CN113765063A - Fault maintenance method for new energy automobile motor - Google Patents
Fault maintenance method for new energy automobile motor Download PDFInfo
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- CN113765063A CN113765063A CN202111061258.9A CN202111061258A CN113765063A CN 113765063 A CN113765063 A CN 113765063A CN 202111061258 A CN202111061258 A CN 202111061258A CN 113765063 A CN113765063 A CN 113765063A
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- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000012423 maintenance Methods 0.000 title claims abstract description 25
- 238000001514 detection method Methods 0.000 claims abstract description 45
- 238000004891 communication Methods 0.000 claims abstract description 20
- 238000001816 cooling Methods 0.000 claims description 7
- 230000002159 abnormal effect Effects 0.000 claims description 5
- 238000000819 phase cycle Methods 0.000 claims description 5
- 238000013461 design Methods 0.000 claims description 3
- 238000012163 sequencing technique Methods 0.000 claims description 3
- 238000013024 troubleshooting Methods 0.000 claims 7
- 238000012545 processing Methods 0.000 description 7
- 238000003672 processing method Methods 0.000 description 3
- 239000003990 capacitor Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
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- 230000005674 electromagnetic induction Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
- H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
- H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D21/00—Measuring or testing not otherwise provided for
- G01D21/02—Measuring two or more variables by means not covered by a single other subclass
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Electric Motors In General (AREA)
- Testing Of Short-Circuits, Discontinuities, Leakage, Or Incorrect Line Connections (AREA)
Abstract
The invention discloses a new energy automobile motor fault maintenance method, which comprises the following steps of CAN line fault detection: after the key of the whole vehicle is screwed into the ON gear, the VCU of the whole vehicle controller cannot detect any working information of an electric drive system, the CAN wiring harness communication fault between the motor controller and the whole vehicle controller is judged at the moment, and the CAN wiring harness communication is overhauled in a CAN communication overhauling step. The invention has the advantages that: the method can correspondingly detect various faults of the motor of the new energy automobile, quickly and reliably analyze the reasons of the faults, and conveniently and timely find and maintain the faults; the motor fault problem point can be locked rapidly, and the normal work of the motor is ensured.
Description
Technical Field
The invention relates to the field of electric automobile maintenance, in particular to a new energy automobile motor fault maintenance method.
Background
Compared with the traditional fuel vehicle type, the new energy vehicle has unique advantages in the aspects of starting overspeed, economy, environmental protection, green trip and the like, and is inferior to the traditional fuel vehicle in the aspect of endurance mileage. As a soul of the new energy automobile, the motor is particularly important for playing the advantages of the new energy automobile. Once the motor breaks down, electric automobile just can't use, in the maintenance testing process, does not have comparatively perfect reliable method to overhaul, can't accomplish quick reliable detection to the whole possible circumstances of motor.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a motor fault maintenance method for a new energy automobile, which is used for rapidly and reliably checking the fault of a motor and giving fault judgment.
In order to achieve the purpose, the invention adopts the technical scheme that: a new energy automobile motor fault maintenance method comprises the steps of CAN line fault detection: after the key of the whole vehicle is screwed into the ON gear, the VCU of the whole vehicle controller cannot detect any working information of an electric drive system, the CAN wiring harness communication fault between the motor controller and the whole vehicle controller is judged at the moment, and the CAN wiring harness communication is overhauled in a CAN communication overhauling step.
After entering a CAN communication maintenance step, detecting whether the connection of the CAN line pin holes has faults, detecting whether the connection faults comprise errors and looseness of the CAN line pin holes, and if the connection faults are judged, repairing or replacing the connection faults; if not, further detecting whether the AMP connection has a misconnection phenomenon, and if so, determining that the AMP interface has a fault.
Whether the connection of the CAN line pinhole and the AMP is disconnected or not is detected, the universal meter is adopted for detection and judgment, two meter pens of the universal meter are respectively arranged on two sides of the CAN line and the AMP line, the resistance value is detected, and if the resistance value tends to be infinite, the disconnection fault of the connector is judged.
The maintenance method also comprises a step of detecting the failure-free output of the motor during the non-operation: after the whole vehicle key is screwed into the ON gear, the motor does not work and does not have fault alarm output, at the moment, the motor firstly enters a CAN line fault detection step to detect CAN communication, and if the CAN line fault detection step does not detect CAN faults, the following detections are respectively carried out:
(1) detecting whether the phase sequence of a three-phase power line of a motor and a controller is normal or not;
(2) detecting whether the AMP interface of the controller is reliably connected;
(3) detecting whether the motor rotary transformer is reliably connected or not;
and (3) if the motor still cannot work normally after the steps (1), (2) and (3) are finished and the fault is detected, replacing the motor controller.
The method also comprises the detection steps that the motor does not work after being electrified and the corresponding module failure is reported:
(1) detecting whether the temperature of a controller module of a cooling system level of the controller is normal or not; (2) detecting whether the voltage, the current and the resistance value of each module of the controller meet the design requirements by using a universal meter; (3) detecting whether the voltage of the storage battery is higher than 9V or not, and detecting the loading capacity of the battery;
and if the measures cannot be failed, returning the module to the factory for maintenance.
The method also comprises a detection step that the electrified motor does not work and reports corresponding overcurrent faults:
(1) checking whether the AMP port wiring harness and the motor rotating wiring harness are connected correctly; (2) checking whether the sequencing of the rotary-change wire harnesses in the controller is normal or not, and if not, arranging the wire harnesses; (3) checking whether the current sensor in the controller and the main board control plate A buckle wire harness are normal or not, and if not, finishing the wire harness; (4) if the detection is correct, whether the controller is normally driven is detected, and if the controller is abnormally driven, the detection is carried out through a detection step corresponding to the module failure which does not work after the motor is electrified; if the above problems can not be solved, the controller is replaced.
The method also comprises the following temperature fault detection steps after the motor is electrified: and detecting whether the temperature sensor at the AMP interface is normal or not, and replacing the controller if the temperature sensor is abnormal.
The method also comprises a detection step corresponding to the voltage undervoltage fault reported after power-on: after the motor is electrified, the motor reports a voltage undervoltage fault alarm, and detects whether the positive bus and the negative bus of the controller are correctly connected and the battery voltage is correct respectively; when the positive bus and the negative bus of the controller and the battery voltage are normal, judging that the controller has a fault, and replacing the controller; if the connection fault of the positive bus and the negative bus of the controller is detected, the connection is reconnected, and if the voltage fault of the battery is detected, the fault of the battery is judged, and the battery is replaced and maintained.
The invention has the advantages that: the method can correspondingly detect various faults of the motor of the new energy automobile, quickly and reliably analyze the reasons of the faults, and conveniently and timely find and maintain the faults; the fault problem point of the motor can be quickly locked, the normal work of the motor is ensured, and the normal work of the whole vehicle is realized; according to different fault alarm types and fault states of the whole vehicle, fault detection can be rapidly obtained according to the detection method provided by the scheme of the application, and the motor overhauling speed is increased.
Drawings
The contents of the expressions in the various figures of the present specification and the labels in the figures are briefly described as follows:
FIG. 1 is a schematic diagram of the overall control of the motor of the present invention;
FIG. 2 is a flow chart of the detection steps of the present invention after power-up when there is no CAN signal input fault;
FIG. 3 is a flow chart of the detection steps of the present invention when the power-on motor is not rotating and no fault is output to alarm;
FIG. 4 is a flowchart of the detection steps of the present invention when the power-on motor is not operating and a module failure is reported;
FIG. 5 is a flow chart of the detection steps when the power-on motor is not in operation and an overcurrent fault alarm is reported according to the present invention;
FIG. 6 is a flowchart of the steps of the present invention for detecting when a motor temperature fault is reported upon power-up;
FIG. 7 is a flow chart of the detection steps when the motor controller reports an undervoltage fault after power-on according to the present invention.
Detailed Description
The following description of preferred embodiments of the invention will be made in further detail with reference to the accompanying drawings.
The invention relates to a method for quickly detecting the performance of a fault after the motor of a new energy automobile breaks down and related maintenance processing. The related contents are as follows: 1. after the vehicle key is screwed into the 'ON' button, the motor realizes the working principle of the performance of the motor; 2. after the vehicle key is screwed into the 'ON' button, the locking and processing scheme of the non-working reason of the motor caused by CAN communication signals is avoided; 3. after the motor is electrified, when the motor can not work normally and has no fault output, a fault detection and processing method is adopted; 4. after the motor is electrified, the motor does not work and reports a fault processing and detecting method of module faults; 5. after the motor is electrified, the motor does not work, and an overcurrent fault detection and maintenance method is reported; 6. after the motor is electrified, the motor reports an over-temperature or abnormal temperature fault detection processing method; 7. after the motor is electrified, the motor undervoltage fault reporting detection processing method is adopted;
as shown in fig. 1, is the general operating principle of the motor. When a driver enters a main driving key and is screwed into the 'ON', a 'starting' signal is converted into an electric signal and transmitted to a complete vehicle integrated controller (VCU), the VCU converts the type into the electric signal and transmits the electric signal to a battery control unit through a CAN (controller area network) wire, the battery control unit starts a DC/AC (direct current/alternating current) converter after receiving the signal, the DC/AC converter converts direct current of a battery pack into alternating current through a built-in electromagnetic induction coil, and a capacitor with the voltage of 450V is configured at the current output end of the battery pack to protect the battery pack. In the working process of the motor, the working state of the motor is monitored by a current sensor and a motor rotor position sensor between three phases of electricity, and the working state is transmitted to the battery control unit. The DC/AC alternating current-direct current converter and the battery control unit are integrated together and arranged in the front cabin so as to be quickly repaired and detected; the filter capacitor is arranged between the output positive electrode and the output negative electrode of the battery pack and the DC/AC converter, can effectively filter voltage and current fluctuation generated in the working process of the motor, and can protect the battery pack from being damaged to the maximum extent.
The battery control unit can realize torque control and rotating speed control by processing signals of the position sensor and the current sensor, and can effectively protect the motor and avoid damage. The integrated controller unit of the whole automobile adopts an Infineon automobile grade FS400L07AIE3 module to realize the protection functions of the driving motor on short circuit, overheating, primary side under-voltage, secondary side under-voltage, door-level overvoltage and the like.
The motor control circuit based on the application can realize the control of the motor and the reading of related data to send out alarm signals, thereby giving out fault alarm and giving out maintenance strategies according to fault alarm and fault states. The specific maintenance method comprises the following steps:
as CAN be seen from the circuit diagram of fig. 1, since the vehicle control unit VCU is connected to the battery controller through the CAN harness, there is a problem that the communication of the CAN at the fault point is interrupted. When the VCU does not receive the CAN signal, the step of detecting a failure without CAN signal input after power-on is performed, as shown in fig. 2, which is a flowchart of checking a failure of a CAN line between a Vehicle Control Unit (VCU) unit and a battery control unit. When whole car key screw in "ON" gear, whole car is gone up electrically, and whole car controller (VCU) CAN not receive motor drive system's any information (because CAN signal harness problem), if the voltage through CAN signal transmission, electric current, rotational speed, temperature etc. CAN judge that CAN communication between motor controller and the whole car this moment goes wrong, and concrete maintenance step is as follows: the whole vehicle key is turned into 'ON', the motor is powered ON, and because the VCU displays data ON the instrument according to the motor controller information read by the CAN, when no CAN signal exists, an instrument panel motor icon flickers all the time, voltage, current, rotating speed and temperature information ON an instrument panel are not displayed and are accompanied by obvious alarm sound, the CAN wire harness communication fault between a whole Vehicle Controller (VCU) and a battery control unit CAN be judged, a CAN wire and the whole vehicle controller are connected by 9 pinholes, whether errors exist in the CAN wire pinholes or not is judged, whether the 9 pinholes are loosened or not is checked, and whether the CAN wire connector is loosened or not is judged. If the pinhole connection error, the pinhole looseness and the joint looseness are monitored, the corresponding connection adjustment is correct, the loosened pinhole is fixed correctly, and if the adjustment is not correct or the fixation is not correct, the pinhole is replaced; and if the CAN line is not connected with the vehicle control unit, performing next AMP connection to determine whether a misconnection phenomenon exists. Whether the connection is disconnected or not CAN be detected in the two steps, the two ends of the universal meter CAN be respectively arranged on the two sides of the CAN line and the AMP port, the resistance value is detected, and if the resistance value tends to infinity, the phenomenon that the connector is disconnected CAN be judged.
In the can detection process: firstly, detecting whether the connection between a CAN line and a whole vehicle is correct, including whether pins are connected correctly, and if not, detecting a CAN connection wiring harness of a motor controller and the whole vehicle; if the can line is detected to be correctly connected with the whole vehicle, judging whether the AMP interface of the controller is reliable, and if not, reconnecting the AMP interface wiring harness or replacing a new AMP interface; if so, further checking whether the power supply is normal, disassembling the shell of the motor controller to check whether the 12V power supply is normal, and if so, replacing the motor controller; if not, checking whether the wiring harness connection of the internal power supply part of the controller is normal and whether the external 12V power supply is correctly discovered, if so, replacing the controller, otherwise, arranging the internal wiring harness or the external 12V wiring harness of the controller, and thus finishing the detection method when no CAN signal exists.
As shown in fig. 3, the detection flow chart is a flow chart of the detection of the non-working and non-fault output of the motor after being powered on, and the detection flow of the non-working and non-fault output of the motor is as follows: (1) detecting whether the CAN signal is normal or not, and if not, carrying out maintenance according to a CAN line fault detection flow; (2) and detecting whether the phase sequence of the three-phase power line of the motor and the controller is normal. (3) Detecting whether the AMP interface of the controller is reliably connected; (4) and detecting whether the motor rotary transformer is reliably connected. (5) And if the motor still can not work normally after the steps are finished, the controller is replaced.
When the whole vehicle is started, the motor does not work, and meanwhile, the whole vehicle does not receive any fault alarm, and the specific maintenance steps are as follows:
(1) detecting whether CAN communication is normal; if not, detecting the can communication abnormity according to the can detection flow steps; if yes, entering the step (2) if can communication is normal;
(2) checking whether the phase sequence of the three-phase power lines of the motor and the controller is wrong, and if so, correcting the phase sequence of the three power lines of the motor and the controller; if not, checking whether the AMP amount port of the controller is reliably connected; if not, reconnecting the AMP interface; if so, detecting whether the wiring harness of the motor rotary transformer is connected correctly;
(3) detecting whether the wiring harness of the motor rotary transformer is correct, and if so, replacing the controller; if not, readjusting the wiring harness to ensure that the wiring harness of the rotary transformer is correct.
As shown in fig. 4, a detection route chart of the cooling system and the controller module, which does not work after the motor is powered on, includes the following specific steps: (1) detecting whether the temperatures of the controller cooling system and the controller module are normal (less than or equal to 40 ℃); if not, indicating that the cooling module of the controller has a cooling fault, and adjusting the cooling system of the controller to work normally; if so, go to step (2)
(2) Detecting whether the voltage, the current and the resistance value of each module of the controller meet the design requirements by using a universal meter; if not, judging that the controller is damaged, and replacing the controller; if the requirements are met, the step (3) is carried out
(3) Detecting whether the voltage of a 12V storage battery is normal or not, detecting whether the voltage of the storage battery is higher than 9V or not, and detecting the loading capacity of the battery; if not, the voltage of the 12V storage battery is too low, the storage battery needs to be charged, and the electric quantity of the storage battery is ensured to be sufficient; if yes, entering (4);
(4) if the problems can not be solved by the measures and the faults still exist after the power-on test is carried out again, the module is returned to the factory for maintenance.
As shown in fig. 5, for the motor not working after being powered on and reporting the overcurrent fault, the specific detection steps are as follows: when the whole vehicle is started, the motor does not work, meanwhile, the whole vehicle receives overcurrent fault alarm, and the specific maintenance steps are as follows: (1) checking whether the AMP port wiring harness and the motor rotating wiring harness are connected correctly; if not, the wire harness is arranged; if yes, entering into (2);
(2) checking whether the sequencing of the rotary-change wire harnesses in the controller is normal or not, and if not, arranging the wire harnesses; if yes, entering into (3);
(3) and checking whether the wiring harness of the A port of the current sensor and the main board control board in the controller is normal or not, and if not, finishing the wiring harness. If normal, entering (4);
(4) if the check is correct, checking whether the controller is normally driven, and if the controller is abnormally driven, performing fault processing on the reference module. If the above problems can not be solved, the controller is replaced.
As shown in fig. 6, for reporting a temperature fault after the motor is powered on, the processing scheme is as follows, and whether the temperature sensor at the AMP interface is normal is detected, and if not, the controller is replaced. When the whole vehicle is started, the motor does not work, meanwhile, the whole vehicle receives a motor controller or motor over-temperature fault alarm, or the temperature information of the motor or the controller fed back by a motor driving system is obviously wrong when the whole vehicle sees that the specific maintenance steps are as follows:
(1) if the power is on, namely a motor temperature fault (over-temperature and incorrect temperature) is reported, whether the resistance value of the motor temperature sensor at the AMP port of the controller is correct (12V weak current is not applied) is detected, and if so, the controller is replaced; and if not, detecting whether the resistance value of the temperature sensor at the signal interface of the motor is correct, if so, checking the AMP wiring harness again to ensure that the wiring harness is correct, otherwise, damaging the temperature sensor of the motor, and replacing the temperature sensor of the motor.
As shown in fig. 7, a scheme for processing undervoltage fault reporting after the motor is powered on is specifically as follows:
(1) after power-on, an undervoltage fault alarm is given, and whether the positive bus and the negative bus of the controller are connected correctly or not is detected; if not, the positive bus and the negative bus are reconnected, so that the positive bus and the negative bus are reliably connected; if yes, entering (2);
(2) detecting whether the battery voltage is correct; if not, the voltage fault of the battery is judged, the battery is detected, and the battery voltage is recovered to be more than 9V by charging and supplementing. If the battery voltage is correct and the temperature of the motor is still abnormal after the power-on is restarted, the controller is judged to be abnormal, and then the controller is replaced.
It is clear that the specific implementation of the invention is not restricted to the above-described embodiments, but that various insubstantial modifications of the inventive process concept and technical solutions are within the scope of protection of the invention.
Claims (8)
1. A new energy automobile motor fault maintenance method is characterized in that: the method comprises the steps of CAN line fault detection: after the key of the whole vehicle is screwed into the ON gear, the VCU of the whole vehicle controller cannot detect any working information of an electric drive system, the CAN wiring harness communication fault between the motor controller and the whole vehicle controller is judged at the moment, and the CAN wiring harness communication is overhauled in a CAN communication overhauling step.
2. The motor troubleshooting method of the new energy automobile as set forth in claim 1, characterized in that: after entering a CAN communication maintenance step, detecting whether the connection of the CAN line pin holes has faults, detecting whether the connection faults comprise errors and looseness of the CAN line pin holes, and if the connection faults are judged, repairing or replacing the connection faults; if not, further detecting whether the AMP connection has a misconnection phenomenon, and if so, determining that the AMP interface has a fault.
3. The motor troubleshooting method of the new energy automobile as set forth in claim 2, characterized in that: whether the connection of the CAN line pinhole and the AMP is disconnected or not is detected, the universal meter is adopted for detection and judgment, two meter pens of the universal meter are respectively arranged on two sides of the CAN line and the AMP line, the resistance value is detected, and if the resistance value tends to be infinite, the disconnection fault of the connector is judged.
4. The motor troubleshooting method for the new energy automobile as recited in any one of claims 1 to 3, characterized in that: the maintenance method also comprises a step of detecting the failure-free output of the motor during the non-operation: after the whole vehicle key is screwed into the ON gear, the motor does not work and does not have fault alarm output, at the moment, the motor firstly enters a CAN line fault detection step to detect CAN communication, and if the CAN line fault detection step does not detect CAN faults, the following detections are respectively carried out:
(1) detecting whether the phase sequence of a three-phase power line of a motor and a controller is normal or not;
(2) detecting whether the AMP interface of the controller is reliably connected;
(3) detecting whether the motor rotary transformer is reliably connected or not;
and (3) if the motor still cannot work normally after the steps (1), (2) and (3) are finished and the fault is detected, replacing the motor controller.
5. The motor troubleshooting method for the new energy automobile as recited in any one of claims 1 to 3, characterized in that: the method also comprises the detection steps that the motor does not work after being electrified and the corresponding module failure is reported:
(1) detecting whether the temperature of a controller module of a cooling system level of the controller is normal or not; (2) detecting whether the voltage, the current and the resistance value of each module of the controller meet the design requirements by using a universal meter; (3) detecting whether the voltage of the storage battery is higher than 9V or not, and detecting the loading capacity of the battery;
and if the measures cannot be failed, returning the module to the factory for maintenance.
6. The motor troubleshooting method for the new energy automobile as recited in any one of claims 1 to 3, characterized in that: the method also comprises a detection step that the electrified motor does not work and reports corresponding overcurrent faults:
(1) checking whether the AMP port wiring harness and the motor rotating wiring harness are connected correctly; (2) checking whether the sequencing of the rotary-change wire harnesses in the controller is normal or not, and if not, arranging the wire harnesses; (3) checking whether the current sensor in the controller and the main board control plate A buckle wire harness are normal or not, and if not, finishing the wire harness; (4) if the detection is correct, whether the controller is normally driven is detected, and if the controller is abnormally driven, the detection is carried out through a detection step corresponding to the module failure which does not work after the motor is electrified; if the above problems can not be solved, the controller is replaced.
7. The motor troubleshooting method for the new energy automobile as recited in any one of claims 1 to 3, characterized in that: the method also comprises the following temperature fault detection steps after the motor is electrified: and detecting whether the temperature sensor at the AMP interface is normal or not, and replacing the controller if the temperature sensor is abnormal.
8. The motor troubleshooting method for the new energy automobile as recited in any one of claims 1 to 3, characterized in that: the method also comprises a detection step corresponding to the voltage undervoltage fault reported after power-on: after the motor is electrified, the motor reports a voltage undervoltage fault alarm, and detects whether the positive bus and the negative bus of the controller are correctly connected and the battery voltage is correct respectively; when the positive bus and the negative bus of the controller and the battery voltage are normal, judging that the controller has a fault, and replacing the controller; if the connection fault of the positive bus and the negative bus of the controller is detected, the connection is reconnected, and if the voltage fault of the battery is detected, the fault of the battery is judged, and the battery is replaced and maintained.
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| CN116046051A (en) * | 2022-09-30 | 2023-05-02 | 青岛鹏海软件有限公司 | Intelligent motor management method and system and electronic equipment thereof |
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| CN102759922A (en) * | 2012-07-20 | 2012-10-31 | 湖南吉大汽车链条有限公司 | Electric motorcar communication safety detection method and system thereof |
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| CN106274531A (en) * | 2016-08-26 | 2017-01-04 | 北京长城华冠汽车科技股份有限公司 | Fault handling method and device |
| CN209079661U (en) * | 2018-09-04 | 2019-07-09 | 厦门金龙汽车新能源科技有限公司 | Electric vehicle, electric vehicle powertrain and its CAN communication failure protecting device |
| CN109278675A (en) * | 2018-09-06 | 2019-01-29 | 南京越博动力系统股份有限公司 | A kind of entire car controller self checking method of pure electric automobile |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116046051A (en) * | 2022-09-30 | 2023-05-02 | 青岛鹏海软件有限公司 | Intelligent motor management method and system and electronic equipment thereof |
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