Redundancy control system for electric two-wheeled vehicle
By switching between a primary and backup dual controller architecture, the problem of power loss in the power drive module failure of the electric two-wheeler control system is solved, enabling emergency operation and cost optimization.
Patent Information
- Application Number
- CN202520398962.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-07
- Publication Date
- 2026-01-30
- Estimated Expiration
- 2035-03-07
AI Technical Summary
The existing control system for electric two-wheelers lacks a redundancy protection mechanism, which results in the complete loss of vehicle power when the power drive module fails, and the vehicle cannot recover automatically.
The system adopts a main-backup dual-controller architecture, with the main controller and the backup controller connected via a communication bus. When the main power module fails, the system switches to the backup power module to drive the motor. The backup controller has self-testing and open-loop drive functions, which reduces system costs.
In the event of a main power module failure, the system switches to emergency operation mode, providing limited but safe emergency power, reducing the risk of single point of failure and system costs.
Smart Images
Figure CN223850760U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to electric two -wheeled vehicle control system field especially a kind of redundancy control system for electric two -wheeled vehicle. BACKGROUND
[0002] As green travel tool, the core control unit of electric two -wheeled vehicle, controller, undertakes motor drive, speed regulation and safety protection and other key functions.Controller is mainly composed of control logic module (such as MCU chip) and power drive module (such as MOS tube, gate drive circuit etc.), and power drive module is directly responsible for motor current output and energy conversion, is the core component of guaranteeing vehicle power safety.
[0003] It is worth noting that, as the key component of controller, power drive module is the module most prone to failure in controller due to long-term withstand high current, high temperature and other harsh working conditions.Once breakdown or failure occurs in power drive module, it will directly lead to complete interruption of vehicle power output, and cannot be restored through system self-repair mechanism.Currently, the mainstream control system on the market generally adopts single architecture design, and there is serious single point failure risk.When hardware damage occurs in controller, it will directly cause complete loss of vehicle power and cannot be automatically restored, and the whole vehicle control system lacks redundancy protection mechanism, and cannot maintain minimum emergency operation capability during failure through backup scheme. SUMMARY
[0004] The applicant proposes a redundancy control system for electric two -wheeled vehicle aiming at the above problems and technical needs.The technical scheme of the utility model is as follows:
[0005] A redundancy control system for electric two -wheeled vehicle, comprising main controller and backup controller, the main controller comprises main control module and main power module connected with each other, and the backup controller comprises backup control module and backup power module connected with each other;
[0006] The main control module exchanges data with backup control module through communication bus, and the main power module and backup power module are connected with motor;
[0007] The main control module receives whole vehicle input signal and motor hall signal, and according to whole vehicle input signal and motor hall signal, the main control module is used to control main power module to drive motor when main power module is normal, and to control backup power module to drive motor through backup control module when main power module is faulty.
[0008] Further technical scheme is that the positive electrode power supply input end of the main control module is directly connected with positive direct current bus, and the negative electrode power supply input end of the main control module is directly connected with negative direct current bus;
[0009] The positive power input end of the main power module is connected with the positive DC bus through a first DC contactor, and the negative power input end of the main power module is connected with the negative DC bus through a second DC contactor.
[0010] The positive power input end of the standby control module is connected with the positive power input end of the standby power module, and the negative power input end of the standby control module is connected with the negative power input end of the standby power module.
[0011] The positive power input end of the standby power module is connected with the positive DC bus through a third DC contactor, and the negative power input end of the standby power module is connected with the negative DC bus through a fourth DC contactor.
[0012] The three-phase output end of the main power module is directly connected with the motor, and the three-phase output end of the standby power module is directly connected with the motor.
[0013] The main control module is used for controlling the first DC contactor, the second DC contactor, the third DC contactor and the fourth DC contactor.
[0014] The positive power input end of the main power module is directly connected with the positive DC bus, and the negative power input end of the main power module is directly connected with the negative DC bus.
[0015] The positive power input end of the main control module is connected with the positive power input end of the main power module, and the negative power input end of the main control module is connected with the negative power input end of the main power module.
[0016] The positive power input end of the standby power module is directly connected with the positive DC bus, and the negative power input end of the standby power module is directly connected with the negative DC bus.
[0017] The positive power input end of the standby control module is connected with the positive power input end of the standby power module, and the negative power input end of the standby control module is connected with the negative power input end of the standby power module.
[0018] The three-phase output end of the main power module is connected with the motor through a three-phase AC solid-state relay module SSR1, and the three-phase output end of the standby power module is connected with the motor through a three-phase AC solid-state relay module SSR2.
[0019] The main control module is used for controlling the three-phase AC solid-state relay module SSR1 and the three-phase AC solid-state relay module SSR2.
[0020] A further technical scheme is that the positive direct current bus is connected with a positive pole of a power supply, and the negative direct current bus is connected with a negative pole of the power supply.
[0021] A further technical scheme is that the backup controller has less functions than the main controller, and the backup controller has at least a self-checking function and an open-loop driving function.
[0022] The beneficial technical effects of the utility model are:
[0023] (1) The control system adopts a redundant architecture of a main-backup dual controller, when a main power module in the main controller fails, a backup power module in the backup controller can be used to drive the motor, so that the system works in an emergency operation mode, and limited but safe emergency operation power is provided.
[0024] (2) A low-cost directional redundancy design is adopted, mainly for redundancy of the power module with the highest failure rate and the most serious failure consequences, and the backup control module in the backup controller is designed simply, so that the backup controller only retains the functions required for emergency operation, so as to further reduce the system cost. BRIEF DESCRIPTION OF DRAWINGS
[0025] Figure 1 is a schematic diagram of a redundant control system for an electric two-wheeled vehicle provided by the utility model embodiment one.
[0026] Figure 2 is a schematic diagram of a redundant control system for an electric two-wheeled vehicle provided by the utility model embodiment two.
[0027] Figure 3 is a work flow diagram of a redundant control system for an electric two-wheeled vehicle provided by the utility model embodiment one. DETAILED DESCRIPTION
[0028] The specific embodiments described herein are intended to be illustrative only and are not limiting of the disclosure.
[0029] Embodiment one
[0030] The utility model embodiment one provides a redundant control system for an electric two-wheeled vehicle, comprising a main controller and a backup controller;
[0031] As shown in Figure 1 The main controller comprises a main control module and a main power module connected with each other, and the backup controller comprises a backup control module and a backup power module connected with each other;
[0032] The main control module exchanges data with the standby control module through a communication bus, and the main power module and the standby power module are connected with the motor.
[0033] The main control module receives a whole vehicle input signal and a motor Hall signal, and according to the whole vehicle input signal and the motor Hall signal, the main control module is used to control the main power module to drive the motor when the main power module is normally running, and to control the standby power module to drive the motor through the standby control module when the main power module fails.
[0034] Specifically, the main control module and the standby control module are provided with a communication interface, and the main control module and the standby control module are connected with the communication bus through the communication interface respectively to exchange data. The bus protocol followed by the communication bus can be CAN bus protocol, etc., which can be selected according to actual needs in specific application.
[0035] The whole vehicle input signal usually includes throttle signal and brake signal of the electric two-wheeled vehicle, etc., and the motor Hall signal is generally collected by a Hall sensor and transmitted to the main control module. The main controller is a full-function controller, which has the functions of whole vehicle input signal processing, self-checking, motor driving, instrument output, working mode selection, reversing / pushing, constant speed cruise, speed gear control, energy recovery, voltage selection, anti-theft, electronic brake, anti-slip, steep slope slow descent, temperature protection, OTA upgrade, torque control, etc.
[0036] In order to reduce the overall cost of the control system, the standby control module in the standby controller is designed to be simple, and the standby controller has fewer functions than the main controller, only retaining the functions required for emergency operation. In embodiment one, the standby controller only has self-checking function and open-loop driving function, which can perform self-checking and drive the motor in open-loop PWM mode.
[0037] When the main power module is normally running, the main control module controls the main power module to drive the motor according to the above whole vehicle input signal and motor Hall signal, at this time the system works in full-function mode, and the standby controller does not work. When the main controller detects that the main power module fails through the self-checking function, the standby controller starts to work, that is, the applied power module is switched from the main power module in the main controller to the standby power module in the standby controller, and the main control module controls the standby power module to drive the motor through the standby control module, at this time the system works in emergency operation mode.
[0038] Specifically, when the system works in the emergency operation mode, the main control module receives the accelerator signal and converts the accelerator signal into a torque signal, a speed signal and a control instruction, the torque signal, the speed signal and the control instruction are transmitted to the standby control module through the communication bus, and the standby control module controls the standby power module to drive the motor in an open-loop PWM mode under the torque signal, the speed signal and the control instruction, so that the electric two-wheeled vehicle maintains a minimum emergency operation capability. The standby controller works at the same time and performs self-checking, when the standby control module in the standby controller detects that the standby power module fails, the standby power module stops outputting, and sends fault information to the main control module at the same time. The specific form of the main power module and the standby power module and the principle of driving the motor are the same as those of the existing power module, and the switching mode of the main power module and the standby power module can be referred to the following description.
[0039] Further, the positive electrode power input end of the main control module is directly connected with the positive direct current bus, and the negative electrode power input end of the main control module is directly connected with the negative direct current bus; the positive electrode power input end of the main power module is connected with the positive direct current bus through the first direct current contactor, and the negative electrode power input end of the main power module is connected with the negative direct current bus through the second direct current contactor. The positive electrode power input end of the standby control module is connected with the positive electrode power input end of the standby power module, and the negative electrode power input end of the standby control module is connected with the negative electrode power input end of the standby power module; the positive electrode power input end of the standby power module is connected with the positive direct current bus through the third direct current contactor, and the negative electrode power input end of the standby power module is connected with the negative direct current bus through the fourth direct current contactor. The positive direct current bus is connected with the positive electrode of the power supply, and the negative direct current bus is connected with the negative electrode of the power supply.
[0040] In the embodiment one, the power input end of the main control module in the main controller and the power input end of the main power module adopt independent incoming line terminals respectively, the power input end of the main control module takes power in front of the power input end of the main power module, and the power input end of the main control module and the power input end of the main power module are electrically isolated, so as to ensure that when the main power module needs to be cut off due to failure, the main control module can be powered independently, so that the main control module can continuously work and maintain the failure diagnosis and instruction generation capability. Unlike the main controller, since the standby control module and the standby power module in the standby controller only work when the main power module fails, the power input end of the standby control module and the power input end of the standby power module in the standby controller do not need to adopt independent incoming line terminals.
[0041] The three-phase output end of the main power module is directly connected with the motor, and the three-phase output end of the standby power module is directly connected with the motor, that is, the three-phase output end of the main power module and the three-phase output end of the standby power module are connected with the three-phase incoming line end of the motor correspondingly.
[0042] The control of the first DC contactor, the second DC contactor, the third DC contactor and the fourth DC contactor is centralized in the main control module, and the main control module can control the power supply of the first to fourth DC contactor coils through the output of the control signals of the first to fourth DC contactor coils, so as to control the on-off of the first to fourth DC contactors. When the main power module is in normal operation, the system works in full function mode, the main control module controls the first DC contactor and the second DC contactor to be closed, controls the third DC contactor and the fourth DC contactor to be opened, and isolates the power path of the standby power module to avoid reverse current interference; when the main power module fails, the system works in emergency operation mode, and the main control module controls the first DC contactor and the second DC contactor to be opened, and controls the third DC contactor and the fourth DC contactor to be closed.
[0043] When the redundant control system is the system structure of the above embodiment one, as shown in Figure 3 The specific working process of the redundant control system includes:
[0044] S1, after the system is powered on, the main control module defaults to control the first DC contactor and the second DC contactor to be closed, controls the third DC contactor and the fourth DC contactor to be opened, turns on the main controller and turns off the standby controller;
[0045] S2, the system works in full function mode, the main control module controls the main power module to drive the motor, and continuously detects the state of the main power module, and executes step S3 when it is detected that the main power module fails;
[0046] S3, fault response:
[0047] S3.1, disconnect the power supply of the first DC contactor coil and the second DC contactor coil, so that the first DC contactor and the second DC contactor are physically disconnected within <20 ms, and the power supply of the main power module is disconnected;
[0048] S3.2, power supply for the third DC contactor coil and the fourth DC contactor coil, so that the third DC contactor and the fourth DC contactor are closed, the standby controller is powered on, and the main control module sends switching instructions and key parameters to the standby control module;
[0049] S3.3, after the main control module receives the reply of the standby controller "complete self-checking" and "confirm the standby takeover", the main control module controls the standby power module to take over the motor drive, at this time the control system is switched to emergency operation mode, and the main control module sends a "emergency operation mode" flag to the instrument. The working process of the system in the emergency operation mode can be referred to the above description.
[0050] It should be noted that, since the control system defaults to full-function mode when powered on, the user can restart the electric door lock in actual application to make the system power on again to attempt to recover the fault.
[0051] Embodiment Two
[0052] The structure of the redundant control system for the electric two-wheeled vehicle in Embodiment Two is shown in Figure 2 Embodiment Two differs from Embodiment One in that Embodiment Two switches the power module working in the system through a three-phase alternating solid-state relay module.
[0053] Specifically, in Embodiment Two, the positive power input end of the main power module is directly connected with the positive DC bus, and the negative power input end of the main power module is directly connected with the negative DC bus; the positive power input end of the main control module is connected with the positive power input end of the main power module, and the negative power input end of the main control module is connected with the negative power input end of the main power module. The positive power input end of the standby power module is directly connected with the positive DC bus, and the negative power input end of the standby power module is directly connected with the negative DC bus; the positive power input end of the standby control module is connected with the positive power input end of the standby power module, and the negative power input end of the standby control module is connected with the negative power input end of the standby power module.
[0054] The three-phase output end of the main power module is connected with the motor through the three-phase alternating solid-state relay module SSR1, and the three-phase output end of the standby power module is connected with the motor through the three-phase alternating solid-state relay module SSR2. The main control module can control the on-off of the three-phase alternating solid-state relay module SSR1 and the three-phase alternating solid-state relay module SSR2 through the output SSR1 control signal and the SSR2 control signal. The specific form of the three-phase alternating solid-state relay module SSR1 and the three-phase alternating solid-state relay module SSR2 can be consistent with the prior art.
[0055] When the main power module is normally running, the system works in full-function mode, and the main control module controls the three-phase alternating solid-state relay module SSR1 to be closed and the three-phase alternating solid-state relay module SSR2 to be disconnected; when the main power module fails, the system works in emergency operation mode, and the main control module controls the three-phase alternating solid-state relay module SSR2 to be closed and the three-phase alternating solid-state relay module SSR1 to be disconnected.
[0056] When the redundant control system is the system structure of Embodiment Two, the specific working process of the redundant control system includes:
[0057] S1, after the system is powered on, the main control module controls the three-phase alternating current solid state relay module SSR1 to close by default, the three-phase alternating current solid state relay module SSR2 is disconnected, and the three-phase output end of the main power module is connected with the motor;
[0058] S2, the system works in a full function mode, the main control module controls the main power module to drive the motor, and continuously detects the state of the main power module, and step S3 is performed when it is detected that the main power module has a fault;
[0059] S3, fault response is performed:
[0060] S3.1, control the three-phase alternating current solid state relay module SSR1 to disconnect, control the three-phase alternating current solid state relay module SSR2 to close, and connect the three-phase output end of the standby power module with the motor;
[0061] S3.2, the main control module sends switching instructions and key parameters to the standby control module;
[0062] S3.3, after the main control module receives the reply of the standby controller "complete self-checking" and "confirm the standby takeover", the standby power module takes over the motor drive, at this time, the control system is switched to an emergency operation mode, and the main control module sends an "emergency operation mode" mark to the instrument. The working process of the system in the emergency operation mode can refer to the above description.
[0063] In the description of the present specification, the terms "first", "second", "third", "fourth" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. In addition, the different embodiments / ways or examples described in the present specification and the features of the different embodiments / ways or examples can be combined and combined by those skilled in the art without mutual contradiction. Those skilled in the art should understand that the above is only a preferred embodiment of the present application, and the present application is not limited to the above embodiments. Other improvements and changes directly derived or thought of by those skilled in the art without departing from the spirit and concept of the present application should be considered to be included in the protection scope of the present application.
Claims
1. A redundant control system for an electric two-wheeled vehicle, characterized by, The main controller comprises a main control module and a main power module connected with each other, and the backup controller comprises a backup control module and a backup power module connected with each other; The main control module exchanges data with the backup control module through a communication bus, and the main power module and the backup power module are connected with the motor; The main control module receives a whole vehicle input signal and a motor Hall signal, and controls the main power module to drive the motor when the main power module is in normal operation, and controls the backup power module to drive the motor through the backup control module when the main power module is in failure.
2. The redundant control system for electric two-wheeled vehicles according to claim 1, characterized in that, The positive power input end of the main control module is directly connected with the positive DC bus, and the negative power input end of the main control module is directly connected with the negative DC bus; The positive power input end of the main power module is connected with the positive DC bus through a first DC contactor, and the negative power input end of the main power module is connected with the negative DC bus through a second DC contactor.
3. The redundant control system for electric two-wheeled vehicles according to claim 2, characterized in that, The positive power input end of the backup control module is connected with the positive power input end of the backup power module, and the negative power input end of the backup control module is connected with the negative power input end of the backup power module; The positive power input end of the backup power module is connected with the positive DC bus through a third DC contactor, and the negative power input end of the backup power module is connected with the negative DC bus through a fourth DC contactor.
4. The redundant control system for electric two-wheeled vehicles according to claim 3, characterized in that, The three-phase output end of the main power module is directly connected with the motor, and the three-phase output end of the backup power module is directly connected with the motor; The main control module is used for controlling the first DC contactor, the second DC contactor, the third DC contactor and the fourth DC contactor.
5. The redundant control system for electric two-wheeled vehicles according to claim 1, characterized by, The positive power input end of the main control module is directly connected with the positive DC bus, and the negative power input end of the main control module is directly connected with the negative DC bus; The positive power input end of the main control module is connected with the positive power input end of the main power module, and the negative power input end of the main control module is connected with the negative power input end of the main power module.
6. The redundant control system for electric two-wheeled vehicles according to claim 5, characterized in that, The positive power input end of the backup power module is directly connected with the positive DC bus, and the negative power input end of the backup power module is directly connected with the negative DC bus; The positive power input end of the backup control module is connected with the positive power input end of the backup power module, and the negative power input end of the backup control module is connected with the negative power input end of the backup power module.
7. The redundant control system for electric two-wheeled vehicles according to claim 6, characterized in that, The three-phase output end of the main power module is connected with the motor through a three-phase AC solid-state relay module SSR1, and the three-phase output end of the backup power module is connected with the motor through a three-phase AC solid-state relay module SSR2.
8. The redundant control system for electric two-wheeled vehicles according to claim 7, characterized in that, The main control module is used for controlling the three-phase AC solid-state relay module SSR1 and the three-phase AC solid-state relay module SSR2.
9. The redundant control system for electric two-wheeled vehicles according to claim 2, characterized by, The positive DC bus is connected with the positive pole of the power supply, and the negative DC bus is connected with the negative pole of the power supply.
10. The redundant control system for electric two-wheeled vehicles according to any of claims 1-9, characterized in that, The backup controller has less functions than the main controller, and at least has a self-checking function and an open-loop driving function.