CN117360239B - Vehicle control method, double-electric drive system and vehicle - Google Patents
Vehicle control method, double-electric drive system and vehicle Download PDFInfo
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- CN117360239B CN117360239B CN202311667624.4A CN202311667624A CN117360239B CN 117360239 B CN117360239 B CN 117360239B CN 202311667624 A CN202311667624 A CN 202311667624A CN 117360239 B CN117360239 B CN 117360239B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a vehicle control method, a double electric drive system and a vehicle, which are applied to the double electric drive system, wherein the double electric drive system comprises a first electric drive system and a second electric drive system on the vehicle, and wheels driven by the first electric drive system and wheels driven by the second electric drive system are arranged on the same axle center; under the condition that the first electric drive system fails, determining a target working state to be entered by the first electric drive system according to a failure detection result of the first electric drive system; transmitting working state information for indicating a target working state to a second electric drive system; and controlling the first electric drive system to enter a target working state, and controlling the second electric drive system to enter the target working state according to the working state information. Therefore, the safe state coordination when a single electric drive system in the double electric drive system fails is realized, unexpected torque difference between the left wheel and the right wheel corresponding to the double electric drive system is avoided, and driving safety is ensured.
Description
Technical Field
The disclosure relates to the field of vehicle control, and in particular relates to a vehicle control method, a dual electric drive system and a vehicle.
Background
With the strong promotion of energy conservation and ecological environment protection policies, electric automobile research becomes a hotspot and an important point in the automobile industry. The distributed driving vehicle is used as one of electric vehicles, the performance, stability and operability of the vehicle can be improved, and meanwhile, more flexible power distribution and vehicle stability control can be realized through an intelligent control system. In particular, a distributed drive vehicle refers to a technique for driving a vehicle using a plurality of independently controllable electric drive systems, each controlling one wheel or axle of the vehicle to improve overall efficiency and performance.
Disclosure of Invention
In order to overcome the problems in the related art, the present disclosure provides a vehicle control method, a dual electric drive system, and a vehicle.
According to a first aspect of embodiments of the present disclosure, there is provided a vehicle control method applied to a dual electric drive system including: the vehicle comprises a first electric drive system and a second electric drive system on the vehicle, wherein wheels driven by the first electric drive system and wheels driven by the second electric drive system are arranged on the same axle center; the method comprises the following steps:
under the condition that a first electric drive system of the vehicle fails, determining a target working state to be entered by the first electric drive system according to a failure detection result of the first electric drive system;
Transmitting working state information to a second electric drive system of the vehicle, wherein the working state information is used for indicating the target working state;
and controlling the first electric drive system to enter the target working state, and controlling the second electric drive system to enter the target working state according to the working state information.
Optionally, the determining, according to the fault detection result of the first electric drive system, the target working state to be entered by the first electric drive system includes:
acquiring running state data of a motor in the first electric drive system;
and carrying out fault detection on the first electric drive system according to the running state data, and determining the target working state according to the fault detection result.
Optionally, the target working state is determined according to the fault detection result, and the first electric drive system is in a safe working state to be entered; the safe working state comprises an active short circuit state or a complete open circuit state of the motor.
Optionally, the fault detection result includes a fault type;
the controlling the first electric drive system to enter the target working state comprises:
under the condition that the fault type is a first fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset hardware strategy; or under the condition that the fault type is the second fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset software strategy, wherein the emergency degree of the first fault type is higher than that of the second fault type.
Optionally, the controlling the second electric drive system to enter the target working state according to the working state information includes:
and controlling the second electric drive system to enter the target working state through a preset software strategy according to the working state information.
Optionally, the operating state information includes a failure level of the first electric drive system; the controlling the second electric drive system to enter the target working state according to the working state information comprises:
and under the condition that the fault level is greater than or equal to a preset fault level, controlling the second electric drive system to enter the target working state.
Optionally, the working state information includes a first freshness, and the first freshness characterizes real-time property of the first electric drive system for updating the target working state;
the controlling the second electric drive system to enter the target working state according to the working state information comprises:
controlling the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold value; and the second freshness represents the instantaneity of the second electric drive system for updating the corresponding safe working state.
Optionally, the method further comprises:
transmitting a third freshness to the second electric drive system, wherein the third freshness characterizes the instantaneity of torque response of the first electric drive system;
the controlling the second electric drive system to enter the target working state according to the working state information comprises:
and controlling the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold or the difference value between the third freshness and the fourth freshness is smaller than a second preset difference value threshold, wherein the fourth freshness represents the real-time performance of torque response of the second electric drive system.
Optionally, the method further comprises:
and limiting the torque output of the second electric drive system according to a preset torque limit strategy under the condition that the difference value between the first freshness and the second freshness is larger than or equal to the first preset difference threshold value and/or the difference value between the third freshness and the fourth freshness is larger than or equal to the second preset difference threshold value.
According to a second aspect of embodiments of the present disclosure, there is provided a dual electric drive system for use in a vehicle, the system comprising:
The first electric drive system and the second electric drive system are arranged on the same axle center;
the first electric drive system is configured to determine a target working state to be entered by the first electric drive system according to a fault detection result of the first electric drive system under the condition that the first electric drive system fails, control the first electric drive system to enter the target working state, and send working state information to the second electric drive system, wherein the working state information is used for indicating the target working state;
the second electric drive system is configured to control the second electric drive system to enter the target working state according to the working state information.
Optionally, the first electric drive system is configured to acquire operation state data of a motor in the first electric drive system; and carrying out fault detection on the first electric drive system according to the running state data, and determining the target working state according to the fault detection result.
Optionally, the target working state is determined according to the fault detection result, and the first electric drive system is in a safe working state to be entered; the safe working state comprises an active short circuit state or a complete open circuit state of the motor.
Optionally, the fault detection result includes a fault type; the first electric drive system is further configured to enter the target working state after controlling the first electric drive system to respond to the fault through a preset hardware strategy under the condition that the fault type is a first fault type; or under the condition that the fault type is the second fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset software strategy, wherein the emergency degree of the first fault type is higher than that of the second fault type.
Optionally, the second electric driving system is configured to control the second electric driving system to enter the target working state through a preset software strategy according to the working state information.
Optionally, the operating state information includes a failure level of the first electric drive system;
the second electric drive system is configured to control the second electric drive system to enter the target working state under the condition that the fault level is determined to be greater than or equal to a preset fault level.
Optionally, the working state information includes a first freshness, and the first freshness characterizes real-time property of the first electric drive system for updating the target working state;
The second electric drive system is configured to control the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold value; and the second freshness represents the instantaneity of the second electric drive system for updating the corresponding safe working state.
Optionally, the first electric drive system is further configured to send a third freshness to the second electric drive system, the third freshness characterizing real-time of torque response by the first electric drive system;
the second electric drive system is configured to control the second electric drive system to enter the target working state when the difference value between the first freshness and the second freshness is smaller than a first preset difference threshold value or the difference value between the third freshness and the fourth freshness is smaller than a second preset difference threshold value, and the fourth freshness represents real-time performance of torque response of the second electric drive system.
Optionally, the second electric drive system is further configured to limit the torque output of the second electric drive system according to a preset torque limit policy when the difference between the first freshness and the second freshness is greater than or equal to the first preset difference threshold, and/or when the difference between the third freshness and the fourth freshness is greater than or equal to the second preset difference threshold.
According to a third aspect of embodiments of the present disclosure, there is provided a vehicle comprising at least one set of dual electric drive systems including the dual electric drive system of the second aspect of the present disclosure.
The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects: under the condition that a first electric drive system of a vehicle breaks down, the first electric drive system is controlled to enter a target working state, and meanwhile, working state information is sent to a second electric drive system on the opposite side, so that the second electric drive system is controlled to enter the target working state in time, the safety state coordination when a single electric drive system in a distributed double electric drive system of the vehicle breaks down can be improved, the vehicle can enter the safety working state quickly, unexpected torque difference between left and right wheels corresponding to the double electric drive system is avoided, and driving safety is guaranteed.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.
Fig. 1 shows a schematic diagram of a vehicle architecture for three and four motors in a distributed drive vehicle.
Fig. 2 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.
Fig. 3 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2.
Fig. 4 is a flowchart illustrating a vehicle control method according to the embodiment shown in fig. 2.
FIG. 5 is a schematic diagram illustrating a process for cooperative control of a dual electric drive system, according to an exemplary embodiment.
Fig. 6 is a block diagram illustrating a dual electric drive system according to an exemplary embodiment.
Fig. 7 is a schematic structural view of a vehicle according to an exemplary embodiment.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.
It should be noted that, all actions for acquiring signals, information or data in the present application are performed under the condition of conforming to the corresponding data protection rule policy of the place where the actions are performed and obtaining the authorization given by the owner of the corresponding device.
The present disclosure is mainly applied to a vehicle control scenario configured with an independently controllable dual electric drive system. The dual electric driving system refers to two electric driving systems arranged on left and right opposite sides, and each electric driving system can independently drive corresponding wheels, that is, the left and right wheels driven by the dual electric driving system are arranged on the same axle center. For example, fig. 1 shows a schematic diagram of a vehicle architecture of three motors and four motors in a distributed driving vehicle, and as shown in fig. 1, in the distributed driving architecture of three motors, the dual electric driving system refers to a left rear electric driving system and a right rear electric driving system which are arranged on opposite sides. In a four motor distributed drive architecture, the dual electric drive system may include a left rear electric drive system and a right rear electric drive system disposed on opposite sides, or a left front electric drive system and a right front electric drive system disposed on opposite sides. In addition, the three-motor distributed drive architecture shown in fig. 1 also includes a power battery, a front electric drive system, and a mechanical differential. The power battery is used as a power source of a front electric drive system, a left rear electric drive system and a right rear electric drive system, the front electric drive system can be used for driving a left front wheel and a right front wheel of a vehicle, and the mechanical differential can be used for balancing and controlling the rotation speed difference of the left front wheel and the right front wheel so as to achieve better control performance and vehicle stability. The power cells in the four-motor distributed drive architecture shown in fig. 1 are used to provide power sources for the left front electric drive system, the right front electric drive system, the left rear electric drive system, and the right rear electric drive system of the vehicle.
The current electric vehicle mainly drives a single motor and a double motor, has fewer three-motor topologies and four-motor topologies, but has an accelerating popularization trend. As shown in fig. 1, if the vehicle is a three-motor or four-motor distributed driving vehicle architecture, for a dual electric drive system disposed on the left and right opposite sides, it is necessary to consider the turn-off response of the opposite side electric drive system in the case of failure of a single electric drive system, so as to avoid unexpected torque differences between the left and right wheels disposed on the opposite sides in the case of high speed, and thus, generate yaw moment, which jeopardizes driving safety.
In order to solve the above-mentioned problems, the present disclosure provides a vehicle control method, a dual electric drive system and a vehicle. The following detailed description of specific embodiments of the present disclosure refers to the accompanying drawings.
FIG. 2 is a flow chart illustrating a vehicle control method that may be applied to a dual electric drive system, where the dual electric drive system may include a first electric drive system and a second electric drive system on a vehicle, where the wheels driven by the first electric drive system are disposed on the same axle center as the wheels driven by the second electric drive system, and where both electric drive systems may be independently controlled. As shown in fig. 2, the method comprises the steps of:
In step S201, in the case that the first electric drive system of the vehicle fails, a target operating state to be entered by the first electric drive system is determined according to a failure detection result of the first electric drive system.
Wherein each of the electric drive systems mentioned in this disclosure (including the first electric drive system and the second electric drive system mentioned hereinafter) includes an electric motor and a motor controller that cooperate to convert electrical energy to mechanical energy to drive respective wheels. In the running process of the vehicle, aiming at each electric drive system, the motor controller is responsible for monitoring and controlling the operation of the motor. For example, the motor controller obtains operation state data (including current, rotation speed, temperature and the like) of the motor through the sensor, and performs fault detection based on the operation state data to obtain a fault detection result, so as to determine whether the corresponding electric drive system has faults. The fault detection result may include, for example, a fault type (e.g., a rotational variation, a current sensor fault, etc.).
In addition, in order to ensure driving safety, after determining that the first electric drive system fails, the first electric drive system needs to be controlled to enter a safe working state. Where safe operating conditions generally refer to the motor being in a state where there is no potential hazard. For example, the motor is free of current or rotation in operation, and free of conditions that may result in accidental injury or damage. In a possible embodiment of the present disclosure, the safe operating state may include an active short circuit state or a fully open circuit state of the motor.
Different fault detection results generally correspond to different safe working states, and the target working state is the safe working state to be entered by the first electric drive system, which is determined according to the current fault detection result.
Therefore, in this step, the motor controller of the first electric drive system may acquire the operation state data of the motor in the first electric drive system; and carrying out fault detection on the first electric drive system according to the running state data, and determining the target working state according to the fault detection result.
For example, the fault detection result may include a fault type, and in the case that the fault type is determined to be a preset emergency fault type (such as reset, dead halt, etc.), the corresponding target working state is determined to be ASC (Active Short Circuit, active short-circuit state of the motor); in the case that the fault type is determined not to be the preset emergency fault type, it may be determined that the corresponding target operating state is a safe state in which the motor is automatically switched according to the rotation speed, for example, in the case that the target operating state is determined to be a safe state in which the motor is automatically switched according to the rotation speed, the motor may automatically switch the safe state by means of active short circuit or complete open circuit based on the rotation speed selection, which is only exemplified herein, and the disclosure is not limited in particular.
In step S202, operating state information is transmitted to a second electric drive system of the vehicle, the operating state information being used to indicate a target operating state.
In this step, the operating state information may be sent by the first electrical drive system to the second electrical drive system. The operating state information may include an identification of the target operating state, so that the second electric drive system may determine the target operating state based on the identification of the target operating state in the operating state information.
It should be noted that in the present disclosure, CAN (Controller Area Network ) communication may be performed between the first electric drive system and the second electric drive system, and in order to shorten the cooperative fault response time of the two electric drive systems, to ensure the synchronicity of fault response of the two electric drive systems, the CAN communication period of the two electric drive systems may be controlled to be within a preset time (e.g. 2 ms).
In step S203, the first electric driving system is controlled to enter a target working state, and the second electric driving system is controlled to enter the target working state according to the working state information.
The present disclosure is mainly applied to a vehicle equipped with dual electric drive systems, each of which can independently drive a respective corresponding wheel, and is disposed on the left and right opposite sides. The left wheel and the right wheel driven by the double electric drive system are arranged on the same axle center. Under the condition that the electric drive system at one side in the double electric drive system fails and cannot continue to provide torque output, the electric drive system at the other side is required to synchronously perform turn-off response and enter the same safe working state, so that unexpected lateral acceleration in the driving process is avoided. Therefore, in the step, under the condition that the first electric drive system of the vehicle fails, the first electric drive system can send working state information for indicating a target working state to the second electric drive system, so that the second electric drive system synchronously enters the target working state, unexpected torque difference between the left wheel and the right wheel when the first electric drive system fails in the double electric drive system can be avoided, and driving safety is ensured.
By adopting the method, under the condition that the first electric drive system of the vehicle fails, the first electric drive system is controlled to enter the target working state, and meanwhile, the working state information is sent to the second electric drive system on the opposite side, so that the second electric drive system is controlled to enter the target working state in time, the safety state coordination when a single electric drive system fails in the distributed double electric drive system of the vehicle can be improved, the vehicle can quickly enter the safety working state, unexpected torque difference between the left wheel and the right wheel corresponding to the double electric drive system is avoided, and the driving safety is ensured.
In one possible embodiment of the disclosure, the fault detection result after the fault detection of the first electric drive system may include a fault type, the fault type may include a first fault type or a second fault type, and the first fault type is more urgent than the second fault type. The first fault type may include, for example, one or more fault types set in advance as a relatively serious fault, and the first fault type may include, for example, a fault type of a reset, a crash, or the like of the motor controller. The second fault type may include, for example, a motor overload, a short circuit, a phase imbalance, an overheat, etc. fault type.
In one implementation, the motor controller may obtain the fault type after performing fault detection by a preset fault detection algorithm based on the collected operation state data of the motor. In particular, embodiments of fault detection of an electric drive system according to operation state data of a motor may refer to descriptions in related documents, which are not particularly limited in the present disclosure.
Fig. 3 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2, and as shown in fig. 3, step S203 includes the following sub-steps:
in step S2031, when the fault type is the first fault type, the first electric drive system is controlled to enter a target working state after performing fault response through a preset hardware strategy; or under the condition that the fault type is the second fault type, controlling the first electric drive system to enter a target working state after performing fault response through a preset software strategy, wherein the emergency degree of the first fault type is higher than that of the second fault type.
In practical application scenarios, the fault response of the motor generally includes two strategies, one is a hardware response and the other is a software logic control response. Wherein the response speed of the hardware is higher than that of the software.
Under the condition that the fault type of the first electric drive system is determined to be the first fault type, the current fault state is urgent, and the fault response needs to be fast carried out, namely the first electric drive system is fast controlled to enter a safe working state, and under the condition, the first electric drive system can be controlled to carry out the fault response through a preset hardware strategy.
The monitoring chip can receive the monitoring signal of the normal running state of the motor under the condition that the motor is in normal running, but if the motor is dead, the monitoring chip can not receive the monitoring signal for a long time, and can switch and control the high-low level signal, so that the duty ratio of the output of the motor is controlled to be empty, and the motor is controlled to be turned off to enter a safe working state. Wherein, in order to realize the rapid implementation of the fault response through hardware under the fault condition of the electric drive system, the rapid implementation of the fault response through circuit design can be realized based on the preset fault response time (such as < 30 us) (for example, the larger the capacitance is, the longer the required turn-off time is), which is only illustrative herein, and the disclosure is not limited.
Under the condition that the fault type of the first electric drive system is determined to be the second fault type, the current fault state is not an emergency fault state, soft-cut control (for example, the soft-cut fault response time can be controlled within 10 ms) can be adopted for fault response, namely, the first electric drive system is controlled to enter a target working state after fault response is carried out through a preset software strategy, so that the electric drive system can enter a safe working state more gradually, and the stability of a vehicle is improved.
As shown in fig. 3, step S203 further includes the sub-steps of:
in step S2032, the second electric drive system is controlled to enter the target working state according to the working state information through a preset software strategy.
The operating state information may include an identification of the target operating state, so that the second electric drive system may determine the target operating state based on the identification of the target operating state in the operating state information.
Because the second electric drive system does not have faults, the second electric drive system can adopt software control in the process of fault response based on the working state information sent by the opposite-side electric drive system, namely, the fault response is carried out through a preset software strategy, so that the second electric drive system can enter a target working state more smoothly, and the stability of the vehicle is improved. Therefore, in this step, the second electric driving system may control the second electric driving system to enter the target working state through the preset software policy according to the working state information.
In one embodiment, the operating state information may include a failure level of the first electric drive system; it can be understood that different fault types can correspond to different fault levels, and the step can determine the fault level corresponding to the current fault type based on the corresponding relation between the preset fault type and the fault level.
Thus, in the process of executing step S203, the second electric drive system may control the second electric drive system to enter the target working state when it is determined that the fault level is greater than or equal to the preset fault level.
That is, in addition to the identification of the target working state, the first electric drive system may further include a fault level in the working state information sent to the second electric drive system, so that the second electric drive system may further control the second electric drive system to enter the target working state when determining that the fault level is greater than or equal to the preset fault level, thereby improving the accuracy of fault response of the opposite electric drive system.
The fault level may include five levels, for example, level 0, level 1, level 2, level 3, and level 4, and the preset fault level may be set to level 2, so that the second electric drive system is controlled to enter the target operating state if it is determined that the fault level of the first electric drive system is greater than or equal to level 2 (i.e., includes level 2, level 3, and level 4), which is not limited in this disclosure.
In one embodiment, the operating state information may include a first freshness, wherein the first freshness characterizes a real-time nature of the first electric drive system to update the target operating state. Specifically, the first freshness is a monotonic counter, and when the first electric drive system fails, the target working state to be entered is updated once after each failure detection is performed, and correspondingly, the first freshness is increased by 1, so that the first freshness can represent the instantaneity of updating the target working state of the first electric drive system. Similarly, the second electric drive system positioned at the opposite side in the double electric drive system can update the corresponding second freshness according to the times of updating the safety working state of the second electric drive system, namely, the second freshness represents the real-time property of the second electric drive system for updating the corresponding safety working state.
Therefore, in one embodiment of the present disclosure, in the process of executing step S203, the second electric drive system may further control the second electric drive system to enter the target working state when the difference between the first freshness and the second freshness is smaller than the first preset difference threshold.
It will be appreciated that, in the case where the values of the first freshness and the second freshness are closer, the synchronicity of the first electric drive system and the second electric drive system is higher, but if the difference between the first freshness and the second freshness is larger, the synchronicity of the first electric drive system and the second electric drive system is worse, so in the present disclosure, the first electric drive system may send the first freshness to the second electric drive system, so that the second electric drive system may monitor the synchronicity of the fault responses of the two drive systems through the first freshness.
In one implementation manner, when the difference between the first freshness and the second freshness is smaller than a first preset difference threshold (e.g., 10), the synchronicity of the first electric drive system and the second electric drive system is higher, and the second electric drive system can be controlled to enter a target working state. And under the condition that the difference value between the first freshness and the second freshness is larger than or equal to a first preset difference value threshold value, the synchronism of the first electric drive system and the second electric drive system is lower, and at the moment, in order to ensure driving safety, the second electric drive system can be controlled to reduce the output of torque.
Fig. 4 is a flowchart of a vehicle control method according to the embodiment shown in fig. 2, and as shown in fig. 4, the method further includes the steps of:
in step S204, a third freshness is sent to the second electric drive system, the third freshness characterizing the instantaneity of the torque response of the first electric drive system.
In another possible embodiment of the present disclosure, the first electric drive system may further send a third freshness degree to the second electric drive system, so, in step S203, the second electric drive system controls the second electric drive system to enter the target working state if it is determined that the difference between the first freshness degree and the second freshness degree is smaller than the first preset difference threshold value, or the difference between the third freshness degree and the fourth freshness degree is smaller than the second preset difference threshold value; the third freshness represents the real-time performance of torque response of the first electric drive system; the fourth freshness represents the real-time performance of the torque response of the second electric drive system.
The third freshness is also a monotonic counter, and is added with 1 every time the first electric drive system responds to the torque, so that the third freshness can represent the real-time property of the first electric drive system to respond to the torque. Similarly, the second electric drive system may update the fourth freshness based on the number of times the torque response is performed, so that the fourth freshness may characterize the real-time performance of the torque response performed by the second electric drive system.
The present disclosure may take into consideration both the freshness of the fault response (i.e., the first freshness and the second freshness) of the two systems and the freshness of the torque response (i.e., the third freshness and the fourth freshness) when determining the synchronicity of the first electric drive system and the second electric drive system. Therefore, the second electric drive system can be regarded as having better synchronism of the two systems when the difference value between the first freshness and the second freshness is smaller than the first preset difference threshold value or the difference value between the third freshness and the fourth freshness is smaller than the second preset difference threshold value, and at the moment, the second electric drive system can be controlled to enter the target working state.
On the other hand, when the second electric drive system determines that the difference between the first freshness and the second freshness is greater than or equal to the first preset difference threshold value and/or the difference between the third freshness and the fourth freshness is greater than or equal to the second preset difference threshold value, the synchronism of the two systems is lower, and at this time, in order to ensure driving safety, the second electric drive system can be controlled to reduce the torque output, namely the torque output of the second electric drive system is limited according to a preset torque limit strategy.
For example, the second electric drive system may determine a torque output ratio based on a comparison of freshness of the two electric drive systems, and then may control the second electric drive system to perform torque limitation output according to the torque output ratio. For example, the primary torque output of 10n.m, the torque output ratio being 50%, the second electric drive system may be controlled to provide a limited output of torque at 5n.m, which is merely exemplary and not limiting in this disclosure.
Therefore, the first electric drive system and the second electric drive system can monitor the synchronicity of torque response and fault response of the double electric drive systems in real time through mutual transmission of freshness, and can perform torque reduction control when the synchronicity is low, so that driving safety is ensured.
Fig. 5 is a schematic diagram of a process of cooperative control of a dual electric drive system according to an exemplary embodiment, as shown in fig. 5, where the dual electric drive system is a right rear electric drive system and a left rear electric drive system of a vehicle, and if the right rear electric drive system fails, a motor controller is triggered to perform fault detection when the right rear electric drive system fails, t1 indicates a time for performing fault detection on the right rear electric drive system, and a time t1 is related to a specific fault type, so that requirements of robustness and safety are considered. t2 represents the time for the right rear electric drive system to perform fault response, and as described above, in the case of an emergency fault, the fault response may be implemented by hardware, for example, t2 < 30us may be controlled by the circuit design of the hardware. The right rear electric drive system can send working state information for indicating the target working state to be entered to the left rear electric drive system while performing fault response, as shown in fig. 5, and t3 represents the time from when the right rear electric drive system confirms the fault to when the left rear electric drive system receives the working state information. In order to shorten the cooperative turn-off time of the two electric drive systems, the communication time of the right rear electric drive system and the left rear electric drive system can be set to be controlled within 2ms. t4 represents the time for the left rear electric drive system to perform fault detection. For example, the left rear electric drive system may perform an analytical check on the received target operating state to confirm whether the received target operating state is reasonable. In general, t4 may be set to be less than or equal to 2ms. Thus, as shown in fig. 5, the left rear electric drive system also starts to perform fault response after the time t3+t4, compared to the right rear electric drive system, and thus t3+t4 can be regarded as the cooperative off time of the dual electric drive system. Therefore, after one electric drive system fails, the other electric drive system at the opposite side can also enter a safe working state in time. As shown in fig. 5, t5 represents the time at which the rear left electric drive system responds to a failure. Because the left rear electric drive system does not have faults, the left rear electric drive system can adopt software control in the process of fault response based on the working state information sent by the opposite side electric drive system, namely, the fault response is carried out through a preset software strategy, so that the left rear electric drive system can enter a safe working state more smoothly, and the stability of the vehicle is improved. The above examples are merely illustrative, and the present disclosure is not limited thereto.
Fig. 6 is a block diagram illustrating a dual electric drive system 600 that may be applied to a vehicle, according to an exemplary embodiment, as shown in fig. 6, the dual electric drive system 600 includes:
the first electric drive system 601 and the second electric drive system 602, wherein the wheels driven by the first electric drive system 601 and the wheels driven by the second electric drive system 602 are arranged at the same axle center;
the first electric driving system 601 is configured to determine a target working state to be entered by the first electric driving system 601 according to a fault detection result of the first electric driving system 601 when the first electric driving system 601 fails, control the first electric driving system 601 to enter the target working state, and send working state information to the second electric driving system 602, where the working state information is used to indicate the target working state.
In the present disclosure, CAN communication may be performed between the first electric driving system 601 and the second electric driving system 602, and in order to shorten the cooperative fault response time of the two electric driving systems, ensure the synchronicity of fault response of the two electric driving systems, and control the CAN communication period of the two electric driving systems to be within a preset time (e.g. 2 ms). Thus, the first electric drive system 601 may send the operating state information to the second electric drive system 602 based on the CAN communication.
Each of the electric drive systems mentioned in this disclosure (including the first electric drive system 601 and the second electric drive system 602) includes an electric motor and a motor controller that cooperate to convert electrical energy to mechanical energy to drive respective wheels. In the running process of the vehicle, aiming at each electric drive system, the motor controller is responsible for monitoring and controlling the operation of the motor. For example, the motor controller obtains operation state data (including current, rotation speed, temperature and the like) of the motor through the sensor, and performs fault detection based on the operation state data to obtain a fault detection result, so as to determine whether the corresponding electric drive system has faults. The fault detection result may include, for example, a fault type (e.g., a rotational variation, a current sensor fault, etc.).
In order to ensure driving safety, after determining that the first electric drive system 601 fails, the first electric drive system 601 needs to be controlled to enter a safe working state. Where safe operating conditions generally refer to the motor being in a state where there is no potential hazard. For example, the motor is free of current or rotation in operation, and free of conditions that may result in accidental injury or damage.
In a possible embodiment of the present disclosure, the target working state is determined according to the fault detection result, and the first electric drive system 601 is in a safe working state to be entered; the safe operating state may include an active short circuit state or a fully open circuit state of the motor.
Optionally, the first electric drive system 601 is configured to acquire operation state data of a motor in the first electric drive system 601; and performing fault detection on the first electric drive system 601 according to the running state data, and determining the target working state according to the fault detection result.
For example, the fault detection result may include a fault type, and in the case that the fault type is determined to be a preset emergency fault type (such as reset, crash, etc.), the corresponding target working state is determined to be an ASC state; in the case that the fault type is determined not to be the preset emergency fault type, it may be determined that the corresponding target operating state is a safe state in which the motor is automatically switched according to the rotation speed, for example, in the case that the target operating state is determined to be a safe state in which the motor is automatically switched according to the rotation speed, the motor may automatically switch the safe state by means of active short circuit or complete open circuit based on the rotation speed selection, which is only exemplified herein, and the disclosure is not limited in particular.
Optionally, the fault detection result includes a fault type; the first electric driving system 601 is further configured to control the first electric driving system 601 to enter the target working state after performing fault response through a preset hardware strategy under the condition that the fault type is a first fault type; or, in the case that the fault type is the second fault type, after the first electric drive system 601 is controlled to perform fault response through a preset software strategy, the target working state is entered, where the emergency degree of the first fault type is higher than that of the second fault type.
In practical application scenarios, the fault response of the motor generally includes two strategies, one is a hardware response and the other is a software logic control response. Wherein the response speed of the hardware is higher than that of the software.
Under the condition that the fault type of the first electric drive system 601 is determined to be the first fault type, the current fault state is urgent, and the fault response needs to be quickly performed, that is, the first electric drive system 601 is quickly controlled to enter a safe working state, and under the condition, the first electric drive system 601 can be controlled to perform the fault response through a preset hardware strategy.
Under the condition that the fault type of the first electric drive system 601 is determined to be the second fault type, it is indicated that the current fault state does not belong to an urgent fault state, soft-cut control (for example, soft-cut fault response time can be controlled within 10 ms) can be adopted to perform fault response, that is, after the first electric drive system 601 is controlled to perform fault response through a preset software strategy, the first electric drive system 601 enters a target working state, so that the first electric drive system 601 can enter a safe working state more gradually, and stability of a vehicle is improved.
The second electric driving system 602 is configured to control the second electric driving system 602 to enter the target working state according to the working state information.
Optionally, the second electric driving system 602 is configured to control the second electric driving system 602 to enter the target working state through a preset software policy according to the working state information.
The operating state information may include an identification of the target operating state, such that the second electric drive system 602 may determine the target operating state based on the identification of the target operating state in the operating state information.
Because the second electric drive system 602 does not have a fault, in the process of performing fault response based on the working state information sent by the side electric drive system, the second electric drive system 602 may adopt software control, that is, perform fault response through a preset software strategy, so that the second electric drive system 602 may enter the target working state more gradually, and improve the stability of the vehicle.
Optionally, the operating state information includes a fault level of the first electric drive system 601; different fault types can correspond to different fault levels, and the fault level corresponding to the current fault type can be determined based on the corresponding relation between the preset fault type and the fault level.
The second electric driving system 602 is configured to control the second electric driving system 602 to enter the target working state when the fault level is determined to be greater than or equal to a preset fault level.
That is, the first electric drive system 601 may include the fault level in addition to the identification of the target working state in the working state information sent to the second electric drive system 602, so that the second electric drive system 602 may control the second electric drive system 602 to enter the target working state again when determining that the fault level is greater than or equal to the preset fault level, thereby improving the accuracy of fault response of the opposite electric drive system.
Optionally, the operating state information includes a first freshness, which characterizes real-time performance of the first electric drive system 601 in updating the target operating state.
Specifically, the first freshness is a monotonic counter, and the first electrical driving system 601 updates the target working state to be entered once after each fault detection under the condition of fault occurrence, and correspondingly, the first freshness is increased by 1, so that the first freshness can represent the real-time property of the first electrical driving system 601 for updating the target working state. Similarly, the second electric driving system 602 located at the opposite side in the dual electric driving system also updates the corresponding second freshness according to the number of times the second electric driving system 602 updates the safe working state, that is, the second freshness represents the real-time property of the second electric driving system 602 for updating the corresponding safe working state.
The second electric driving system 602 is configured to control the second electric driving system 602 to enter the target working state when the difference between the first freshness and the second freshness is smaller than a first preset difference threshold.
It will be appreciated that, in the case where the values of the first freshness and the second freshness are closer, the synchronicity of the first electric drive system 601 and the second electric drive system 602 is higher, but in the case where the difference between the first freshness and the second freshness is larger, the synchronicity of the first electric drive system 601 and the second electric drive system 602 is worse, so in the present disclosure, the first electric drive system 601 may send the first freshness to the second electric drive system 602, so that the second electric drive system 602 may monitor the synchronicity of the fault responses of the two drive systems through the first freshness.
In one implementation, when the difference between the first freshness and the second freshness is smaller than the first preset difference threshold (e.g. 10), the synchronicity of the first electric drive system 601 and the second electric drive system 602 is higher, and the second electric drive system 602 can be controlled to enter the target working state. In the case that the difference between the first freshness and the second freshness is determined to be greater than or equal to the first preset difference threshold, the synchronicity of the first electric drive system 601 and the second electric drive system 602 is characterized to be low, and at this time, in order to ensure driving safety, the second electric drive system 602 can be controlled to reduce the output of torque.
Optionally, the first electric drive system 601 is further configured to send a third freshness degree to the second electric drive system 602, the third freshness degree characterizing real-time of torque response of the first electric drive system 601.
The second electric drive system 602 is configured to control the second electric drive system 602 to enter the target working state when the difference between the first freshness and the second freshness is smaller than a first preset difference threshold, or the difference between the third freshness and a fourth freshness is smaller than a second preset difference threshold, and the fourth freshness characterizes real-time performance of torque response of the second electric drive system 602.
The present disclosure may take into account both the freshness of the fault response (i.e., the first freshness and the second freshness) and the freshness of the torque response (i.e., the third freshness and the fourth freshness) of the two systems in determining the synchronicity of the first electric drive system 601 and the second electric drive system 602. In this way, when the second electric drive system 602 determines that the difference between the first freshness and the second freshness is smaller than the first preset difference threshold, or the difference between the third freshness and the fourth freshness is smaller than the second preset difference threshold, the synchronicity of the two systems may be considered to be better, and at this time, the second electric drive system 602 may be controlled to enter the target working state.
Optionally, the second electric drive system 602 is further configured to limit the torque output of the second electric drive system 602 according to a preset torque quota policy when the difference between the first freshness and the second freshness is greater than or equal to the first preset difference threshold, and/or the difference between the third freshness and the fourth freshness is greater than or equal to the second preset difference threshold.
The second electric drive system 602 indicates that the synchronicity of the two systems is low when it is determined that the difference between the first freshness and the second freshness is greater than or equal to the first preset difference threshold and/or the difference between the third freshness and the fourth freshness is greater than or equal to the second preset difference threshold, and at this time, in order to ensure driving safety, the second electric drive system 602 may be controlled to reduce the output of torque, that is, the torque output of the second electric drive system 602 is limited according to a preset torque limit policy.
In this way, the first electric drive system 601 and the second electric drive system 602 can monitor the synchronicity of the torque response and the fault response of the double electric drive systems in real time by mutually transmitting freshness, and can perform torque reduction control when the synchronicity is low, so as to ensure driving safety.
The present disclosure is mainly applied to a vehicle equipped with dual electric drive systems, each of which can independently drive a respective corresponding wheel, and is disposed on the left and right opposite sides. The left wheel and the right wheel driven by the double electric drive system are arranged on the same axle center. Under the condition that the electric drive system at one side in the double electric drive system fails and cannot continue to provide torque output, the electric drive system at the other side is required to synchronously perform turn-off response and enter the same safe working state, so that unexpected lateral acceleration in the driving process is avoided. Therefore, in the disclosure, when the first electric drive system 601 of the vehicle fails, the first electric drive system 601 may send working state information for indicating a target working state to the second electric drive system 602, so that the second electric drive system 602 also synchronously enters the target working state, thereby avoiding unexpected torque differences between the left and right wheels when the first electric drive system 601 fails in the dual electric drive system, and ensuring driving safety.
By adopting the system, under the condition that the first electric drive system of the vehicle fails, the first electric drive system is controlled to enter the target working state, and meanwhile, the working state information is sent to the second electric drive system on the opposite side, so that the second electric drive system is controlled to enter the target working state in time, the safety state coordination when a single electric drive system fails in the distributed double electric drive system of the vehicle can be improved, the vehicle can quickly enter the safety working state, unexpected torque difference between the left wheel and the right wheel corresponding to the double electric drive system is avoided, and the driving safety is ensured.
Fig. 7 is a schematic structural diagram of a vehicle according to an exemplary embodiment, and as shown in fig. 7, the vehicle 700 includes at least one set of dual electric drive systems 600 including the dual electric drive system described in the corresponding embodiment of fig. 6.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.
Claims (17)
1. A vehicle control method, characterized by being applied to a dual electric drive system, the dual electric drive system comprising: the vehicle comprises a first electric drive system and a second electric drive system on the vehicle, wherein wheels driven by the first electric drive system and wheels driven by the second electric drive system are arranged on the same axle center; the method comprises the following steps:
Under the condition that a first electric drive system of the vehicle fails, determining a target working state to be entered by the first electric drive system according to a failure detection result of the first electric drive system;
transmitting working state information to a second electric drive system of the vehicle, wherein the working state information is used for indicating the target working state;
controlling the first electric drive system to enter the target working state, and controlling the second electric drive system to enter the target working state according to the working state information;
the working state information comprises first freshness, and the first freshness characterizes real-time property of the first electric drive system for updating the target working state;
the controlling the second electric drive system to enter the target working state according to the working state information comprises:
controlling the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold value; and the second freshness represents the instantaneity of the second electric drive system for updating the corresponding safe working state.
2. The method of claim 1, wherein determining the target operating state to be entered by the first electric drive system based on the failure detection result of the first electric drive system comprises:
Acquiring running state data of a motor in the first electric drive system;
and carrying out fault detection on the first electric drive system according to the running state data, and determining the target working state according to the fault detection result.
3. The method according to claim 2, wherein the target operating state is a safe operating state to be entered by the first electric drive system, determined according to the failure detection result; the safe working state comprises an active short circuit state or a complete open circuit state of the motor.
4. The method of claim 1, wherein the fault detection result comprises a fault type; the controlling the first electric drive system to enter the target working state comprises:
under the condition that the fault type is a first fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset hardware strategy; or,
and under the condition that the fault type is a second fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset software strategy, wherein the emergency degree of the first fault type is higher than that of the second fault type.
5. The method of claim 1, wherein controlling the second electric drive system to enter the target operating state based on the operating state information comprises:
and controlling the second electric drive system to enter the target working state through a preset software strategy according to the working state information.
6. The method of claim 1, wherein the operating state information includes a failure level of the first electric drive system; the controlling the second electric drive system to enter the target working state according to the working state information comprises:
and under the condition that the fault level is greater than or equal to a preset fault level, controlling the second electric drive system to enter the target working state.
7. The method according to claim 1, wherein the method further comprises:
transmitting a third freshness to the second electric drive system, wherein the third freshness characterizes the instantaneity of torque response of the first electric drive system;
the controlling the second electric drive system to enter the target working state according to the working state information comprises:
and controlling the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold or the difference value between the third freshness and the fourth freshness is smaller than a second preset difference value threshold, wherein the fourth freshness represents the real-time performance of torque response of the second electric drive system.
8. The method of claim 7, wherein the method further comprises:
and limiting the torque output of the second electric drive system according to a preset torque limit strategy under the condition that the difference value between the first freshness and the second freshness is larger than or equal to the first preset difference threshold value and/or the difference value between the third freshness and the fourth freshness is larger than or equal to the second preset difference threshold value.
9. A dual electric drive system for use with a vehicle, the system comprising:
the first electric drive system and the second electric drive system are arranged on the same axle center;
the first electric drive system is configured to determine a target working state to be entered by the first electric drive system according to a fault detection result of the first electric drive system under the condition that the first electric drive system fails, control the first electric drive system to enter the target working state, and send working state information to the second electric drive system, wherein the working state information is used for indicating the target working state;
the second electric drive system is configured to control the second electric drive system to enter the target working state according to the working state information;
The working state information comprises first freshness, and the first freshness characterizes real-time property of the first electric drive system for updating the target working state;
the second electric drive system is configured to control the second electric drive system to enter the target working state under the condition that the difference value between the first freshness and the second freshness is smaller than a first preset difference value threshold value; and the second freshness represents the instantaneity of the second electric drive system for updating the corresponding safe working state.
10. The system of claim 9, wherein the first electric drive system is configured to obtain operational state data of a motor in the first electric drive system; and carrying out fault detection on the first electric drive system according to the running state data, and determining the target working state according to the fault detection result.
11. The system of claim 10, wherein the target operating state is a safe operating state to be entered by the first electric drive system, determined from the fault detection result; the safe working state comprises an active short circuit state or a complete open circuit state of the motor.
12. The system of claim 9, wherein the fault detection result comprises a fault type; the first electric drive system is further configured to enter the target working state after controlling the first electric drive system to respond to the fault through a preset hardware strategy under the condition that the fault type is a first fault type; or under the condition that the fault type is the second fault type, controlling the first electric drive system to enter the target working state after performing fault response through a preset software strategy, wherein the emergency degree of the first fault type is higher than that of the second fault type.
13. The system of claim 9, wherein the second electric drive system is configured to control the second electric drive system to enter the target operating state through a preset software strategy according to the operating state information.
14. The system of claim 9, wherein the operational status information includes a failure level of the first electric drive system;
the second electric drive system is configured to control the second electric drive system to enter the target working state under the condition that the fault level is determined to be greater than or equal to a preset fault level.
15. The system of claim 9, wherein the first electric drive system is further configured to send a third freshness to the second electric drive system, the third freshness characterizing real time torque response of the first electric drive system;
the second electric drive system is configured to control the second electric drive system to enter the target working state when the difference value between the first freshness and the second freshness is smaller than a first preset difference threshold value or the difference value between the third freshness and the fourth freshness is smaller than a second preset difference threshold value, and the fourth freshness represents real-time performance of torque response of the second electric drive system.
16. The system of claim 15, wherein the second electric drive system is further configured to limit torque output of the second electric drive system according to a preset torque limit strategy if a difference between the first freshness and the second freshness is greater than or equal to the first preset difference threshold and/or a difference between the third freshness and the fourth freshness is greater than or equal to the second preset difference threshold.
17. A vehicle comprising at least one set of dual electric drive systems, the dual electric drive systems being as claimed in any one of claims 9 to 16.
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| CN108859766A (en) * | 2018-06-04 | 2018-11-23 | 武汉理工大学 | Four-wheel hub motor hybrid vehicle fault co-ordination control method |
| CN111845734A (en) * | 2020-07-31 | 2020-10-30 | 北京理工大学 | Fault-tolerant tracking control method for four-wheel distributed electrically-driven automatic driving vehicle |
| JP2022044936A (en) * | 2020-09-08 | 2022-03-18 | 三菱自動車工業株式会社 | Power control device of electric vehicle |
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