record the compensation command sending timestamp, and keep the compensation speed command of shaft two for one response time value starting from the compensation command sending timestamp, and do not generate a new compensation speed command of shaft two within the corresponding response time. Within the corresponding response time, the torque deviation value of the dual motors is read in each control cycle. The absolute value of the torque deviation value of the dual motors before the compensation command is sent is subtracted from the absolute value of the torque deviation value of the dual motors in each control cycle. The resulting difference is multiplied by the difference between the control cycle timestamp of the corresponding control cycle and the previous control cycle and accumulated in sequence to generate the actual torque deviation integral deduction value. If no sign change occurs in the dual-motor torque deviation value within the corresponding response time, the difference between the maximum and minimum values ​​of the common output torque value is not greater than the upper limit of the common torque change, and the actual torque deviation integral deduction value is greater than zero, the actual torque deviation integral deduction value will be deducted from the absolute value of the torque deviation integral balance value; if the deduction result is greater than zero, the sign will be restored according to the original positive or negative value of the torque deviation integral balance value; if the deduction result is not greater than zero, the torque deviation integral balance value will be updated to zero.

9. The dual-motor linkage control method based on torque deviation integral compensation according to claim 8, characterized in that: The specific steps for generating the dual-motor linkage control record are as follows: Within the corresponding response time, the difference between the maximum and minimum values ​​of the common output torque is not greater than the upper limit of the common torque change. When the torque deviation value of the two motors is detected to change from positive to negative or from negative to positive for the first time within the corresponding response time, the shaft two speed command is immediately restored to the shaft two command synchronous reference speed value, and the current torque deviation integral balance value is cleared to zero. After the hard connection stable operating range is re-established, the periodic torque deviation integral value is re-accumulated according to the current sign of the torque deviation value of the two motors, starting from the first control cycle of the hard connection stable operating range. When the difference between the maximum and minimum values ​​of the common output torque within the corresponding response time exceeds the upper limit of the common torque change, the shaft 2 speed command is restored to the shaft 2 command synchronous reference speed value, and the torque deviation integral balance value before the compensation command was sent is restored. After the torque deviation integral deduction is performed, when the absolute value of the dual-motor torque deviation at the end of the response time is less than the absolute value of the dual-motor torque deviation before the compensation command is sent, the difference between the two absolute values ​​is determined as the actual torque transfer value. The actual torque transfer value is divided by the actual shaft 2 speed compensation amplitude to generate the actual torque transfer ratio. Based on the increase or decrease relationship between the shaft 2 compensation speed command and the shaft 2 command synchronous reference speed value, the speed increase torque transfer ratio or speed decrease torque transfer ratio in the target calibration record is updated to generate the dual-motor linkage control record.

10. A dual-motor linkage control system based on torque deviation integral compensation, characterized in that, include: The dual-motor operation acquisition module is used to acquire dual-motor operation sampling records, generate shaft two command synchronization reference speed value, mechanical synchronization speed deviation value, dual-motor torque deviation value and common output torque value, and determine the hard connection stable operation range; The bidirectional test calibration module is used to perform speed increase and deceleration test calibration of shaft 2 within the stable operating range of the hard connection, and generate speed increase torque transfer ratio, deceleration torque transfer ratio and speed offset torque calibration records; The deviation integral compensation module is used to generate the torque deviation integral balance value, determine the target calibration record, and combine the electronic gear integral compensation value to generate the actual shaft 2 speed compensation amplitude and shaft 2 compensation speed command. The compensation closed-loop execution module is used to execute the shaft 2 compensation speed command, generate the actual torque deviation integral deduction value and deduct the torque deviation integral balance value, restore the shaft 2 command synchronization reference speed value or update the target calibration record according to the dual motor torque deviation value and the actual torque transfer ratio, and generate the dual motor linkage control record.

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