Torque distribution method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a torque distribution method and device, electronic equipment and a storage medium. The method comprises the following steps: determining the driving condition of a vehicle according to the current vehicle speed and the steering wheel angle of the vehicle; according to the driving working condition, the required torque of the vehicle and a pre-obtained NVH analysis result, the front motor distribution torque and the rear motor distribution torque of the vehicle are determined, and the NVH analysis result is a corresponding torque avoiding interval when the modal resonance frequency obtained through the NVH performance test is larger than a threshold value; and torque distribution of the vehicle is controlled according to the front motor distribution torque and the rear motor distribution torque. According to the scheme, the purpose of improving the NVH performance when the vehicle recycles torque distribution is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, and particularly relates to a torque distribution method and device, an electronic device, and a storage medium. BACKGROUND

[0002] In a four-wheel drive electric vehicle, torque distribution of front and rear motors directly affects energy recovery efficiency, vehicle dynamic stability, and ride comfort.

[0003] In the prior art, a braking energy recovery torque distribution scheme of a four-wheel drive electric vehicle is mainly implemented based on a motor efficiency MAP table. For example, when a certain axle motor is in a high-efficiency working zone, more torque is distributed to improve overall energy recovery efficiency.

[0004] However, the above-mentioned manner causes negative effects on the performance of NVH of the vehicle. SUMMARY

[0005] The torque distribution method, device, electronic device, and storage medium provided by the embodiments of the present application are used to achieve the purpose of improving the performance of NVH of the vehicle when recovering torque distribution.

[0006] In a first aspect, the embodiments of the present application provide a torque distribution method, comprising:

[0007] determining a driving condition of the vehicle according to a current speed and a steering wheel angle of the vehicle;

[0008] determining a front motor distribution torque and a rear motor distribution torque of the vehicle according to the driving condition, a required torque of the vehicle, and a pre-acquired NVH analysis result, wherein the NVH analysis result is a torque avoidance interval corresponding to a modal resonance frequency greater than a threshold value obtained through an NVH performance test;

[0009] controlling torque distribution of the vehicle according to the front motor distribution torque and the rear motor distribution torque.

[0010] In a possible implementation, the determining of the front motor distribution torque and the rear motor distribution torque according to the driving condition, the required torque of the vehicle, and the pre-acquired NVH analysis result comprises:

[0011] acquiring a target efficiency distribution ratio corresponding to the required torque according to a mapping relationship between a pre-acquired torque and efficiency distribution ratio;

[0012] determining a front motor initial distribution torque according to the required torque and the target efficiency distribution ratio;

[0013] determining whether the front motor initial distribution torque belongs to an avoidance interval according to the NVH analysis result;

[0014] if the front motor initial distribution torque does not belong to the avoidance interval, determining the front motor initial distribution torque as the front motor distribution torque, and determining the rear motor distribution torque according to the demand torque.

[0015] In a possible implementation, the determining the rear motor distribution torque according to the demand torque comprises:

[0016] determining a difference between the demand torque and the front motor distribution torque as the rear motor distribution torque;

[0017] or,

[0018] determining a product of a difference between 1 and the target efficiency distribution ratio and the demand torque as the rear motor distribution torque.

[0019] In a possible implementation, the method further comprises:

[0020] if the front motor initial distribution torque belongs to the avoidance interval, determining the front motor distribution torque and the rear motor distribution torque according to the demand torque, the avoidance interval and the driving condition.

[0021] In a possible implementation, the determining the front motor distribution torque and the rear motor distribution torque according to the demand torque, the avoidance interval and the driving condition comprises:

[0022] if the driving condition is an economy condition, determining a torque lower limit value of the avoidance interval as the front motor distribution torque, and determining a difference between the demand torque and the front motor distribution torque as the rear motor distribution torque;

[0023] if the driving condition is a driving condition, determining a torque lower limit value of the avoidance interval as the front motor distribution torque, and determining a product of a difference between 1 and the target efficiency distribution ratio and a target ratio as the rear motor distribution torque, wherein the target ratio is a ratio of the torque lower limit value of the avoidance interval to the target efficiency distribution ratio.

[0024] In a possible implementation, when the driving condition is the driving condition, the method further comprises:

[0025] determining a difference between the demand torque and the target ratio as a compensation torque;

[0026] controlling a front-rear axle hydraulic compensation of a chassis of the vehicle according to the compensation torque.

[0027] In a possible implementation, the method further comprises:

[0028] According to efficiency data obtained by performing an electric drive bench test on the vehicle, a mapping relationship between torque and efficiency distribution ratios is obtained.

[0029] In a possible implementation, the method further includes:

[0030] According to the different demand torques, the efficiency distribution ratios in the mapping relationship, and different vehicle speed points, an NVH test is performed to obtain the NVH analysis result.

[0031] In a second aspect, an embodiment of the present application provides a torque distribution device, including:

[0032] A first determination module is configured to determine a driving condition of the vehicle according to a current vehicle speed and a steering wheel angle of the vehicle.

[0033] A second determination module is configured to determine a front motor distribution torque and a rear motor distribution torque of the vehicle according to the driving condition, a demand torque of the vehicle, and a pre-obtained NVH analysis result, the NVH analysis result being a torque avoidance interval corresponding to a modal resonance frequency greater than a threshold value obtained by an NVH performance test.

[0034] A control module is configured to control torque distribution of the vehicle according to the front motor distribution torque and the rear motor distribution torque.

[0035] In a possible implementation, the second determination module is specifically configured to:

[0036] According to a pre-obtained mapping relationship between torque and efficiency distribution ratios, a target efficiency distribution ratio corresponding to the demand torque is obtained.

[0037] According to the demand torque and the target efficiency distribution ratio, a front motor initial distribution torque is determined.

[0038] According to the NVH analysis result, it is determined whether the front motor initial distribution torque belongs to an avoidance interval.

[0039] If the front motor initial distribution torque does not belong to the avoidance interval, the front motor initial distribution torque is determined as the front motor distribution torque, and the rear motor distribution torque is determined according to the demand torque.

[0040] In a possible implementation, the second determination module determines the rear motor distribution torque according to the demand torque, and is specifically configured to:

[0041] A difference between the demand torque and the front motor distribution torque is determined as the rear motor distribution torque.

[0042] Alternatively,

[0043] The product of the difference between 1 and the target efficiency allocation ratio and the required torque is determined as the allocated torque of the rear motor.

[0044] In one possible implementation, the second determining module is further configured to:

[0045] If the initial torque distribution of the front motor falls within the avoidance range, then the torque distribution of the front motor and the torque distribution of the rear motor are determined based on the required torque, the avoidance range, and the driving conditions.

[0046] In one possible implementation, the second determining module is specifically used for:

[0047] If the driving condition is an economical condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the difference between the required torque and the torque distributed to the front motor is determined as the torque distributed to the rear motor.

[0048] If the driving condition is a driving condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the product of the difference between 1 and the target efficiency distribution ratio and the target ratio is determined as the torque distributed to the rear motor, wherein the target ratio is the ratio of the lower limit of the torque in the avoidance range to the target efficiency distribution ratio.

[0049] In one possible implementation, when the driving condition is a drivable condition, the second determining module is further configured to:

[0050] The difference between the required torque and the target ratio is determined as the compensation torque;

[0051] The vehicle chassis is controlled to perform front and rear axle hydraulic compensation based on the compensation torque.

[0052] In one possible implementation, the second determining module is further configured to:

[0053] Based on the efficiency data obtained from the electric drive bench test of the vehicle, the mapping relationship between torque and efficiency distribution ratio is obtained.

[0054] In one possible implementation, the second determining module is further configured to:

[0055] Based on different torque requirements and the efficiency allocation ratio in the mapping relationship, NVH tests are conducted at different vehicle speeds to obtain the NVH analysis results.

[0056] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0057] The memory stores computer-executed instructions;

[0058] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0059] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0060] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0061] The torque distribution method, device, electronic device, and storage medium provided in this application determine the vehicle's driving conditions based on the vehicle's current speed and steering wheel angle. Based on the driving conditions, the vehicle's required torque, and pre-acquired NVH analysis results, the method determines the torque distribution to the front and rear motors. The NVH analysis results are the torque avoidance range corresponding to a modal resonance frequency greater than a threshold, obtained through NVH performance testing. The method then controls the vehicle's torque distribution based on the front and rear motor torque distribution. This solution dynamically distributes the torque between the front and rear motors by identifying the driving conditions in real time based on vehicle speed and steering wheel angle, and coupling the vehicle's required torque with the NVH analysis results. This ensures efficient response to driving demands while actively avoiding resonance and other vehicle conditions, thereby significantly reducing overall vehicle vibration and noise levels and improving NVH performance and ride comfort. Attached Figure Description

[0062] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0063] Figure 1 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 1 ;

[0064] Figure 2 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 2 ;

[0065] Figure 3 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 3 ;

[0066] Figure 4 This is a schematic diagram of the torque distribution device provided in the embodiments of this application;

[0067] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0068] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0069] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0070] First, let me explain the terms used in this application:

[0071] NVH: A comprehensive indicator for measuring vehicle ride comfort, focusing on all uncomfortable sounds and vibrations that the driver and passengers can hear and feel inside the vehicle. N: Noise; V: Vibration; H: Harshness.

[0072] Modal resonance frequency: The powertrain (such as motor and reducer) and body structure of a vehicle have their inherent vibration frequencies (i.e., modes). When the motor outputs a specific torque at a specific speed (corresponding to a specific vibration frequency), it may excite strong resonance in these components, resulting in noticeable noise or vibration.

[0073] Next, the technical background involved in this application will be explained:

[0074] During deceleration or braking, the vehicle recovers kinetic energy through the coordinated operation of the front and rear motors, converting braking energy into electrical energy stored in the battery. Therefore, the torque distribution between the front and rear motors directly affects energy recovery efficiency, vehicle dynamic stability, and NVH (noise, vibration, and harshness) performance. For example:

[0075] In scenarios where economic efficiency is a priority, vehicles should prioritize maximizing energy recovery efficiency to extend driving range during low-speed cruising or urban congestion. In scenarios where driving comfort is a priority, vehicles should avoid NVH issues such as vibration and noise caused by motor torque fluctuations during high-speed driving or cornering, while maintaining consistent vehicle deceleration.

[0076] In existing technologies, a common approach is to: obtain the vehicle condition parameters of the target vehicle while it is in motion, obtain the driver's required torque and calculate the dynamic vertical load; calculate the road adhesion coefficient and grade of the four wheels of the target vehicle based on the dynamic vertical load, adjust to obtain the corrected driver's required torque, calculate and adjust the corrected front and rear axle torque distribution coefficient, obtain the front and rear axle torque, and transmit it to the motor controller for distribution.

[0077] However, the above solution has the following technical problems:

[0078] 1) The impact of motor efficiency and NVH performance was not considered when distributing the regenerative torque;

[0079] 2) Existing technology does not link regenerative braking with the chassis hydraulic braking system, which may lead to inconsistent vehicle deceleration during torque adjustment.

[0080] To address the technical problems existing in the prior art, the inventors of this application propose the following concept: Existing torque distribution strategies mostly focus on energy consumption and power performance, neglecting the possibility that specific torque ranges may induce modal resonance in the transmission system, leading to NVH deterioration. In-depth analysis reveals that the risk of resonance frequencies being excited under different driving conditions is closely related to torque distribution. Therefore, by using the torque avoidance range pre-calibrated through NVH testing as the core decision-making basis, and dynamically combining it with real-time driving conditions and required torque, torque is intelligently distributed between the front and rear motors, fundamentally avoiding resonance points. This allows for the linking of current operating condition identification with deeper NVH performance, achieving the proactive suppression of vibration and noise while ensuring power requirements, thus improving the user experience.

[0081] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0082] The subject of this application is an electronic device, specifically a vehicle, a controller in the vehicle, a computer, a server, or other such device.

[0083] Figure 1 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the method includes:

[0084] Step 11: Determine the vehicle's driving conditions based on the vehicle's current speed and steering wheel angle;

[0085] In this step, the current speed of the vehicle varies, resulting in drastically different torque and stability requirements. The steering wheel angle directly reflects the driver's steering intention, and the size and rate of change of the angle can distinguish between straight driving, gentle curves around ramps, emergency obstacle avoidance, and aggressive cornering.

[0086] Furthermore, by combining the vehicle's current speed and steering wheel angle, the vehicle can determine the current driving conditions.

[0087] Optionally, driving conditions can be divided into: economic driving conditions and driving conditions.

[0088] Accordingly, one possible implementation of step 11 is: determining the vehicle's driving condition in a mapping table based on the vehicle's current speed and steering wheel angle, the mapping table recording the correspondence between different speeds, different steering angles, and different driving conditions.

[0089] Table 1 is a mapping table for determining driving conditions provided in the embodiments of this application, as shown in Table 1:

[0090] Table 1

[0091]

[0092] Among them, low speed can refer to a speed lower than the first preset speed; medium speed can refer to a speed not lower than the first preset speed and not higher than the second preset speed; high speed can refer to a speed not lower than the second preset speed.

[0093] Small turning angle can refer to a turning angle lower than the first preset angle; medium speed can refer to a turning angle not lower than the first preset turning angle and not higher than the second preset turning angle; high speed can refer to a turning angle not lower than the second preset turning angle.

[0094] For example, the first preset speed is 20 km / h; the second preset speed is 60 km / h; the first preset angle is 10 degrees; and the second preset angle is 30 degrees.

[0095] It should be understood that the numerical examples are for illustrative purposes only, and in actual situations, these numerical examples can be adjusted.

[0096] Step 12: Based on the driving conditions, the vehicle's required torque, and the pre-acquired NVH analysis results, determine the torque distribution to the front motor and the torque distribution to the rear motor of the vehicle.

[0097] Among them, the NVH analysis result is the torque avoidance range corresponding to the modal resonance frequency being greater than the threshold obtained through NVH performance testing;

[0098] In this step, after determining the driving conditions, the vehicle can obtain the current required torque, which can be the vehicle's current driving torque requirement or braking (regenerative) torque requirement. During actual torque distribution, the torque is allocated based on this required torque.

[0099] Then, the NVH analysis results are obtained, which indicate the torque range that the vehicle's torque distribution should avoid during actual distribution.

[0100] Subsequently, based on the above driving conditions, the vehicle's required torque, and the pre-acquired NVH analysis results, the torque distribution to the front motor and the torque distribution to the rear motor of the vehicle are determined. For specific implementation details, please refer to the following embodiments.

[0101] Step 13: Control the torque distribution of the vehicle based on the torque distributed by the front motor and the torque distributed by the rear motor.

[0102] In this step, after determining the torque distribution for the front motor and the torque distribution for the rear motor, the vehicle sends these two torque distributions as control commands to the front motor controller and the rear motor controller respectively via the vehicle's network (such as the CAN bus).

[0103] Subsequently, after receiving their respective torque commands, the front motor controller and the rear motor controller will perform precise closed-loop control, adjusting parameters such as the current and voltage of the input motor to enable the motor to output the specified torque.

[0104] The torque distribution method provided in this application determines the vehicle's driving conditions based on the vehicle's current speed and steering wheel angle. Based on these driving conditions, the vehicle's required torque, and pre-acquired NVH analysis results, it determines the torque distribution to the front and rear motors. The NVH analysis results are the torque avoidance range corresponding to modal resonance frequencies exceeding a threshold, obtained through NVH performance testing. The torque distribution is then controlled based on the front and rear motor torque distributions. This solution dynamically distributes torque between the front and rear motors by identifying driving conditions in real-time based on vehicle speed and steering wheel angle, and by coupling the vehicle's required torque with the NVH analysis results. This ensures efficient response to driving demands while actively avoiding resonance and other vehicle conditions, thereby significantly reducing overall vehicle vibration and noise levels and improving NVH performance and ride comfort.

[0105] Based on the above embodiments, Figure 2 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 2 ,like Figure 3 As shown, step 12 may include:

[0106] It should be understood that steps 24 and 25 below can be performed either one based on the actual situation, and there is no restriction on the order of execution.

[0107] Step 21: Based on the pre-obtained mapping relationship between torque and efficiency allocation ratio, obtain the target efficiency allocation ratio corresponding to the required torque;

[0108] In this step, the mapping relationship records the correspondence between different torques and different efficiency allocation ratios. After obtaining the required torque, the torque that is consistent with or closest to the required torque can be determined in the mapping relationship, and the efficiency allocation ratio corresponding to the torque is determined as the target efficiency allocation ratio.

[0109] For example, the target efficiency allocation ratio is 0.3.

[0110] Optionally, the mapping relationship between torque and efficiency distribution ratio can be obtained based on the efficiency data obtained from electric drive bench testing of the vehicle.

[0111] This implementation can be based on electric drive bench testing, and can include the following:

[0112] Step 1: Based on the adjustment of relevant signals in the test bench, obtain the different expected recovery torques Tqreq of the whole vehicle;

[0113] Step 2: For each desired recovered torque Tqreq, allocate it according to the allocation ratio α (α takes the value of 0%~100%, with N% as the step size, N can be 1, representing the proportion of the front motor in the total vehicle torque) and calculate the front and rear motor torques TqFr and TqRe after 100 allocations respectively.

[0114] Where TqFr is Tqreq α; TqRe is Tqreq (1-α).

[0115] Step 3: For each group of front and rear motor torques TqFr and TqRe, combined with the efficiency data from the motor bench test (front and rear motor speeds; front and rear motor torques; constructed efficiency MAP table), the actual efficiency η corresponding to that group of front and rear motors can be obtained. Fr and η Re ;

[0116] Step 4: For the torques TqFr and TqRe of each group of front and rear motors, obtain the actual speed n of the front and rear motors at this time based on the relevant signals. Fr and n Re ;

[0117] Step 5: For each group of front and rear motor torques TqFr and TqRe, determine the first value for each group;

[0118] The formula for calculating this first value is: TqFr n Fr / ηFr +TqRe n Re / η Re ;

[0119] Step 6: For each expected recovery torque Tqreq, the allocation ratio α with the largest absolute value of the first value among all groups under the expected recovery torque Tqreq is taken as the optimal efficiency allocation ratio, that is, the efficiency allocation ratio mentioned above.

[0120] Step 7: For each desired recovered torque Tqreq, there is a corresponding efficiency allocation ratio determined in Step 6, thus forming a mapping relationship between torque and efficiency allocation ratio.

[0121] Optionally, based on the efficiency distribution ratio in the mapping relationship for different required torques, NVH tests can be conducted at different vehicle speeds to obtain NVH analysis results.

[0122] This implementation can be based on electric drive bench testing, and can include the following:

[0123] Step 1: For each required torque, the efficiency allocation ratio corresponding to the required torque can be determined based on the above mapping relationship between torque and efficiency allocation ratio.

[0124] Step 2: Based on this efficiency allocation ratio, allocate the required torque to the front and rear motor torques;

[0125] Step 3: Based on each vehicle speed, assign different front and rear motor torques, and conduct NVH tests on the bench to obtain smooth and continuous modal resonance frequency information of the front and rear motor torques at that vehicle speed.

[0126] Step 4: Record the front motor torques whose modal resonance frequencies are greater than the threshold from the modal resonance frequency information, and then sort them by size;

[0127] Step 5: At this vehicle speed, determine the minimum front motor torque after sorting as the lower limit of the torque corresponding to the avoidance zone, and determine the maximum front motor torque as the upper limit of the torque corresponding to the avoidance zone.

[0128] Furthermore, the avoidance intervals corresponding to different vehicle speeds are determined as the NVH analysis results.

[0129] Step 22: Determine the initial torque allocation for the front motor based on the required torque and the target efficiency allocation ratio;

[0130] In this step, after determining the target efficiency allocation ratio, torque can be allocated to the front motor of the vehicle based on the target efficiency allocation ratio and the required torque to obtain the initial allocated torque of the front motor.

[0131] Step 23: Based on the NVH analysis results, determine whether the initial torque distribution of the front motor falls within the avoidance range;

[0132] In this step, based on the current vehicle speed, the corresponding avoidance range can be determined from the NVH analysis results.

[0133] Furthermore, it is determined whether the area is within the avoidance range based on the initial torque distribution of the front motor.

[0134] Step 24: If the initial torque distribution of the front motor does not fall within the avoidance range, then the initial torque distribution of the front motor is determined as the front motor distribution torque, and the torque distribution of the rear motor is determined according to the required torque.

[0135] Optionally, the implementation of motor torque distribution in step 24 after determining the required torque can include any of the following:

[0136] The first method is to determine the difference between the required torque and the torque distributed by the front motor as the torque distributed by the rear motor.

[0137] In this implementation, the difference between the required torque and the torque allocated to the front motor is determined, and this difference is used as the torque allocated to the rear motor.

[0138] The second method involves multiplying the difference between 1 and the target efficiency allocation ratio with the required torque to determine the allocated torque for the rear motor.

[0139] In this implementation, the difference between 1 and the target efficiency allocation ratio is first determined, then the product of the difference and the required torque is determined, and the product value is used as the allocated torque of the rear motor.

[0140] Step 25: If the initial torque distribution of the front motor is within the avoidance range, then determine the torque distribution of the front motor and the torque distribution of the rear motor based on the required torque, the avoidance range, and the driving conditions.

[0141] In this step, if the initial torque distribution of the front motor falls within the avoidance range, the initial torque distribution of the front motor needs to be adjusted.

[0142] Furthermore, based on the required torque, the avoidance range, and the driving conditions, the torque distribution to the front motor and the torque distribution to the rear motor are determined.

[0143] The torque distribution method provided in this application obtains the target efficiency distribution ratio corresponding to the required torque based on a pre-acquired mapping relationship between torque and efficiency distribution ratio; determines the initial distribution torque of the front motor based on the required torque and the target efficiency distribution ratio; determines whether the initial distribution torque of the front motor belongs to the avoidance range based on NVH analysis results; if the initial distribution torque of the front motor does not belong to the avoidance range, the initial distribution torque of the front motor is determined as the front motor distribution torque, and the distribution torque of the rear motor is determined based on the required torque. In this scheme, the optimal target efficiency distribution ratio is quickly matched for any required torque through a pre-established torque-efficiency distribution ratio mapping relationship, and the theoretically optimal initial distribution torque of the front motor is calculated accordingly; then, an NVH avoidance range is introduced for secondary verification. If the initial distribution torque is not within this range, the efficient distribution scheme is directly adopted, thereby prioritizing the overall operating efficiency of the system under most operating conditions. This achieves accurate and efficient execution of torque distribution based on optimal efficiency while reducing vibration and noise problems caused in specific torque ranges, ultimately maximizing the energy economy of the vehicle while ensuring driving smoothness and comfort.

[0144] Based on the above embodiments, Figure 3 A flowchart illustrating the torque distribution method provided in this application embodiment. Figure 4 ,like Figure 4 As shown, step 25, based on the required torque, avoidance range, and driving conditions, determines the torque distribution to the front motor and the torque distribution to the rear motor, which may include:

[0145] It should be understood that steps 31 and 32 can be performed either one based on the actual situation, and there is no restriction on the order of execution.

[0146] Step 31: If the driving condition is an economy condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor.

[0147] Among them, the difference between the required torque and the torque distributed by the front motor is determined as the torque distributed by the rear motor;

[0148] In this step, when the vehicle is in an economical operating condition, in order to avoid the front motor's torque distribution being in the avoidance range, the lower limit of the torque in the avoidance range can be used as the front motor's torque distribution, and the rear motor's torque distribution will be adjusted accordingly.

[0149] For example, if the avoidance range is (TqFr1, TqFr2), then the torque allocated to the front motor of the vehicle is determined to be TqFr1; the torque allocated to the rear motor is the required torque Tqreq-TqFr1.

[0150] Step 32: If the driving condition is a driving condition, the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the product of the difference between 1 and the target efficiency distribution ratio and the target ratio is determined as the torque distributed to the rear motor.

[0151] The target ratio is the ratio of the lower limit of torque in the avoidance range to the target efficiency allocation ratio.

[0152] In this step, when the vehicle is in a driving condition, in order to avoid the front motor torque distribution being in the avoidance range, the lower limit of the torque in the avoidance range can be used as the front motor torque distribution.

[0153] Then, first determine the ratio α between 1 and the target efficiency. η The difference is used to determine the ratio of the lower limit of the torque in the avoidance range to the target efficiency distribution ratio; then, the difference is multiplied by the ratio to obtain the torque distributed to the rear motor.

[0154] For example, if the avoidance interval is (TqFr1, TqFr2), then the torque allocated to the front motor of the vehicle is determined to be TqFr1; the torque allocated to the rear motor is the required torque TqFr1 / α. η (1-α η ).

[0155] Furthermore, it can also perform the following: determine the difference between the required torque and the target ratio as the compensation torque; and control the vehicle chassis to perform front and rear axle hydraulic compensation based on the compensation torque.

[0156] In this implementation, since the determined front motor and rear motor torque distributions cannot support the required torque under driving conditions, the chassis system is required to perform hydraulic compensation for the front and rear axles.

[0157] At this point, the difference between the required torque and the target ratio is first determined, and this difference is used as the compensation torque. Then, based on this compensation torque, the vehicle's chassis is controlled to perform hydraulic compensation on the front and rear axles.

[0158] For example, if the avoidance range is (TqFr1, TqFr2), the compensation torque is Tqreq - TqFr1 / α. η .

[0159] In one possible implementation, if the required torque is the regenerative braking torque, then the compensation torque is the compensation braking torque, thereby ensuring the consistency of the vehicle's deceleration.

[0160] The torque distribution method provided in this application embodiment determines the torque distribution to the front motor by: if the driving condition is an economical condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor; the difference between the required torque and the torque distributed to the front motor is determined as the torque distributed to the rear motor; if the driving condition is a drivable condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the product of the difference between 1 and the target efficiency distribution ratio and the target ratio is determined as the torque distributed to the rear motor; wherein, the target ratio is the ratio of the lower limit of the torque in the avoidance range to the target efficiency distribution ratio. In this technical solution, when the driving condition is economical, the lower limit of the torque in the avoidance range is directly used as the torque allocated to the front motor, and the difference between the required torque and this value is allocated to the rear motor. This prioritizes avoiding the inefficient range, ensuring that the vehicle operates in the high-efficiency area and improving overall energy efficiency. In the driving condition, the lower limit of the torque in the avoidance range is also used as the torque allocated to the front motor, but the torque of the rear motor is dynamically calculated based on the target efficiency allocation ratio and its ratio with the lower limit of the avoidance range. This ensures smooth power response while taking into account vehicle operating efficiency, achieving an effective balance and optimization between economy and drivability.

[0161] Figure 5 This is a schematic diagram of the torque distribution device provided in the embodiments of this application, as shown below. Figure 5 As shown, the torque distribution device includes:

[0162] The first determining module 41 is used to determine the driving conditions of the vehicle based on the vehicle's current speed and steering wheel angle.

[0163] The second determining module 42 is used to determine the front motor distribution torque and rear motor distribution torque of the vehicle based on the driving conditions, the required torque of the vehicle, and the pre-acquired NVH analysis results. The NVH analysis results are the torque avoidance intervals corresponding to the modal resonance frequency obtained through NVH performance testing when it is greater than the threshold.

[0164] The control module 43 is used to control the torque distribution of the vehicle based on the torque distributed by the front motor and the torque distributed by the rear motor.

[0165] In one possible implementation, the second determining module 42 is specifically used for:

[0166] Based on the pre-obtained mapping relationship between torque and efficiency allocation ratio, obtain the target efficiency allocation ratio corresponding to the required torque;

[0167] Determine the initial torque allocation for the front motor based on the required torque and the target efficiency allocation ratio;

[0168] Based on the NVH analysis results, determine whether the initial torque distribution of the front motor falls within the avoidance range;

[0169] If the initial torque distribution of the front motor does not fall within the avoidance range, then the initial torque distribution of the front motor is determined as the front motor distribution torque, and the torque distribution of the rear motor is determined based on the required torque.

[0170] In one possible implementation, the second determining module 42 determines the motor torque allocation based on the required torque, specifically for:

[0171] The difference between the required torque and the torque distributed by the front motor is determined as the torque distributed by the rear motor.

[0172] or,

[0173] The product of the difference between 1 and the target efficiency allocation ratio and the required torque is determined as the allocated torque of the rear motor.

[0174] In one possible implementation, the second determining module 42 is further configured to:

[0175] If the initial torque distribution of the front motor falls within the avoidance range, then the torque distribution of the front motor and the torque distribution of the rear motor are determined based on the required torque, the avoidance range, and the driving conditions.

[0176] In one possible implementation, the second determining module 42 is specifically used for:

[0177] If the driving condition is an economy condition, the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the difference between the required torque and the torque distributed to the front motor is determined as the torque distributed to the rear motor.

[0178] If the driving condition is a driving condition, the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the product of the difference between 1 and the target efficiency distribution ratio and the target ratio is determined as the torque distributed to the rear motor. The target ratio is the ratio of the lower limit of the torque in the avoidance range to the target efficiency distribution ratio.

[0179] In one possible implementation, when the driving condition is a drivable condition, the second determining module 42 is further configured to:

[0180] The difference between the required torque and the target ratio is determined as the compensation torque;

[0181] The chassis of the vehicle is hydraulically compensated for front and rear axles based on the compensation torque control.

[0182] In one possible implementation, the second determining module 42 is further configured to:

[0183] Based on the efficiency data obtained from electric drive bench tests of the vehicle, the mapping relationship between torque and efficiency distribution ratio is obtained.

[0184] In one possible implementation, the second determining module 42 is further configured to:

[0185] Based on the efficiency distribution ratio in the mapping relationship according to different torque requirements, NVH tests are conducted at different vehicle speeds to obtain NVH analysis results.

[0186] The torque distribution device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0187] ​ This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. ​ As shown, the electronic device provided in this embodiment includes at least one processor 51 and a memory 52.

[0188] Optionally, the electronic device also includes a communication component 53. The processor 51, memory 52, and communication component 53 are connected via a bus 54.

[0189] In a specific implementation, at least one processor 51 executes computer execution instructions stored in memory 52, causing at least one processor 51 to perform the above-described method.

[0190] The specific implementation process of processor 51 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0191] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0192] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0193] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0194] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0195] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0196] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0197] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0198] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0199] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0200] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0201] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0202] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0203] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A torque distribution method, characterized in that, include: The driving conditions of the vehicle are determined based on the vehicle's current speed and steering wheel angle. Based on the driving conditions, the required torque of the vehicle, and the pre-acquired NVH analysis results, the front motor distribution torque and the rear motor distribution torque of the vehicle are determined. The NVH analysis results are the torque avoidance intervals corresponding to when the modal resonance frequency obtained through NVH performance testing is greater than a threshold. The torque distribution of the vehicle is controlled based on the torque distributed by the front motor and the torque distributed by the rear motor.

2. The method according to claim 1, characterized in that, The step of determining the front motor distribution torque and rear motor distribution torque of the vehicle based on the driving conditions, the required torque of the vehicle, and the pre-acquired NVH analysis results includes: Based on the pre-obtained mapping relationship between torque and efficiency allocation ratio, the target efficiency allocation ratio corresponding to the required torque is obtained; The initial torque allocation for the front motor is determined based on the required torque and the target efficiency allocation ratio. Based on the NVH analysis results, determine whether the initial torque distribution of the front motor falls within the avoidance range; If the initial allocated torque of the front motor does not fall within the avoidance range, then the initial allocated torque of the front motor is determined as the allocated torque of the front motor, and the allocated torque of the rear motor is determined according to the required torque.

3. The method according to claim 2, characterized in that, The step of determining the motor distribution torque based on the required torque includes: The difference between the required torque and the torque allocated to the front motor is determined as the torque allocated to the rear motor. or, The product of the difference between 1 and the target efficiency allocation ratio and the required torque is determined as the allocated torque of the rear motor.

4. The method according to claim 2, characterized in that, The method further includes: If the initial torque distribution of the front motor falls within the avoidance range, then the torque distribution of the front motor and the torque distribution of the rear motor are determined based on the required torque, the avoidance range, and the driving conditions.

5. The method according to claim 4, characterized in that, Determining the front motor torque distribution and the rear motor torque distribution based on the required torque, the avoidance range, and the driving conditions includes: If the driving condition is an economical condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the difference between the required torque and the torque distributed to the front motor is determined as the torque distributed to the rear motor. If the driving condition is a driving condition, then the lower limit of the torque in the avoidance range is determined as the torque distributed to the front motor, and the product of the difference between 1 and the target efficiency distribution ratio and the target ratio is determined as the torque distributed to the rear motor, wherein the target ratio is the ratio of the lower limit of the torque in the avoidance range to the target efficiency distribution ratio.

6. The method according to claim 5, characterized in that, When the driving condition is a drivable condition, the method further includes: The difference between the required torque and the target ratio is determined as the compensation torque; The vehicle chassis is controlled to perform front and rear axle hydraulic compensation based on the compensation torque.

7. The method according to any one of claims 1 to 6, characterized in that, The method further includes: Based on the efficiency data obtained from the electric drive bench test of the vehicle, the mapping relationship between torque and efficiency distribution ratio is obtained.

8. The method according to claim 7, characterized in that, The method further includes: Based on different torque requirements and the efficiency allocation ratio in the mapping relationship, NVH tests are conducted at different vehicle speeds to obtain the NVH analysis results.

9. A torque distribution device, characterized in that, include: The first determining module is used to determine the driving conditions of the vehicle based on the vehicle's current speed and steering wheel angle. The second determining module is used to determine the front motor distribution torque and rear motor distribution torque of the vehicle based on the driving conditions, the required torque of the vehicle, and the pre-acquired NVH analysis results. The NVH analysis results are the torque avoidance intervals corresponding to when the modal resonance frequency obtained through NVH performance testing is greater than a threshold. The control module is used to control the torque distribution of the vehicle based on the torque distributed by the front motor and the torque distributed by the rear motor.

10. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-8.

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