Retarding control method and apparatus for dual-motor vehicle, and electronic device

Abstract

The present invention relates to a retarding control method and apparatus for a dual-motor vehicle, and an electronic device. The method comprises: acquiring the running state of a vehicle; on the basis of the running state, determining whether retarding is required; when it is determined that the vehicle requires retarding, controlling dual motors to respectively generate generation power and consumption power, the generation power being equal to the consumption power; and on the basis of the generation power and the consumption power, calculating and outputting a deceleration of the whole vehicle and controlling the retarding of the vehicle. By means of the present invention, a vehicle can be decelerated by means of the cooperation of two motors, and the power of the motor for generating generation power and the power of the motor for generating consumption power are equal at this time; the current output from a storage battery is 0 or the current on a bus of the storage battery is 0, so that the safety of the storage battery can be ensured; furthermore, since a negative torque is greater than a positive torque at this time, a vehicle braking deceleration function can be achieved, and the deceleration of the vehicle is controlled by adjusting the torque of the two motors.

Description

A method, device and electronic equipment for deceleration control of a dual-motor vehicle Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a deceleration control method, device and electronic equipment for a dual-motor vehicle. Background Art

[0002] As shown in Figure 1 of the accompanying specification, in a dual-motor truck, the two motors perform energy recovery during coasting or braking, based on the current vehicle speed and the maximum charge power allowed by the motor batteries, converting the vehicle's kinetic energy into electrical energy for the batteries. In Figure 1, the energy generated by motor 1 flows from wire 1 through wire 3 to the battery, while the energy generated by motor 2 flows from wire 2 through wire 3 to the battery.

[0003] When descending a long slope, the two motors continuously charge the high-voltage battery to prevent excessive speed and protect the brake system from overheating. Once the high-voltage battery is fully charged, no further power can flow into it to ensure battery safety. Therefore, the current on wire 3 must be zero, or power must flow only from wire 3 to the motors.

[0004] The existing technical solution is to ensure that the current on wire 3 is 0, and motor 1 and motor 2 no longer perform energy recovery, that is, motor 1 and motor 2 cannot produce negative torque, resulting in the vehicle body only being able to rely on the braking device to slow down during downhill driving.

[0005] If the deceleration function during downhill driving relies entirely on braking, it will cause the brake pads to overheat, reduce driving safety, and shorten the service life of the brake pads. In particular, when the brake function fails, the existing technology does not have a method to slow down the vehicle body.

[0006] Summary of the Invention

[0007] The present invention discloses a deceleration control method, device and electronic equipment for a dual-motor vehicle, aiming to solve the technical problems existing in the prior art.

[0008] The present invention adopts the following technical solutions:

[0009] In a first aspect, an embodiment of the present invention provides a deceleration control method for a dual-motor vehicle, comprising the following steps:

[0010] Get the vehicle's operating status;

[0011] Determining whether deceleration is required based on the operating status;

[0012] When it is determined that the vehicle needs to slow down, the dual motors are controlled to generate power and consume power respectively, and the two are equal;

[0013] The deceleration of the entire vehicle is calculated and output based on the generated power and the consumed power to control the vehicle to slow down.

[0014] In a second aspect, an embodiment of the present invention provides a deceleration control device for a dual-motor vehicle, comprising:

[0015] An acquisition module is used to obtain the operating status of the vehicle;

[0016] A judgment module, configured to judge whether deceleration is required based on the operating status;

[0017] The first control module is configured to control the dual motors to respectively generate power and consume power, and the power and the power generated are equal, when it is determined that the vehicle needs to be decelerated;

[0018] The second control module is used to calculate and output the deceleration of the entire vehicle according to the generated power and the consumed power, so as to control the vehicle to slow down.

[0019] In a third aspect, an embodiment of the present invention provides an electronic device, including:

[0020] one or more processors;

[0021] A memory for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement the deceleration control method for a dual-motor vehicle as described in any one of the above items.

[0022] In a fourth aspect, an embodiment of the present invention provides a readable storage medium storing a program or instruction. When the program or instruction is executed by a processor, the steps of the deceleration control method for a dual-motor vehicle as described above are implemented.

[0023] One embodiment of the above invention has the following advantages or beneficial effects: The present invention mainly provides a deceleration control method for a dual-motor vehicle, which is particularly suitable for dual-motor driven trucks. Through this method, the use of brakes can be reduced as much as possible, the brakes can be protected from overheating, and the service life of the brake pads can be extended; on the other hand, when the vehicle's battery is fully charged, the vehicle body can be decelerated by cooperating with the two motors. At this time, the power of the motor used to generate power is equal to the power of the motor generating power consumption, and the current output from the battery is 0, or the current on the battery bus is 0, which can ensure the safety of the battery. Furthermore, since the negative torque is greater than the positive torque at this time, the function of vehicle braking and deceleration can be achieved, and the deceleration of the vehicle body can be controlled by adjusting the torque of the two motors. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0025] FIG1 is a schematic structural diagram of a dual-motor vehicle in the prior art;

[0026] FIG2 is a flow chart of a deceleration control method for a dual-motor vehicle provided by one embodiment of the present invention;

[0027] FIG3 is a schematic structural diagram of a deceleration control method for a dual-motor vehicle provided by one embodiment of the present invention;

[0028] FIG4 is a schematic diagram of a motor efficiency model provided by one embodiment of the present invention;

[0029] FIG5 is a structural block diagram of a deceleration control device for a dual-motor vehicle provided by one embodiment of the present invention;

[0030] FIG6 is a structural block diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0031] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments of the present invention and corresponding drawings. In the description of the present invention, it should be noted that the term "or" is generally used in the sense of including "and / or" unless the content clearly indicates otherwise.

[0032] Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0033] On vehicles equipped with dual motors, both motors generate negative torque during braking, and at least one of the motors can recharge the vehicle's battery for energy recovery. During this process, the vehicle's kinetic energy is converted into electrical energy, which is then fed into the battery via wires. During long downhill slopes or extended coasting, the energy generated by the motors continuously charges the battery. Continuing to charge the battery after it is fully charged can be dangerous. To ensure zero current on the wires feeding the battery, existing technologies often rely solely on active deceleration using brakes. However, prolonged use of the brakes can lead to overheating, shortening their service life, and even failure, making it impossible to control the vehicle and decelerate.

[0034] Typically, passenger cars with a gross mass of more than 5t and trucks with a gross mass of more than 12t are equipped with retarders. Retarders serve as auxiliary devices for the braking system. When the vehicle is decelerating or going down a long slope, activating the retarder allows for smooth deceleration, eliminating the wear and heat caused by using the brakes. Taking the eddy current retarder as an example, when it is operating, it generates power and inputs it into the battery. However, when the battery is fully charged, the retarder cannot be used, as doing so would threaten the safety of the battery. In other words, when coasting for long periods or going down long slopes, the retarder cannot actually be relied upon all the time. In particular, when the battery is fully charged and the vehicle needs to be controlled to slow down, the retarder is not recommended to operate. At this point, how to achieve vehicle deceleration without relying on brake pads is a technical issue that urgently needs to be addressed in the industry.

[0035] To solve the above problem, referring to FIG. 2-4 , an embodiment of the present invention provides a deceleration control method for a dual-motor vehicle. The method includes steps S210 to S240 as follows:

[0036] Step S210: Obtain the vehicle's operating status.

[0037] In one embodiment of the present invention, the operating state of the vehicle includes the driving state and engine operating conditions of the vehicle. The driving state includes starting, acceleration, constant speed, turning, uphill, downhill, parking and other states; the engine operating conditions include idling, light load, medium load, heavy load, acceleration conditions and the like.

[0038] In one embodiment of the present invention, the operating status of the vehicle can be judged based on the driver's control method, including gear shifting, coasting (gear shifting, neutral coasting, acceleration coasting, parking coasting), braking (emergency braking, speed control braking, brake braking), throttle speed control, steering, reversing and other states.

[0039] In a preferred embodiment, the operating status of the vehicle can be comprehensively judged by synchronously measuring the vehicle speed, motor speed, fuel consumption, throttle opening and gear usage status during driving, as well as whether there is parking / braking, and ultimately determining the operating status of the vehicle.

[0040] In one embodiment of the present invention, the vehicle's operating status is ultimately monitored and judged by the ECU or VCU. The data of the ECU / VCU comes from various sensors on the vehicle body. After calculating, processing, and judging the data, the ECU / VCU outputs relevant instructions and finally controls the action of the relevant actuators to achieve the purpose of controlling the operation of the motor.

[0041] In one embodiment of the present invention, the operating status of the vehicle also includes the SoC of the battery, that is, the remaining power of the battery. Specifically, the SoC is monitored by the battery management unit BMU.

[0042] In one embodiment of the present invention, the BMU and the ECU / VCU are data-connected via a vehicle bus. The BMU can send the acquired SoC to the ECU / VCU in real time or periodically for calculation or related judgment.

[0043] Those skilled in the art should understand that whether monitoring the engine operating condition through the ECU / VCU or monitoring the battery SoC through the BMU are conventional technical means in this field and the details will not be repeated here.

[0044] Step S220: Determine whether deceleration is required based on the operating status.

[0045] In one embodiment of the present invention, when the vehicle is in a coasting state or a downhill state, it is determined that the vehicle needs to be decelerated.

[0046] In one embodiment of the present invention, when the SoC of the battery is in a fully charged state, it is determined that the vehicle needs to decelerate.

[0047] In one embodiment of the present invention, when the vehicle is in a coasting state or a downhill state and the battery SoC is fully charged, it is determined that the vehicle needs to be decelerated.

[0048] Specifically, when the SoC of the battery is in a fully charged state, the current output from the battery is 0, and / or the current on the bus bar of the battery is 0.

[0049] According to the above step S210, the running state of the vehicle is determined by the ECU or VCU. When the determination result meets the deceleration requirement, it is determined that the vehicle needs to be controlled to decelerate.

[0050] Step S230. When it is determined that the vehicle needs to slow down, the dual motors are controlled to generate power and consume power respectively, and the two are equal.

[0051] In one embodiment of the present invention, the dual motors in the vehicle body are defined as a first motor 110 and a second motor 140, respectively. The first motor 110 is connected to a first gearbox 120, and the second motor 140 is connected to a second gearbox 150. Furthermore, the first motor 110 and the second motor 140 can both output negative torque to generate power generation, or output positive torque to generate power consumption.

[0052] It should be noted that the terms "first," "second," etc., are used solely for descriptive purposes and are not to be construed as indicating or implying relative importance or order. For example, the first motor 110 and the first gearbox 120 can be connected to wheels in the middle of the chassis or at the rear of the chassis. The first motor 110 can output negative torque to generate power or positive torque to generate power. The second motor 140 and the second gearbox 150 can be connected to wheels at the rear of the chassis or at the middle of the chassis. The second motor 140 can output positive torque to generate power or negative torque to generate power.

[0053] In one embodiment of the present invention, the motor that generates power generation is defined as a first motor 110, and the motor that generates power consumption is defined as a second motor 140. The first motor 110 is electrically connected to the battery via a first wire 130 and a third wire 170 in sequence, and the second motor 140 is electrically connected to the battery via a second wire 160 and a third wire 170 in sequence; wherein the third wire 170 can be considered as the busbar of the battery.

[0054] In one embodiment of the present invention, since the first motor 110 generates power generation, it outputs negative torque; since the second motor 140 generates power consumption, it outputs positive torque; when the battery is fully charged, in order to ensure that there is no current input to the battery on the third wire 170, the power generation power needs to be equal to the power consumption. At this time, the electric energy generated by the first motor 110 only flows to the second motor 140 and is completely consumed by the second motor 140, and the current value on the third wire 170 is 0. According to the power balance formula, it can be calculated that the negative torque output by the first motor 110 is greater than the positive torque output by the second motor 140, that is, the vehicle body will be subjected to a negative additional torque, and the vehicle body can slow down without braking.

[0055] In one embodiment of the present invention, the first motor 110 outputs negative torque, and the electric power generated on the first wire 130 is:

[0056] Among them, P1 is the power generated by the first motor 110, T1 is the torque converted to the wheel end by the first motor 110 (the torque value is a negative value), N1 is the wheel speed corresponding to the first motor 110, and η1 is the comprehensive efficiency taking into account the efficiency of the current working point of the motor and the current transmission system efficiency.

[0057] In one embodiment of the present invention, the second motor 140 outputs positive torque, and the electric power consumed on the second wire 160 is:

[0058] Wherein P2 is the power consumption of the second motor 140, T2 is the torque converted to the wheel end of the second motor 140 (the torque value is a positive value), N2 is the wheel speed corresponding to the second motor 140, and η2 is the comprehensive efficiency taking into account the efficiency of the current working point of the motor and the efficiency of the current transmission system.

[0059] To ensure that the current on the third wire 170 is zero, P1 = P2 , and the two have opposite signs, that is, all the electric energy generated by the first motor 110 is consumed by the second motor 140 .

[0060] From P1=P2, we get:

[0061] In one embodiment of the present invention, the efficiency represented by η1 and η2 is the efficiency from the first motor 110 / the second motor 140 to the transmission chain and then to the wheel output, not just the efficiency of the first motor 110 / the second motor 140. Based on experience, the values ​​of η1 and η2 in a general electric drive system are about 0.8.

[0062] Those skilled in the art should understand that the values ​​of η1 and η2 are not fixed values, but can be adjusted by adjusting T1 or the current gear.

[0063] In one embodiment of the present invention, the values ​​of η1 and η2 may be determined by a motor efficiency model, and the steps may include:

[0064] Constructing motor efficiency models for the first motor 110 and the second motor 140 respectively;

[0065] According to the motor efficiency model, low-efficiency intervals of the first motor 110 and the second motor 140 are determined respectively.

[0066] As shown in Figure 4, specifically, in the motor efficiency model, the horizontal axis represents the motor speed and the vertical axis represents the motor torque. Due to the different design characteristics of each motor, different speed-torque models, that is, motor efficiency models, can be obtained; in the model, the high-efficiency area A, the low-efficiency area B and the low-efficiency area C are calculated based on experimental values ​​or simulation values, and the values ​​of η1 and η2 can be obtained based on the low-efficiency area B and the low-efficiency area C.

[0067] Step S240: Calculate and output the deceleration of the vehicle based on the generated power and consumed power, and control the vehicle to slow down.

[0068] In one embodiment of the present invention, step S240 further specifically includes the following steps:

[0069] Calculate the total deceleration torque applied to the vehicle by the dual motors. Generally, the wheel speeds on the two drive axles are equal, i.e., the wheel end speed N1 = N2. Therefore, the total deceleration torque applied to the vehicle by the first motor 110 and the second motor 140 is: ⊿T = T1(1-η1η2)#(4)

[0070] The deceleration of the vehicle is calculated and output based on the total deceleration torque and the vehicle mass. The deceleration of the vehicle is:

[0071] Where M is the vehicle mass and R is the wheel radius.

[0072] It can be seen from the motor efficiency model in the above step S230 that the current operating points of the first motor 110 and the second motor 140, as well as the gear position of the transmission, can be comprehensively considered to adjust the first motor 110 and / or the second motor 140 so that the first motor 110 and / or the second motor 140 operate in the low efficiency range B or C, thereby adjusting the torque of the first motor 110 / the second motor 140 to decelerate while protecting the battery and the brakes.

[0073] In the above process, the first motor 110 and the second motor 140 cooperate to decelerate, but no current flows into the battery, so the safety of the operation can be guaranteed regardless of whether the battery is fully charged.

[0074] 5 , in one embodiment of the present invention, a deceleration control device for a dual-motor vehicle is provided, the device comprising:

[0075] The acquisition module 310 is used to acquire the operating status of the vehicle.

[0076] The judgment module 320 is used to judge whether deceleration is required based on the operating status.

[0077] The first control module 330 is configured to control the dual motors to generate power and consume power respectively, and the power and the power consumption are equal, when it is determined that the vehicle needs to be decelerated.

[0078] The second control module 340 is used to calculate and output the deceleration of the vehicle according to the generated power and the consumed power, so as to control the vehicle to slow down.

[0079] In one embodiment of the present invention, the acquisition module 310 includes a driving status monitoring component, which can be various sensors installed on the vehicle body, which can collect the vehicle speed, motor speed, fuel consumption, throttle opening and gear usage status of the vehicle during driving in real time or at regular intervals, as well as whether there is a parking / braking situation, and send it to the judgment module 320.

[0080] In one embodiment of the present invention, the acquisition module 310 includes a battery status monitoring component, which may be a battery management unit BMU. The BMU can monitor the SoC of the battery and send the result to the determination module 320 .

[0081] In one embodiment of the present invention, the acquisition module 310 may include both a driving state monitoring component and a battery state monitoring component, or may include only a driving state monitoring component or a battery state monitoring component.

[0082] In one embodiment of the present invention, depending on the different vehicle body structures, the judgment module 320 can be an ECU or a VCU. The judgment module 320 can calculate, process and judge the data from the acquisition module 310, then output relevant instructions, and finally control the actions of the relevant actuators to achieve the purpose of controlling the operation of the motor.

[0083] In one embodiment of the present invention, the determination module 320 , the first control module 330 , and the second control module 340 can be integrated into the ECU or the VCU at the same time.

[0084] In one embodiment of the present invention, a vehicle equipped with dual motors can control the two motors through the above-mentioned deceleration control device: when the battery is fully charged, one motor generates electricity and the other motor discharges, thereby decelerating the vehicle body; during normal driving (regardless of whether the battery is fully charged), one motor generates electricity and the other motor discharges, thereby decelerating the vehicle body; during the deceleration process, there is no current flowing to the battery, and the current flows out of the battery or the current on the battery bus is 0, ensuring the safety of battery power use.

[0085] Specifically, the deceleration control device for a dual-motor vehicle provided in the above embodiment has the same implementation principle and technical effects as the deceleration control method for a dual-motor vehicle in the above embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding content in the above method embodiment.

[0086] As shown in FIG6 , corresponding to the deceleration control method for a dual-motor vehicle provided in the above embodiment, an electronic device is provided in one embodiment of the present invention. The electronic device includes a processor 410 and a memory 420. The memory 420 stores a computer program that, when executed by the processor 410, executes the deceleration control method for a dual-motor vehicle.

[0087] In one embodiment of the present invention, the electronic device further includes a bus 440 and a communication interface 430. The processor 410, the communication interface 430, and the memory 420 are connected via the bus 440. The processor 410 is configured to execute executable modules stored in the memory 420, such as computer programs.

[0088] The memory 420 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage. The system network element and at least one other network element are connected via at least one communication interface (which may be wired or wireless), such as the Internet, a wide area network, a local area network, a metropolitan area network, or the like.

[0089] The bus 440 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus. The bus 440 may be classified as an address bus, a data bus, or a control bus. For ease of illustration, FIG6 shows only one bidirectional arrow, but this does not imply that there is only one bus or only one type of bus.

[0090] Among them, the memory 420 is used to store programs, and the processor 410 executes the program after receiving the execution instruction. The method executed by the device for flow process definition disclosed in any embodiment of the above-mentioned embodiment of the present invention can be applied to the processor 410 or implemented by the processor 410.

[0091] The processor 410 may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method may be completed by hardware integrated logic circuits in the processor 410 or by software instructions. The processor 410 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. It may also be a digital signal processing processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It may implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in conjunction with the embodiments of the present invention may be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module may be located in a storage medium well-known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in memory 420, and processor 410 reads information in memory 420 and, in conjunction with its hardware, completes the steps of the above method.

[0092] In one embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the deceleration control method for a dual-motor vehicle described in the above embodiment is executed.

[0093] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the system described above can refer to the corresponding process in the aforementioned embodiment and will not be repeated here.

[0094] The deceleration control method, device, electronic device and computer program product for a dual-motor vehicle provided in the embodiments of the present invention include a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can refer to the method embodiments and will not be repeated here.

[0095] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0096] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0097] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the application claimed for protection requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with fewer features than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0098] Those skilled in the art will understand that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

Claims

1. A deceleration control method for a dual-motor vehicle, characterized in that: include: Get the running status of the vehicle; Determining whether deceleration is required based on the operating status; When it is determined that the vehicle needs to slow down, the dual motors are controlled to generate power and consume power respectively, and the two are equal; According to the generated power and the consumed power, the deceleration of the whole vehicle is calculated and output to control the vehicle to slow down.

2. The deceleration control method for a dual-motor vehicle according to claim 1, characterized in that: The step of judging whether deceleration is required based on the running state specifically includes: When the running state of the vehicle is in a coasting state or a downhill state, it is determined that the vehicle needs to be decelerated.

3. The deceleration control method for a dual-motor vehicle according to claim 2, characterized in that: The step of judging whether deceleration is required based on the running state further includes: When the running state of the vehicle is in a coasting state or a downhill state, and the battery is fully charged, it is determined that the vehicle needs to be decelerated.

4. The deceleration control method for a dual-motor vehicle according to claim 3, characterized in that: When the storage battery is in a fully charged state, the current output from the storage battery is 0, and / or the current on the bus bar of the storage battery is 0.

5. The deceleration control method for a dual-motor vehicle according to claim 1, characterized in that: The step of controlling the dual motors to respectively generate power generation and power consumption, and the two are equal, further includes: The motor that generates the generated power is used to output negative torque, and the motor that generates the consumed power is used to output positive torque, so that when the generated power is equal to the consumed power, the negative torque is greater than the positive torque.

6. The deceleration control method for a dual-motor vehicle according to claim 5, characterized in that: The step of calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power further includes: Calculating a total deceleration torque applied by the dual motors to the vehicle according to the generated power, the negative torque, the consumed power and the positive torque; The deceleration of the entire vehicle is calculated and outputted according to the total deceleration torque and the entire vehicle mass.

7. The deceleration control method for a dual-motor vehicle according to claim 6, characterized in that: The step of calculating the total deceleration torque applied by the dual motors to the vehicle also includes: Construct motor efficiency models for dual motors respectively; According to the motor efficiency model, respectively determining the low efficiency intervals of the dual motors; The total deceleration torque applied by the dual motors to the vehicle is calculated based on the inefficient range of the dual motors, the generated power, the negative torque, the consumed power and the positive torque.

8. A deceleration control device for a dual-motor vehicle, characterized in that: include: An acquisition module, used to acquire the running status of the vehicle; A judging module, used for judging whether deceleration is required based on the running state; The first control module is used to control the dual motors to generate power and consume power respectively, and the two are equal, when it is determined that the vehicle needs to slow down; The second control module is used to calculate and output the deceleration of the whole vehicle according to the generated power and the consumed power, so as to control the vehicle to slow down.

9. An electronic device, characterized in that: include: one or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the deceleration control method for a dual-motor vehicle as described in any one of claims 1-7.

10. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by the processor, the steps of the deceleration control method of the dual-motor vehicle as described in any one of claims 1-7 are implemented.

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