Vehicle torque distribution method, device, storage medium and vehicle

Abstract

The present disclosure relates to a vehicle torque distribution method, device, storage medium, and vehicle, and relates to the field of vehicle technology. The method determines a first target torque to be distributed to the engine based on the engine's operating state and the first torque currently available to the engine. The method then determines the torque that the motor can bear that exceeds the engine's capacity based on the motor's current capacity to provide a second torque and the motor's base torque calculated based on the power battery's state of charge, and redistributes the torque that exceeds the motor's capacity to the engine. The method adjusts the torque that the motor can bear based on the motor's base torque calculated based on the power battery's state of charge, thereby redistributing the engine's torque and adjusting the engine's load point so that the engine operates within an optimal operating point range, thereby reducing the vehicle's fuel consumption and improving the vehicle's ride comfort.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular, to a vehicle torque distribution method, device, storage medium, and vehicle. Background Art

[0002] In hybrid vehicles, an engine and an electric motor are generally used as a hybrid power to drive the vehicle, and its energy management method is the key to achieving vehicle fuel economy and clean and environmental protection.

[0003] In related technologies, engine torque is typically controlled based on the driver's torque demand. Once a certain vehicle speed and engine speed are reached, the engine is then controlled to maintain a steady-state torque state. However, in urban driving conditions, vehicles cannot be constantly accelerating, resulting in significant fluctuations in engine torque before reaching a steady-state torque state. Therefore, adjusting the load point of the vehicle's engine and motor to reduce fuel consumption and improve ride comfort has become a key focus of technological development. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a vehicle torque distribution method, device, storage medium and vehicle to partially solve the above technical problems.

[0005] According to a first aspect of an embodiment of the present disclosure, a vehicle torque distribution method is provided, comprising:

[0006] determining an initial engine torque distributed to the engine according to an operating state of the engine of the vehicle;

[0007] In a case where the initial torque of the engine exceeds a first torque currently provided by the engine, determining the first torque as a first target torque distributed to the engine;

[0008] determining a motor initial torque allocated to the motor according to a difference between the engine initial torque and the first torque and a motor base torque of the motor, wherein the motor base torque is determined according to a state of charge of a power battery of the vehicle;

[0009] In a case where the initial torque of the motor exceeds a second torque that can currently be provided by the motor, determining the second torque as a second target torque distributed to the motor;

[0010] A third target torque allocated to the engine is determined based on the difference between the initial torque of the motor and the second torque, the first target torque, and the third torque currently capable of being provided by the engine, so that the engine and the motor operate according to the third target torque and the second target torque, respectively.

[0011] In some embodiments, the motor base torque is obtained by the following steps:

[0012] Obtaining the state of charge of the power battery of the vehicle;

[0013] A motor base torque of the motor is determined according to the state of charge.

[0014] In some embodiments, determining a base motor torque of the motor according to the state of charge includes:

[0015] When the state of charge is greater than a first charge threshold, obtaining the motor base torque according to the vehicle required torque and the rear axle motor requested torque;

[0016] When the state of charge is greater than a second charge threshold and the front axle drive required power of the vehicle is greater than a preset power threshold, the motor base torque is obtained according to the front axle drive required power, the current speed of the engine, and the current optimal power of the engine in combination with a first preset calculation formula, wherein the first preset calculation formula is:

[0017] T=max{P1-P2,0} / R1

[0018] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine;

[0019] When the state of charge is less than the first charge threshold and greater than the second charge threshold, the motor base torque is obtained according to the current optimal power of the engine, the required front axle drive power of the vehicle, the current speed of the engine, the power consumption of accessories of the vehicle, the speed of the motor, and the efficiency of the motor, in combination with a second preset calculation formula, wherein the second preset calculation formula is:

[0020]

[0021] Wherein, T is the base torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, R1 is the current speed of the engine, P3 is the power consumption of the accessories, R2 is the speed of the motor, and n is the efficiency of the motor;

[0022] When the state of charge is less than the second charge threshold and greater than the third charge threshold, the motor base torque is calculated based on the current optimal power of the engine, the required front axle drive power of the vehicle, and the current speed of the engine, in combination with a third preset calculation formula, wherein the second preset calculation formula is:

[0023] T=max{P2-P1,0} / R1

[0024] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine;

[0025] When the state of charge is less than the third charge threshold, the motor base torque is obtained according to the power consumption of the high-voltage accessories of the vehicle, the current charging power of the power battery, the speed of the motor, and the required rear axle drive torque of the vehicle, in combination with a fourth preset calculation formula, wherein the fourth preset calculation formula is:

[0026]

[0027] Wherein, T is the base torque of the motor, R2 is the speed of the motor, P4 is the power consumption of the high-voltage accessories, P5 is the current charging power, and T1 is the required torque of the rear axle drive;

[0028] The third charge threshold is smaller than the second charge threshold, and the second charge threshold is smaller than the first charge threshold.

[0029] In some embodiments, the second charge threshold is obtained by the following steps:

[0030] Obtaining a driving mode and an ambient temperature of the vehicle;

[0031] A second charge threshold value matching both the driving mode and the ambient temperature is determined according to the driving mode and the ambient temperature, wherein one driving mode and one ambient temperature under the driving mode correspond to one second charge threshold value.

[0032] In some embodiments, the current charging power of the power battery is obtained by the following steps:

[0033] Obtaining the current state of charge of the power battery;

[0034] According to the difference between the current state of charge and the third charge threshold, a charging power that matches the difference is determined, and the charging power is determined as the current charging power of the power battery, wherein different differences correspond to different charging powers, and the larger the difference, the smaller the charging power of the power battery.

[0035] In some embodiments, the current optimal power of the engine is obtained by the following steps:

[0036] determining a current speed of the engine;

[0037] The current optimal power of the engine is determined according to the current speed of the engine, wherein different engine speeds correspond to different current optimal powers, and the greater the speed of the engine, the greater the current optimal power.

[0038] In some embodiments, the method further comprises:

[0039] If the difference between the state of charge and the first charge threshold is greater than a first preset threshold, determining that the state of charge is greater than the first charge threshold;

[0040] If the difference between the first charge threshold and the state of charge is greater than a second preset threshold, determining that the state of charge is less than the first charge threshold;

[0041] If the difference between the state of charge and the second charge threshold is greater than a third preset threshold, determining that the state of charge is greater than the second charge threshold;

[0042] If the difference between the second charge threshold and the state of charge is greater than a fourth preset threshold, determining that the state of charge is less than the second charge threshold;

[0043] If the difference between the state of charge and the third charge threshold is greater than a fifth preset threshold, determining that the state of charge is greater than the third charge threshold;

[0044] In a case where a difference between the third charge threshold and the state of charge is greater than a sixth preset threshold, it is determined that the state of charge is less than the third charge threshold.

[0045] In some embodiments, determining the initial engine torque allocated to the engine according to the operating state of the engine of the vehicle includes:

[0046] When the operating state of the engine of the vehicle is a fuel cut-off state, using the friction torque of the vehicle as the initial engine torque;

[0047] When the operating state of the engine of the vehicle is a non-fuel-cut state, a difference between the front axle drive required torque of the vehicle and the motor basic torque is used as the engine initial torque.

[0048] According to a second aspect of an embodiment of the present disclosure, there is provided a vehicle torque distribution device, comprising:

[0049] a determination module, configured to determine an initial engine torque allocated to the engine according to an operating state of the engine of the vehicle;

[0050] a first determining module, configured to, when the initial torque of the engine exceeds a first torque currently provided by the engine, determine the first torque as a first target torque allocated to the engine;

[0051] The first determination module is further configured to determine an initial motor torque allocated to the motor based on a difference between the engine initial torque and the first torque, and a motor base torque of the motor, wherein the motor base torque is determined based on a state of charge of a power battery of the vehicle;

[0052] a second determining module, configured to, when the initial torque of the motor exceeds a second torque currently provided by the motor, determine the second torque as a second target torque allocated to the motor;

[0053] The second judgment module is further used to determine the third target torque allocated to the engine based on the difference between the initial torque of the motor and the second torque, the first target torque and the third torque that the engine can currently provide, so that the engine and the motor operate according to the third target torque and the second target torque respectively.

[0054] According to a third aspect of an embodiment of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the steps of the method described in the first aspect of the present disclosure are implemented.

[0055] According to a fourth aspect of an embodiment of the present disclosure, a vehicle is provided, comprising:

[0056] a memory having a computer program stored thereon;

[0057] A processor is configured to execute the computer program in the memory to perform the steps of the method described in the first aspect of the present disclosure.

[0058] Through the above technical solution, the torque that the motor can bear is adjusted by combining the basic torque of the motor calculated in combination with the charge state of the power battery, so as to redistribute the torque of the engine, thereby adjusting the load point of the engine, so that the engine operates within the optimal operating point range, thereby reducing the fuel consumption of the whole vehicle and improving the smoothness of the whole vehicle.

[0059] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0061] Figure 1 is a flow chart of a vehicle torque distribution method according to an exemplary embodiment;

[0062] Figure 2 is a flow chart showing calculation of motor base torque according to an exemplary embodiment;

[0063] Figure 3 The figure is a logical structure diagram of a vehicle torque distribution device according to an exemplary embodiment. DETAILED DESCRIPTION

[0064] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0065] Figure 1 FIG. 1 is a flow chart of a vehicle torque distribution method according to an exemplary embodiment. The method can be applied to a vehicle, such as Figure 1 As shown, the method may include the following steps:

[0066] In step 110 , an initial engine torque distributed to the engine is determined according to an operating state of the engine of the vehicle.

[0067] Here, the operating state of the vehicle's engine may refer to whether the engine is fuel-off. In some examples, when the vehicle's engine is fuel-off, the vehicle's friction torque is used as the initial engine torque; when the vehicle's engine is fuel-on, the difference between the vehicle's front axle drive demand torque and the motor's base torque is used as the initial engine torque.

[0068] The friction torque of the vehicle may be generated by an engine control module (ECM) of the vehicle.

[0069] In step 120 , when the initial engine torque exceeds a first torque currently provided by the engine, the first torque is determined as a first target torque distributed to the engine.

[0070] Here, the first torque currently provided by the engine refers to the torque currently provided by the engine based on its current capacity. The torque currently provided by the engine may be calculated based on parameters such as engine temperature, intake air volume, and / or fuel injection volume, which will not be described in detail here.

[0071] When the initial engine torque does not exceed the first torque currently available from the engine, the initial engine torque is used as the first target torque allocated to the engine. When the initial engine torque exceeds the first torque currently available from the engine, the first torque is determined as the first target torque allocated to the engine, and the torque exceeding the engine capacity is allocated to the electric motor.

[0072] In step 130 , the motor initial torque allocated to the motor is determined based on the difference between the engine initial torque and the first torque, and the motor base torque of the motor, wherein the motor base torque is determined based on the state of charge of the power battery of the vehicle.

[0073] Here, the difference between the engine's initial torque and the first torque refers to the torque that exceeds the engine's current capabilities. For example, if the engine is currently capable of providing 100 N·m of torque and the engine's initial torque is 120 N·m, the difference is 20 N·m. The motor's base torque is determined based on the vehicle's power battery's state of charge. Different power battery states of charge and different motor operating modes correspond to different motor base torques. The motor's initial torque refers to the sum of the difference between the engine's initial torque and the first torque and the motor's base torque.

[0074] It is worth noting that step 120 and step 130 can be performed simultaneously.

[0075] In step 140 , when the initial torque of the motor exceeds a second torque currently provided by the motor, the second torque is determined as a second target torque distributed to the motor.

[0076] Here, the second torque currently provided by the motor refers to the torque currently provided by the motor. The torque currently provided by the motor may be determined based on the temperature of the motor and / or the discharge capacity of the power battery, which will not be described in detail here.

[0077] When the initial motor torque does not exceed the second torque currently provided by the motor, the initial motor torque is used as the second target torque allocated to the motor. When the initial motor torque exceeds the second torque currently provided by the motor, the second torque is used as the second target torque allocated to the motor, and the torque exceeding the motor capacity is redistributed to the engine.

[0078] In step 150, a third target torque allocated to the engine is determined based on the difference between the initial torque of the motor and the second torque, the first target torque, and the third torque that the engine can currently provide, so that the engine and the motor operate according to the third target torque and the second target torque, respectively.

[0079] Here, the difference between the initial motor torque and the second torque refers to a torque that exceeds the current capability of the motor. A third target torque to be redistributed to the engine is determined based on the first target torque allocated to the engine, the difference between the initial motor torque and the second torque, and the third torque currently available from the engine. This allows the vehicle's engine and motor to operate according to the third and second target torques, respectively.

[0080] The third target torque may be the sum of the difference between the initial torque of the motor and the second torque and the first target torque, and the torque that the engine can provide is determined by the third torque that the engine can currently provide.

[0081] It should be understood that if the third torque currently available to the engine is less than the sum of the difference between the initial motor torque and the second torque and the first target torque, the engine outputs the torque it can provide. If the third torque currently available to the engine is greater than or equal to the sum of the difference between the initial motor torque and the second torque and the first target torque, the engine outputs a torque equal to the sum of the difference between the initial motor torque and the second torque and the first target torque.

[0082] For example, if the initial engine torque allocated to the engine is 100 N·m and the engine's current torque is 80 N·m, the first target torque allocated to the engine is 80 N·m. If the torque exceeding the engine's capacity is 20 N·m, then 20 N·m plus the motor's base torque equals the initial motor torque allocated to the motor. Assume this is 50 N·m. If the motor's current second torque is 30 N·m, then the difference between the initial motor torque and the second torque is 20 N·m. At this point, the third target torque allocated to the engine is re-determined based on the engine's current third torque, the first target torque, and the difference between the initial motor torque and the second torque. Assuming the third torque is 120 N·m, the third target torque is 20 N·m + 80 N·m = 100 N·m. Assuming the third torque is 80 N·m, the third target torque is 80 N·m.

[0083] It's worth noting that the engine's current torque varies in real time based on parameters such as engine temperature and intake air volume. That is, the first and third torques are calculated in real time at different times based on parameters such as engine temperature and / or intake air volume. The first torque can be equal to the third torque, greater than the third torque, or less than the third torque. The motor's current torque varies in real time based on parameters such as the motor's temperature and / or the battery's discharge capacity.

[0084] Therefore, the torque that the motor can bear is adjusted by combining the basic torque of the motor calculated in combination with the charge state of the power battery, so as to redistribute the torque of the engine and adjust the load point of the engine so that the engine operates within the optimal operating point range, thereby reducing the fuel consumption of the vehicle and improving the smoothness of the vehicle.

[0085] Figure 2 FIG. 1 is a flow chart showing a method for calculating the basic torque of a motor according to an exemplary embodiment. Figure 2 As shown, the motor base torque can be obtained by the following steps:

[0086] In step 210 , the state of charge of the power battery of the vehicle is obtained.

[0087] Here, the state of charge of the power battery refers to the real-time state of charge of the power battery. In some embodiments, the state of charge of the power battery can be obtained through the on-board computer (ECM).

[0088] In step 220 , a motor base torque of the motor is determined according to the state of charge.

[0089] Here, for different states of charge, the motor base torque of the motor is different.

[0090] In some feasible implementations, when the state of charge of the power battery is greater than a first charge threshold, the motor base torque is obtained according to the vehicle's required torque and the rear axle motor's requested torque.

[0091] Here, the first charge threshold refers to the maximum value of the available charge range of the power battery. In general, the state of charge of the power battery ranges from 0 to 100%, and the first charge threshold can be set to 100%. In some examples, due to factors such as the chemical characteristics of the power battery, SOC (state of charge) accuracy, threshold boundaries and / or life, the first charge threshold can be set to 95% to ensure that the battery operates in a safe area. It should be understood that the first charge threshold can be set according to the actual operating conditions of the power battery.

[0092] The difference between the vehicle's required torque and the rear axle motor's requested torque can be used as the motor's basic torque.

[0093] It is worth noting that when the state of charge of the power battery is greater than the first charge threshold, the power battery is in active discharge mode. In the active discharge mode, the motor is in power consumption mode, thereby reserving a buffer area for energy recovery.

[0094] In some feasible embodiments, when the state of charge of the power battery is greater than the second charge threshold and the front axle drive power requirement of the vehicle is greater than the preset power threshold, the motor base torque is obtained according to the front axle drive power requirement, the current engine speed, and the current optimal power of the engine, in combination with a first preset calculation formula, where the first preset calculation formula is:

[0095] T=max{P1-P2,0} / R1

[0096] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine.

[0097] Here, the second charge threshold is determined based on the vehicle's driving mode and ambient temperature. Different driving modes and ambient temperatures may result in different corresponding second charge thresholds. The second charge threshold is lower than the first charge threshold.

[0098] In some embodiments, the second charge threshold may be obtained by the following steps:

[0099] Obtaining a driving mode and an ambient temperature of the vehicle;

[0100] A second charge threshold value matching both the driving mode and the ambient temperature is determined according to the driving mode and the ambient temperature, wherein one driving mode and one ambient temperature under the driving mode correspond to one second charge threshold value.

[0101] Here, we can construct the second charge threshold corresponding to different driving modes and ambient temperatures, as shown in Table 1:

[0102] Table 1

[0103]

[0104] Among them, Auto is automatic mode, Sport is sports mode, EV is pure electric mode, Save is power reserve mode, and Snow is snow mode.

[0105] It should be understood that a driving mode and an ambient temperature under the driving mode correspond to a second charging threshold.

[0106] It is worth noting that the driving modes and values provided in Table 1 are merely examples for illustrating the calculation of the second charge threshold in the present disclosure and are not intended to limit the calculation method of the second charge threshold. In some cases, different second charge thresholds can be set for different vehicle models based on the vehicle's driving mode and ambient temperature. Furthermore, for other ambient temperatures listed in Table 1, interpolation can be used to determine the second charge threshold.

[0107] The preset power threshold can be determined based on the current optimal power of the engine. For example, the sum of the current optimal power of the engine and a pre-calibrated offset is used as the preset power threshold. In some embodiments, the current optimal power of the engine can be determined based on the current speed of the engine. For example, the current speed of the engine is determined, and then the current optimal power of the engine is found based on the current speed of the engine. Different engine speeds correspond to different current optimal powers, and the greater the engine speed, the greater the current optimal power. In some examples, the corresponding relationship between the engine speed and the current optimal power is shown in Table 2:

[0108] Table 2:

[0109]

[0110] It should be understood that the corresponding relationship between engine speed and current optimal power shown in Table 2 is merely an example of the relationship between speed and current optimal power and can be set based on the actual situation for different vehicles. In addition, in some cases, for speeds not shown in Table 2, the corresponding current optimal power can be determined by interpolation.

[0111] It's worth noting that when the power battery's state of charge is greater than the second charge threshold and the vehicle's front axle drive power requirement is greater than a preset power threshold, the power battery enters a passive discharge mode. In this passive discharge mode, the motor outputs positive torque to meet the vehicle's power requirement. Therefore, the motor's base torque can be calculated using the first preset formula.

[0112] In some feasible embodiments, when the state of charge of the power battery is less than the first charge threshold and greater than the second charge threshold, the motor base torque is obtained based on the current optimal power of the engine, the front axle drive power requirement of the vehicle, the current engine speed, the power consumption of the vehicle's accessories, the speed of the motor, and the efficiency of the motor, in combination with a second preset calculation formula, where the second preset calculation formula is:

[0113]

[0114] Wherein, T is the base torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, R1 is the current speed of the engine, P3 is the power consumption of the accessories, R2 is the speed of the motor, and n is the efficiency of the motor;

[0115] Here, when the power battery's state of charge is less than a first charge threshold and greater than a second charge threshold, the power battery is in high-efficiency charging mode. In this high-efficiency charging mode, the power generated by the engine is consumed by high-voltage accessories and used to charge the high-voltage battery. Therefore, the motor's base torque is determined based on the engine's current optimal power, the vehicle's front axle drive power requirement, the engine's current speed, the vehicle's accessory power consumption, the motor's speed, and the motor's efficiency.

[0116] Among them, the current optimal power of the engine is determined based on the current speed of the engine, which has been described in detail in the above embodiment and will not be repeated here. The front axle drive demand power refers to the power requested by the front axle of the vehicle. Accessory power consumption refers to some devices in the vehicle that require power from a power battery, including high-voltage accessories and low-voltage accessories. Among them, devices with a voltage greater than or equal to 36V are high-voltage accessories, and devices with a voltage less than 36V are low-voltage accessories. The accessory power consumption can be calculated based on the current and voltage of the accessory. The efficiency of the motor can be obtained based on the universal characteristics of the motor.

[0117] In some feasible implementations, when the state of charge is less than the second charge threshold and greater than a third charge threshold, the motor base torque is calculated based on the current optimal power of the engine, the front axle drive power requirement of the vehicle, and the current speed of the engine, in combination with a third preset calculation formula, wherein the second preset calculation formula is:

[0118] T=max{P2-P1,0} / R1

[0119] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine;

[0120] Here, the third charge threshold refers to the minimum value of the available charge range of the power battery. Under normal circumstances, the state of charge of the power battery ranges from 0 to 100%, and the third charge threshold can be set to 0%. In some examples, due to factors such as the chemical characteristics of the power battery, SOC (state of charge) accuracy, threshold boundaries, and lifespan, the third charge threshold can be set to 15% to ensure that the battery operates in a safe area. It should be understood that the third charge threshold can be set according to the actual operating conditions of the power battery. Among them, the third charge threshold is less than the second charge threshold, and the second charge threshold is less than the third charge threshold.

[0121] When the power battery's state of charge is less than the second charge threshold and greater than the third charge threshold, the power battery enters a charge-maintaining mode. In this mode, the engine's load point is optimized, but the motor's efficiency is not considered. In this state, the power generated by the engine is consumed by high-voltage accessories and charges the high-voltage battery. Therefore, the motor base torque is calculated using a third preset formula, and the torque distribution between the engine and motor is determined based on the engine's current optimal power, the front axle drive power requirement, and the current engine speed.

[0122] In some feasible implementations, when the state of charge is less than the third charge threshold, the motor base torque is obtained according to the power consumption of the high-voltage accessories of the vehicle, the current charging power of the power battery, the speed of the motor, and the rear axle drive required torque of the vehicle, in combination with a fourth preset calculation formula, wherein the fourth preset calculation formula is:

[0123]

[0124] Among them, T is the basic torque of the motor, R2 is the speed of the motor, P4 is the power consumption of the high-voltage accessories, P5 is the current charging power, and T1 is the required torque of the rear axle drive.

[0125] Here, when the power battery's state of charge is less than the third charge threshold, the power battery enters forced charging mode. In this forced charging mode, the power generated by the engine is used for the DC / DC module and low-voltage accessories, and the remaining power is used to charge the power battery. In this case, the motor's base torque is calculated using a fourth preset formula, without considering the engine's current optimal power and motor efficiency.

[0126] The relevant concepts of the high-voltage accessories have been described in detail in the above embodiments and will not be repeated here. The power consumption of the high-voltage accessories can be calculated based on the voltage and current of the high-voltage accessories.

[0127] The current charging power of the power battery can be determined based on the current state of charge of the power battery. The current state of charge of the power battery is obtained, the difference between the current state of charge and the third charge threshold is calculated, and a charging power matching the difference is found. The found charging power is then determined as the current charging power of the power battery.

[0128] Here, different differences between the current state of charge and the third charge threshold correspond to different charging powers, and the larger the difference, the smaller the corresponding charging power of the power battery. The corresponding relationship between the difference and the charging power can be shown in Table 3:

[0129] Table 3

[0130] Difference / % -6 -4 -2 0 2 4 6 10 15 20 30 40 60 Charging power / kw 10 10 8 6 4 4 2 2 1 1 0.5 0.5 0

[0131] As shown in Table 3, when the difference between the current SOC and the third charge threshold is -6%, the current charging power of the power battery is 10 kW. It is worth noting that the relationship between the difference between the current SOC and the third charge threshold and the charging power shown in Table 3 is only used to illustrate the above embodiment and is not intended to limit the corresponding relationship between the difference between the current SOC and the third charge threshold and the charging power. In some embodiments, differences not listed in Table 3 can be obtained through interpolation.

[0132] In the above embodiment, five working modes of the power battery under different states of charge are provided, namely active discharge mode, passive discharge mode, high-efficiency charging mode, power retention mode and forced charging mode. Under different working modes, the corresponding motor base torque is different, so the torque distributed to the engine is adjusted according to the state of charge of the power battery, so that the engine is in the optimal working point range, thereby reducing the fuel consumption of the whole vehicle and improving the smoothness of the vehicle. It is worth noting that the vehicle torque distribution method proposed in the present disclosure can not only realize the driving of pure electric and hybrid modes, but is also applicable to vehicles with hybrid architectures such as P2 / P0. It should be understood that for different vehicle models, the above five working modes can be set accordingly according to the different architectures of the vehicle. For example, on a vehicle, five working modes can be included, or only one working mode can be included.

[0133] In some feasible implementations, in order to avoid frequent switching of operating modes of the power battery's state of charge near the first charge threshold, the second charge threshold, and the third charge threshold, each operating mode may be hysteresis-looped near the threshold.

[0134] In some embodiments, when a difference between the state of charge and the first charge threshold is greater than a first preset threshold, it is determined that the state of charge is greater than the first charge threshold.

[0135] Here, if the power battery's state of charge is 98%, the first charge threshold is 95%, and the first preset threshold is 2%, then the difference between the state of charge and the first charge threshold is 3%, which is greater than 2%. Therefore, the power battery's state of charge is determined to be greater than the first charge threshold. If the difference between the state of charge and the first charge threshold is 1%, which is less than 2%, then the power battery's state of charge is determined to be less than the first charge threshold.

[0136] In some embodiments, when a difference between the first charge threshold and the state of charge is greater than a second preset threshold, it is determined that the state of charge is less than the first charge threshold.

[0137] Here, if the power battery's state of charge is 90%, the first charge threshold is 95%, and the second preset threshold is 2%, then the difference between the first charge threshold and the state of charge is 5%, which is greater than 2%. Therefore, it is determined that the power battery's state of charge is less than the first charge threshold. If the difference between the state of charge and the first charge threshold is 1%, which is less than 2%, then it is determined that the power battery's state of charge is not less than the first charge threshold.

[0138] In some embodiments, when a difference between the state of charge and the second charge threshold is greater than a third preset threshold, it is determined that the state of charge is greater than the second charge threshold.

[0139] Here, if the power battery's state of charge is 70%, the second charge threshold is 65%, and the third preset threshold is 3%, then the difference between the state of charge and the second charge threshold is 5%, which is greater than 3%. Therefore, it is determined that the power battery's state of charge is greater than the second charge threshold.

[0140] In some embodiments, when a difference between the second charge threshold and the state of charge is greater than a fourth preset threshold, it is determined that the state of charge is less than the second charge threshold.

[0141] Here, if the power battery's state of charge is 60%, the second charge threshold is 65%, and the fourth preset threshold is 3%, then the difference between the second charge threshold and the state of charge is 5%, which is greater than 3%. Therefore, it is determined that the power battery's state of charge is less than the second charge threshold.

[0142] In some embodiments, when a difference between the state of charge and the third charge threshold is greater than a fifth preset threshold, it is determined that the state of charge is greater than the third charge threshold.

[0143] Here, if the power battery's state of charge is 20%, the third charge threshold is 15%, and the fifth preset threshold is 3%, then the difference between the state of charge and the third charge threshold is 5%, which is greater than 3%. Therefore, it is determined that the power battery's state of charge is greater than the third charge threshold.

[0144] In some embodiments, when a difference between the third charge threshold and the state of charge is greater than a sixth preset threshold, it is determined that the state of charge is less than the third charge threshold.

[0145] Here, if the power battery's state of charge is 10%, the third charge threshold is 15%, and the fifth preset threshold is 3%, then the difference between the third charge threshold and the state of charge is 5%, which is greater than 3%. Therefore, it is determined that the power battery's state of charge is less than the third charge threshold.

[0146] It should be understood that in the above embodiment, the first, second, third, fourth, fifth, and sixth preset thresholds can be calibrated based on actual conditions. The purpose is to prevent frequent switching of operating modes when the power battery's state of charge is near the first, second, and third charge thresholds. For example, when the power battery's state of charge is greater than 15% + 6%, the forced charging mode is exited, and when the power battery's state of charge is less than 15% - 3%, the forced charging mode is entered.

[0147] Figure 3 FIG. 1 is a structural diagram of a vehicle torque distribution device according to an exemplary embodiment. Figure 3 As shown, the embodiment of the present disclosure provides a vehicle torque distribution device, comprising:

[0148] A determination module 1301 is configured to determine an initial engine torque allocated to the engine according to an operating state of the engine of the vehicle;

[0149] A first determining module 1302 is configured to determine, when the initial torque of the engine exceeds a first torque currently provided by the engine, the first torque as a first target torque allocated to the engine;

[0150] The first determination module 1302 is further configured to determine an initial motor torque allocated to the motor based on a difference between the engine initial torque and the first torque, and a motor base torque of the motor, wherein the motor base torque is determined based on a state of charge of a power battery of the vehicle;

[0151] A second judgment module 1303 is configured to, when the initial torque of the motor exceeds a second torque currently provided by the motor, determine the second torque as a second target torque allocated to the motor; and

[0152] The second judgment module 1303 is also used to determine the third target torque allocated to the engine based on the difference between the initial torque of the motor and the second torque, the first target torque and the third torque that the engine can currently provide, so that the engine and the motor operate according to the third target torque and the second target torque respectively.

[0153] In some embodiments, the first determining module 1302 includes:

[0154] A first acquisition module, configured to acquire the state of charge of the power battery of the vehicle;

[0155] A basic torque calculation module is used to determine the basic torque of the motor according to the state of charge.

[0156] In some embodiments, the basic torque calculation module is specifically used to:

[0157] When the state of charge is greater than a first charge threshold, obtaining the motor base torque according to the vehicle required torque and the rear axle motor requested torque;

[0158] When the state of charge is greater than a second charge threshold and the front axle drive required power of the vehicle is greater than a preset power threshold, the motor base torque is obtained according to the front axle drive required power, the current speed of the engine, and the current optimal power of the engine in combination with a first preset calculation formula, wherein the first preset calculation formula is:

[0159] T=max{P1-P2,0} / R1

[0160] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine;

[0161] When the state of charge is less than the first charge threshold and greater than the second charge threshold, the motor base torque is obtained according to the current optimal power of the engine, the required front axle drive power of the vehicle, the current speed of the engine, the power consumption of accessories of the vehicle, the speed of the motor, and the efficiency of the motor, in combination with a second preset calculation formula, wherein the second preset calculation formula is:

[0162]

[0163] Wherein, T is the base torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, R1 is the current speed of the engine, P3 is the power consumption of the accessories, R2 is the speed of the motor, and n is the efficiency of the motor;

[0164] When the state of charge is less than the second charge threshold and greater than the third charge threshold, the motor base torque is calculated based on the current optimal power of the engine, the required front axle drive power of the vehicle, and the current speed of the engine, in combination with a third preset calculation formula, wherein the second preset calculation formula is:

[0165] T=max{P2-P1,0} / R1

[0166] Wherein, T is the basic torque of the motor, P1 is the required power of the front axle drive, P2 is the current optimal power of the engine, and R1 is the current speed of the engine;

[0167] When the state of charge is less than the third charge threshold, the motor base torque is obtained according to the power consumption of the high-voltage accessories of the vehicle, the current charging power of the power battery, the speed of the motor, and the required rear axle drive torque of the vehicle, in combination with a fourth preset calculation formula, wherein the fourth preset calculation formula is:

[0168]

[0169] Wherein, T is the base torque of the motor, R2 is the speed of the motor, P4 is the power consumption of the high-voltage accessories, P5 is the current charging power, and T1 is the required torque of the rear axle drive;

[0170] The third charge threshold is smaller than the second charge threshold, and the second charge threshold is smaller than the first charge threshold.

[0171] In some embodiments, the basic torque calculation module includes:

[0172] A second acquisition module is used to acquire the driving mode and ambient temperature of the vehicle;

[0173] The second charge threshold calculation module is used to determine a second charge threshold that matches both the driving mode and the ambient temperature according to the driving mode and the ambient temperature, wherein one driving mode and one ambient temperature under the driving mode correspond to one second charge threshold.

[0174] In some embodiments, the basic torque calculation module includes:

[0175] A third acquisition module is used to obtain the current state of charge of the power battery;

[0176] a charging power determination module, configured to determine, based on a difference between the current state of charge and the third charge threshold, a charging power that matches the difference, and determine the charging power as the current charging power of the power battery, wherein different differences correspond to different charging powers, and a larger difference indicates a smaller charging power of the power battery.

[0177] In some embodiments, the basic torque calculation module includes:

[0178] A speed determination module, configured to determine a current speed of the engine;

[0179] The optimal power determination module is used to determine the current optimal power of the engine according to the current speed of the engine, wherein different engine speeds correspond to different current optimal powers, and the greater the engine speed, the greater the current optimal power.

[0180] In some embodiments, the apparatus further comprises:

[0181] a third judgment module, configured to determine that the state of charge is greater than the first charge threshold if a difference between the state of charge and the first charge threshold is greater than a first preset threshold;

[0182] If the difference between the first charge threshold and the state of charge is greater than a second preset threshold, determining that the state of charge is less than the first charge threshold;

[0183] If the difference between the state of charge and the second charge threshold is greater than a third preset threshold, determining that the state of charge is greater than the second charge threshold;

[0184] If the difference between the second charge threshold and the state of charge is greater than a fourth preset threshold, determining that the state of charge is less than the second charge threshold;

[0185] If the difference between the state of charge and the third charge threshold is greater than a fifth preset threshold, determining that the state of charge is greater than the third charge threshold;

[0186] In a case where a difference between the third charge threshold and the state of charge is greater than a sixth preset threshold, it is determined that the state of charge is less than the third charge threshold.

[0187] In some embodiments, the determining module 1301 includes:

[0188] an initial torque distribution module, configured to use the friction torque of the vehicle as the initial torque of the engine when the operating state of the engine of the vehicle is a fuel cut-off state;

[0189] When the operating state of the engine of the vehicle is a non-fuel-cut state, a difference between the front axle drive required torque of the vehicle and the motor basic torque is used as the engine initial torque.

[0190] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0191] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When the program instructions are executed by a processor, the steps of the above-mentioned vehicle torque distribution method are implemented.

[0192] In another exemplary embodiment, a computer program product is further provided. The computer program product includes a computer program executable by a programmable device, and has a code portion for executing the above-mentioned vehicle torque distribution method when executed by the programmable device.

[0193] In another exemplary embodiment, a vehicle is provided, comprising:

[0194] a memory having a computer program stored thereon;

[0195] The processor is configured to execute the computer program in the memory to perform the steps of the vehicle torque distribution method described in the above embodiment.

[0196] It should be understood that other structures of the vehicle are not described in the embodiments of the present disclosure, but the vehicle proposed in the present disclosure may be a vehicle with a hybrid architecture such as P2, P0, or P1.

[0197] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0198] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0199] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle torque distribution method, characterized in that: include: determining an initial engine torque distributed to the engine according to an operating state of the engine of the vehicle; When the engine is in a fuel-cut state, the engine initial torque is the friction torque of the vehicle; When the engine is in a fuel-uninterrupted state, the engine initial torque is a difference between the front axle drive demand torque of the vehicle and the motor base torque; In a case where the initial torque of the engine exceeds a first torque currently provided by the engine, determining the first torque as a first target torque distributed to the engine; In a case where the engine initial torque does not exceed the first torque, determining the engine initial torque as the first target torque; determining a motor initial torque allocated to the motor according to a difference between the engine initial torque and the first torque, and a motor base torque of the motor, wherein the motor base torque is determined according to a state of charge of a power battery of the vehicle; and the motor initial torque is a sum of the difference between the engine initial torque and the first torque and the motor base torque; In a case where the initial torque of the motor exceeds a second torque that can currently be provided by the motor, determining the second torque as a second target torque distributed to the motor; According to the difference between the initial torque of the motor and the second torque, the first target torque and the third torque that the engine can currently provide, the third target torque allocated to the engine is determined so that the engine and the motor operate according to the third target torque and the second target torque respectively; the first torque and the third torque are the torques that the engine can currently provide, calculated in real time at different times according to the temperature and / or intake volume parameters of the engine; the third target torque is the torque that the engine can provide, which is determined by the sum of the difference between the initial torque of the motor and the second torque and the first target torque.

2. The vehicle torque distribution method according to claim 1, characterized in that: The motor base torque is obtained by the following steps: Obtaining the state of charge of the power battery of the vehicle; A motor base torque of the motor is determined according to the state of charge.

3. The vehicle torque distribution method according to claim 2, characterized in that: The determining, according to the state of charge, a motor base torque of the motor includes: When the state of charge is greater than a first charge threshold, obtaining the motor base torque according to the vehicle required torque and the rear axle motor requested torque; When the state of charge is greater than a second charge threshold and the front axle drive required power of the vehicle is greater than a preset power threshold, the motor base torque is obtained according to the front axle drive required power, the current speed of the engine, and the current optimal power of the engine in combination with a first preset calculation formula, wherein the first preset calculation formula is: in, is the motor base torque, is the front axle drive power requirement, is the current optimal power of the engine, is the current speed of the engine; When the state of charge is less than the first charge threshold and greater than the second charge threshold, the motor base torque is obtained according to the current optimal power of the engine, the required front axle drive power of the vehicle, the current speed of the engine, the power consumption of accessories of the vehicle, the speed of the motor, and the efficiency of the motor, in combination with a second preset calculation formula, wherein the second preset calculation formula is: in, is the motor base torque, is the front axle drive power requirement, is the current optimal power of the engine, is the current speed of the engine, The power consumed by the accessory, is the speed of the motor, is the efficiency of the motor; When the state of charge is less than the second charge threshold and greater than the third charge threshold, the motor base torque is calculated based on the current optimal power of the engine, the required front axle drive power of the vehicle, and the current speed of the engine, in combination with a third preset calculation formula, wherein the second preset calculation formula is: in, is the motor base torque, is the front axle drive power requirement, is the current optimal power of the engine, is the current speed of the engine; When the state of charge is less than the third charge threshold, the motor base torque is obtained according to the power consumption of the high-voltage accessories of the vehicle, the current charging power of the power battery, the speed of the motor, and the required rear axle drive torque of the vehicle, in combination with a fourth preset calculation formula, wherein the fourth preset calculation formula is: in, is the motor base torque, is the speed of the motor, is the power consumption of the high-voltage accessory, is the current charging power, Requesting torque for the rear axle drive; The third charge threshold is smaller than the second charge threshold, and the second charge threshold is smaller than the first charge threshold.

4. The vehicle torque distribution method according to claim 3, characterized in that: The second charge threshold is obtained by the following steps: Obtaining a driving mode and an ambient temperature of the vehicle; A second charge threshold value matching both the driving mode and the ambient temperature is determined according to the driving mode and the ambient temperature, wherein one driving mode and one ambient temperature under the driving mode correspond to one second charge threshold value.

5. The vehicle torque distribution method according to claim 3, characterized in that: The current charging power of the power battery is obtained by the following steps: Obtaining the current state of charge of the power battery; According to the difference between the current state of charge and the third charge threshold, a charging power that matches the difference is determined, and the charging power is determined as the current charging power of the power battery, wherein different differences correspond to different charging powers, and the larger the difference, the smaller the charging power of the power battery.

6. The vehicle torque distribution method according to claim 3, characterized in that: The current optimal power of the engine is obtained by the following steps: determining a current speed of the engine; The current optimal power of the engine is determined according to the current speed of the engine, wherein different engine speeds correspond to different current optimal powers, and the greater the speed of the engine, the greater the current optimal power.

7. The vehicle torque distribution method according to claim 3, characterized in that: The method further comprises: If the difference between the state of charge and the first charge threshold is greater than a first preset threshold, determining that the state of charge is greater than the first charge threshold; If the difference between the first charge threshold and the state of charge is greater than a second preset threshold, determining that the state of charge is less than the first charge threshold; If the difference between the state of charge and the second charge threshold is greater than a third preset threshold, determining that the state of charge is greater than the second charge threshold; If the difference between the second charge threshold and the state of charge is greater than a fourth preset threshold, determining that the state of charge is less than the second charge threshold; If the difference between the state of charge and the third charge threshold is greater than a fifth preset threshold, determining that the state of charge is greater than the third charge threshold; In a case where a difference between the third charge threshold and the state of charge is greater than a sixth preset threshold, it is determined that the state of charge is less than the third charge threshold.

8. The vehicle torque distribution method according to claim 1, characterized in that: The determining of the initial engine torque allocated to the engine according to the operating state of the engine of the vehicle includes: When the operating state of the engine of the vehicle is a fuel cut-off state, using the friction torque of the vehicle as the initial engine torque; When the operating state of the engine of the vehicle is a non-fuel-cut state, a difference between the front axle drive required torque of the vehicle and the motor basic torque is used as the engine initial torque.

9. A vehicle torque distribution device, characterized in that: include: a determination module, configured to determine an initial engine torque allocated to the engine according to an operating state of the engine of the vehicle; When the engine is in a fuel-cut state, the engine initial torque is the friction torque of the vehicle; When the engine is in a fuel-uninterrupted state, the engine initial torque is a difference between the front axle drive demand torque of the vehicle and the motor base torque; a first determining module, configured to, when the initial torque of the engine exceeds a first torque currently provided by the engine, determine the first torque as a first target torque allocated to the engine; In a case where the engine initial torque does not exceed the first torque, determining the engine initial torque as the first target torque; The first judgment module is further configured to determine the motor initial torque allocated to the motor based on a difference between the engine initial torque and the first torque, and a motor base torque of the motor, wherein the motor base torque is determined based on a state of charge of a power battery of the vehicle; and the motor initial torque is a sum of the difference between the engine initial torque and the first torque and the motor base torque; a second determining module, configured to, when the initial torque of the motor exceeds a second torque currently provided by the motor, determine the second torque as a second target torque allocated to the motor; The second judgment module is further used to determine the third target torque allocated to the engine based on the difference between the initial torque of the motor and the second torque, the first target torque and the third torque that the engine can currently provide, so that the engine and the motor operate according to the third target torque and the second target torque respectively; the first torque and the third torque are the torques that the engine can currently provide, calculated in real time at different times according to the temperature and / or intake volume parameters of the engine; the third target torque is the sum of the difference between the initial torque of the motor and the second torque and the first target torque, and the torque that the engine can provide, determined by the third torque that the engine can currently provide.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

11. A vehicle, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 8.

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