Torque distribution method, device and vehicle

Abstract

The present disclosure relates to a torque distribution method, device, and vehicle. The method is applied to a vehicle including a front axle drive motor and a rear axle drive motor. The method first determines a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in the current driving mode of the vehicle based on vehicle speed information and accelerator pedal opening information. The method then corrects the first initial torque and the second initial torque based on the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor. The method can reasonably distribute the torque ratio between the front axle drive motor and the rear axle drive motor under different driving modes, effectively ensure the motor efficiency of the front axle drive motor, and improve the stability, safety, and economy of the vehicle.

Description

Technical Field

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

[0002] Hybrid vehicles have become one of the most promising vehicles for addressing environmental pollution and energy shortages. Hybrid four-wheel drive vehicles are highly sought after by vehicle users for their quick start, excellent cornering performance, strong maneuverability, and superior safety features. Hybrid four-wheel drive vehicles typically have a built-in torque distribution strategy within their control units. This strategy distributes torque between the front and rear axle motors and the engine without changing torque demand, thereby optimizing powertrain efficiency.

[0003] However, the torque distribution strategy for hybrid four-wheel drive vehicles in the related art is usually for P0 four-wheel drive models, and the torque distribution is mainly based on the driving mode, accelerator pedal opening and vehicle speed. There is a lack of a reasonable torque distribution strategy for DHT (Dedicated Hybrid Transmission) four-wheel drive models. If the torque distribution strategy of P0 four-wheel drive models is still adopted, it is obviously impossible to effectively guarantee the motor efficiency of the front axle drive motor, nor can it guarantee good stability, safety, and economy of the vehicle. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a torque distribution method, device and vehicle.

[0005] To achieve the above objectives, the present disclosure provides, in a first aspect, a torque distribution method applied to a vehicle, the vehicle including a front axle drive motor and a rear axle drive motor, the method comprising:

[0006] Obtaining current vehicle speed information and accelerator pedal opening information of the vehicle;

[0007] determining, according to the vehicle speed information and the accelerator pedal opening information, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in a current driving mode of the vehicle;

[0008] Obtaining a current driving mode of the vehicle;

[0009] The first initial torque and the second initial torque are respectively corrected according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor.

[0010] Optionally, the vehicle further includes an engine and a generator, the driving mode includes a pure electric four-wheel drive mode, an extended-range four-wheel drive mode, or a hybrid power mode, and the first initial torque and the second initial torque are respectively corrected according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor, including:

[0011] When it is determined that the driving mode is the pure electric four-wheel drive mode, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque; or

[0012] When it is determined that the driving mode is the extended-range four-wheel drive mode, obtaining a first output power of the generator, a second output power of the front axle drive motor, a third output power of the rear axle drive motor, and a high-voltage accessory power consumption, and correcting the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque; or

[0013] When the driving mode is the hybrid mode, the current engine speed range of the vehicle is obtained, the optimal operating torque corresponding to the engine is determined based on the engine speed range, the torque difference between the vehicle demand torque and the optimal operating torque is obtained, and the motor efficiency ratio of the front axle drive motor and the rear axle motor is obtained. The first initial torque and the second initial torque are corrected according to the torque difference and the motor efficiency ratio to obtain the first target torque and the second target torque.

[0014] Optionally, the correcting the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque includes:

[0015] Obtaining a first sum of the second output power, the third output power, and the power consumed by the high-voltage accessory;

[0016] When the difference between the first output power and the first sum is less than or equal to a first preset difference threshold, obtaining a second sum of the first initial torque and the second initial torque;

[0017] The second sum is used as the first target torque, and zero is used as the second target torque.

[0018] Optionally, the first initial torque and the second initial torque are corrected according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque, further comprising:

[0019] When a difference between the first output power and the first sum is greater than or equal to a second preset difference threshold, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque;

[0020] If it is determined that the difference between the first output power and the first sum is less than the second preset difference threshold and greater than the first preset difference threshold, the first initial torque is used as the first target torque and the second initial torque is used as the second target torque.

[0021] Optionally, the method further includes:

[0022] Get the steering wheel angle change rate and steering wheel angle;

[0023] The first target torque and the second target torque are updated according to the steering angle change rate and the steering wheel angle.

[0024] Optionally, updating the first target torque and the second target torque according to the steering angle change rate and the steering wheel angle includes:

[0025] determining a first correction coefficient based on the steering wheel angle and the vehicle speed information, and determining a second correction coefficient based on the steering wheel angle change rate and the vehicle speed information;

[0026] Obtaining a first product of the first correction coefficient and the first target torque;

[0027] The sum of the first product and the second correction coefficient is determined as an updated first target torque, and the difference between the vehicle required torque and the updated first target torque is determined as an updated second target torque.

[0028] Optionally, the method further includes:

[0029] Obtaining resistance status information of the vehicle under the current driving condition and the design parameters of the vehicle, wherein the resistance status information includes uphill and downhill state information or air resistance information of the vehicle;

[0030] The first target torque and the second target torque are updated according to the resistance condition information and the design parameters.

[0031] Optionally, the uphill and downhill state information includes slope information, and updating the first target torque and the second target torque according to the resistance condition information and the design parameters includes:

[0032] When the resistance condition information is the uphill and downhill state information, determining a front axle basic axle load distribution ratio according to the design parameters and preset standard parameters; determining a dynamic front axle load distribution ratio by looking up a table according to the vehicle speed information and the slope information; obtaining a ratio of the front axle basic axle load distribution ratio to the dynamic front axle load distribution ratio, multiplying the ratio by a current first target torque to determine an updated first target torque, and determining a difference between the vehicle demand torque and the updated first target torque as an updated second target torque;

[0033] When the resistance condition information is the air resistance information, the current air resistance is determined according to the design parameters and the vehicle speed information, a resistance correction coefficient is determined according to the current air resistance and the vehicle speed information, the product of the current first target torque and the resistance correction coefficient is used as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0034] Optionally, the method further includes:

[0035] Obtain the front wheel slip rate and rear wheel slip rate of the vehicle;

[0036] The first target torque and the second target torque are updated according to the front wheel slip ratio and the rear wheel slip ratio.

[0037] Optionally, updating the first target torque and the second target torque according to the front wheel slip rate and the rear wheel slip rate includes:

[0038] Obtaining the current acceleration parameter of the vehicle, wherein the acceleration parameter is the vehicle acceleration or torque change rate;

[0039] determining an acceleration correction coefficient according to the acceleration parameter;

[0040] Obtaining a third correction coefficient by looking up the table according to the front wheel slip rate and the rear wheel slip rate, and multiplying the third correction coefficient, the acceleration correction coefficient, and the current first target torque as the updated first target torque;

[0041] The difference between the vehicle required torque and the updated first target torque is determined as the updated second target torque.

[0042] A second aspect of the present disclosure provides a torque distribution device, applied to a vehicle, the vehicle including a front axle drive motor and a rear axle drive motor, the device comprising:

[0043] A first acquisition model is used to obtain the current vehicle speed information and accelerator pedal opening information of the vehicle;

[0044] a first determining module, configured to determine, according to the vehicle speed information and the accelerator pedal opening information, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in a current driving mode of the vehicle;

[0045] A second acquisition model is used to acquire the current driving mode of the vehicle;

[0046] The second determination module is configured to correct the first initial torque and the second initial torque according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor.

[0047] Optionally, the vehicle further includes an engine and a generator, the driving mode includes a pure electric four-wheel drive mode, an extended-range four-wheel drive mode, or a hybrid power mode, and the second determining module is configured to:

[0048] When it is determined that the driving mode is the pure electric four-wheel drive mode, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque; or

[0049] When it is determined that the driving mode is the extended-range four-wheel drive mode, obtaining a first output power of the generator, a second output power of the front axle drive motor, a third output power of the rear axle drive motor, and a high-voltage accessory power consumption, and correcting the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque; or

[0050] When the driving mode is the hybrid mode, the current engine speed range of the vehicle is obtained, the optimal operating torque corresponding to the engine is determined based on the engine speed range, the torque difference between the vehicle demand torque and the optimal operating torque is obtained, and the motor efficiency ratio of the front axle drive motor and the rear axle motor is obtained. The first initial torque and the second initial torque are corrected according to the torque difference and the motor efficiency ratio to obtain the first target torque and the second target torque.

[0051] Optionally, the second determining module is configured to:

[0052] Obtaining a first sum of the second output power, the third output power, and the power consumed by the high-voltage accessory;

[0053] When the difference between the first output power and the first sum is less than or equal to a first preset difference threshold, obtaining a second sum of the first initial torque and the second initial torque;

[0054] The second sum is used as the first target torque, and zero is used as the second target torque.

[0055] Optionally, the second determining module is further configured to:

[0056] If the difference between the first output power and the first sum is greater than or equal to a second preset difference threshold, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque;

[0057] If it is determined that the difference between the first output power and the first sum is less than the second preset difference threshold and greater than the first preset difference threshold, the first initial torque is used as the first target torque and the second initial torque is used as the second target torque.

[0058] Optionally, the device further comprises:

[0059] A third acquisition module is used to obtain the steering wheel angle change rate and the steering wheel angle;

[0060] A first updating module is configured to update the first target torque and the second target torque according to the steering angle change rate and the steering wheel angle.

[0061] Optionally, the first update module is configured to:

[0062] determining a first correction coefficient based on the steering wheel angle and the vehicle speed information, and determining a second correction coefficient based on the steering wheel angle change rate and the vehicle speed information;

[0063] Obtaining a first product of the first correction coefficient and the first target torque;

[0064] The sum of the first product and the second correction coefficient is determined as an updated first target torque, and the difference between the vehicle required torque and the updated first target torque is determined as an updated second target torque.

[0065] Optionally, the device further comprises:

[0066] a fourth acquisition module, configured to acquire resistance status information of the vehicle under the current driving condition and design parameters of the vehicle, wherein the resistance status information includes uphill and downhill state information or air resistance information of the vehicle;

[0067] A second updating module is configured to update the first target torque and the second target torque according to the resistance condition information and the design parameters.

[0068] Optionally, the uphill and downhill state information includes slope information, and the second updating module is configured to:

[0069] When the resistance condition information is the uphill and downhill state information, determining a front axle basic axle load distribution ratio according to the design parameters and preset standard parameters; determining a dynamic front axle load distribution ratio by looking up a table according to the vehicle speed information and the slope information; obtaining a ratio of the front axle basic axle load distribution ratio to the dynamic front axle load distribution ratio, multiplying the ratio by a current first target torque to determine an updated first target torque, and determining a difference between the vehicle demand torque and the updated first target torque as an updated second target torque;

[0070] When the resistance condition information is the air resistance information, the current air resistance is determined according to the design parameters and the vehicle speed information, a resistance correction coefficient is determined according to the current air resistance and the vehicle speed information, the product of the current first target torque and the resistance correction coefficient is used as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0071] Optionally, the device further comprises:

[0072] a fifth acquisition module, configured to acquire a front wheel slip rate and a rear wheel slip rate of the vehicle;

[0073] A third updating module is configured to update the first target torque and the second target torque according to the front wheel slip rate and the rear wheel slip rate.

[0074] Optionally, the third update module is configured to:

[0075] Obtain a current acceleration parameter of the vehicle, where the acceleration parameter is the vehicle acceleration or torque change rate, determine an acceleration correction coefficient based on the acceleration parameter, obtain a third correction coefficient by looking up the table based on the front wheel slip rate and the rear wheel slip rate, use the product of the third correction coefficient, the acceleration correction coefficient, and the current first target torque as the updated first target torque, and determine the difference between the vehicle demand torque and the updated first target torque as the updated second target torque.

[0076] A third aspect of the present disclosure provides a vehicle, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the steps of the method described in the first aspect above.

[0077] Through the above technical solution, the first initial torque allocated to the front axle drive motor and the second initial torque allocated to the rear axle drive motor of the vehicle in the current driving mode are first determined according to the vehicle speed information and the accelerator pedal opening information, and then the first initial torque and the second initial torque are respectively corrected according to the driving mode to obtain the first target torque corresponding to the front axle drive motor and the second target torque corresponding to the rear axle drive motor. This can reasonably allocate the torque ratio of the front axle drive motor and the rear axle drive motor under different driving modes, effectively ensure the motor efficiency of the front axle drive motor, and is beneficial to improving the stability, safety and economy of the vehicle.

[0078] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] 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:

[0080] Figure 1 is a schematic diagram of a vehicle power architecture according to an exemplary embodiment of the present disclosure;

[0081] Figure 2 is a flow chart of a torque distribution method shown in an exemplary embodiment of the present disclosure;

[0082] Figure 3 is based on Figure 2 A flowchart of a torque distribution method shown in the illustrated embodiment;

[0083] Figure 4 is based on Figure 2 A flow chart of another torque distribution method shown in the illustrated embodiment;

[0084] Figure 5 is based on Figure 2 A flow chart of another torque distribution method shown in the illustrated embodiment;

[0085] Figure 6 It is a block diagram of a torque distribution device shown in an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0086] 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.

[0087] Before introducing the specific embodiments of the present disclosure in detail, the application scenarios of the present disclosure are first described as follows. The present disclosure can be applied to the torque distribution process of hybrid four-wheel drive vehicles, especially DHT four-wheel drive vehicles, wherein the power architecture of the DHT four-wheel drive vehicle can be as follows: Figure 1 As shown, in the DHT four-wheel drive model, the vehicle is provided with a front axle drive motor TM and a rear axle drive motor P4M, and an engine Engine. The engine Engine provides power to the front axle through the gear box Gear box1. At the same time, the front axle drive motor can also drive the front axle. The rear axle drive motor drives the rear axle of the vehicle through the Gear box2. The front axle drive motor and the rear axle drive motor are powered by the power battery Battery in the vehicle. The engine Engine can drive the generator Generator to charge the power battery Battery in the vehicle. In the related art, the torque distribution strategy for hybrid four-wheel drive vehicles is usually for P0 four-wheel drive models. The P0 four-wheel drive models usually do not have a front axle drive motor, and the engine only provides power to the front axle through a belt connected to the vehicle crankshaft. In addition, the current torque distribution strategy is mainly based on driving mode, accelerator pedal opening and vehicle speed for torque distribution. Since the power architecture of P0 four-wheel drive models and DHT four-wheel drive models is significantly different, if the torque distribution strategy for P0 four-wheel drive models in the related art is still used for DHT four-wheel drive models, it is obviously impossible to effectively guarantee the motor efficiency of the front axle drive motor, nor can it guarantee good stability, safety, and economy of the vehicle.

[0088] In order to solve the above technical problems, the present disclosure provides a torque distribution method, device and vehicle. The method is applied to a vehicle, which includes a front axle drive motor and a rear axle drive motor. First, based on the vehicle speed information and the accelerator pedal opening information, the first initial torque allocated to the front axle drive motor and the second initial torque allocated to the rear axle drive motor in the current driving mode of the vehicle are determined. Then, according to the driving mode, the first initial torque and the second initial torque are respectively corrected to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor. Under different driving modes, the torque ratio of the front axle drive motor and the rear axle drive motor can be reasonably distributed, the motor efficiency of the front axle drive motor can be effectively guaranteed, and the stability, safety and economy of the vehicle can be improved.

[0089] The present disclosure is described in detail below with reference to specific embodiments.

[0090] Figure 2 is a flow chart of a torque distribution method shown in an exemplary embodiment of the present disclosure; see Figure 2 , the method may include:

[0091] Step 201: Obtain the current vehicle speed information and accelerator pedal opening information of the vehicle.

[0092] Among them, the vehicle includes a front axle drive motor and a rear axle drive motor.

[0093] Step 202 : Determine a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in the current driving mode of the vehicle according to the vehicle speed information and the accelerator pedal opening information.

[0094] The driving mode may include an economy mode and a sport mode. The economy mode is a driving mode with lower fuel consumption, and the sport mode is a driving mode that primarily provides greater power with a secondary focus on reducing fuel consumption. The current driving mode may be the economy mode or the sport mode.

[0095] In this step, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor may be determined based on the vehicle speed information and the accelerator pedal opening information by querying a preset torque distribution table. The torque distribution table includes a correspondence between vehicle speed, accelerator pedal opening, and front axle torque (i.e., the first initial torque) and / or rear axle torque (i.e., the second initial torque).

[0096] Step 203: Obtain the current driving mode of the vehicle.

[0097] Among them, the vehicle can also include a power battery, an engine and a generator, and the driving mode can include a pure electric four-wheel drive mode, an extended-range four-wheel drive mode or a hybrid power mode. The pure electric four-wheel drive mode refers to a mode in which the front axle drive motor and the rear axle drive motor are only powered by the power battery, the engine does not work, and the vehicle only uses the power battery as the power source; the extended-range four-wheel drive mode refers to a mode in which the power output of the engine is only used to drive the generator to generate electricity, and the vehicle is driven only by the motor; the hybrid power mode refers to a mode in which the power battery drives the motor to drive the vehicle, and the power output of the engine directly provides driving force for the vehicle.

[0098] Step 204 : Correcting the first initial torque and the second initial torque according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor.

[0099] In this step, the following three implementation methods may be included for different driving modes:

[0100] In a first embodiment, when it is determined that the driving mode is the pure electric four-wheel drive mode, the motor efficiency ratio of the front axle drive motor and the rear axle drive motor is obtained, and the first initial torque and the second initial torque are corrected according to the motor efficiency ratio to obtain the first target torque and the second target torque.

[0101] For example, if the motor efficiency ratio of the front axle drive motor and the rear axle drive motor is 7:3, the first initial torque and the second initial torque can be corrected according to the current torque demand of the vehicle and the motor efficiency ratio. For example, the current torque demand of the vehicle is A, the first initial torque is a1, and the second initial torque is a2, where a1+a2=A. During correction, the first initial torque a1 can be corrected to 0.7A, and the second initial torque a2 can be corrected to 0.3A, that is, the first target torque is 0.7A, and the second target torque is 0.3A.

[0102] A second embodiment, when determining that the driving mode is the extended-range four-wheel drive mode, obtains the first output power of the generator, the second output power of the front axle drive motor, the third output power of the rear axle drive motor and the high-voltage accessory power consumption, and corrects the first initial torque and the second initial torque according to the first output power, the second output power, the third output power and the high-voltage accessory power consumption to obtain the first target torque and the second target torque.

[0103] The correction of the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the power consumption of the high-voltage accessory to obtain the first target torque and the second target torque may include the following three situations:

[0104] Case 1: When the difference between the first output power and the first sum is less than or equal to a first preset difference threshold, the first sum is the sum of the second output power, the third output power and the power consumption of the high-voltage accessory, and the second sum of the first initial torque and the second initial torque is obtained; the second sum is used as the first target torque, and zero is used as the second target torque.

[0105] It should be noted that when the difference between the first output power and the first sum is less than or equal to the first preset difference threshold, the power output of the current generator (i.e., the first output power) has almost no savings after meeting the torque output requirement of the front axle drive motor. Therefore, using the target output torque as the first target torque is compared to first charging the power battery and then using the power battery to power the front axle drive motor and the rear axle drive motor. This can avoid the loss of energy during the transmission process, maximize the use of the generator's output power, effectively improve energy utilization, and effectively ensure the motor efficiency of the front axle drive motor.

[0106] For example, if the first output power of the generator is P GM , the second output power of the front axle drive motor is P FM , the third output power P of the rear axle drive motor RM And the high voltage accessory power consumption P HVC , the first preset difference threshold is P LimMin , where the first preset difference threshold value may be the lower limit of the power difference preset threshold value, when determining P GM -P FM -P RM -P HVC <P LimMin In this case, the vehicle torque is provided by the front axle drive motor, and the rear axle drive motor is in standby state (it can assist in outputting torque when the front axle drive motor is insufficient in power).

[0107] Case 2: When the difference between the first output power and the first sum is greater than or equal to a second preset difference threshold, the motor efficiency ratio of the front axle drive motor and the rear axle drive motor is obtained, and the first initial torque and the second initial torque are corrected according to the motor efficiency ratio to obtain the first target torque and the second target torque.

[0108] It should be noted that, when the difference between the first output power and the first sum is greater than or equal to the second preset difference threshold, the power represented by the current generator output (i.e., the first output power) can not only meet the torque output requirement of the front axle drive motor, but also save some power, which can be used to charge the power battery in the vehicle.

[0109] For example, if the second preset difference threshold is P LimMax , the P LimMax The upper threshold value can be preset for the power difference, and the first output power of the generator is P GM , the second output power of the front axle drive motor is P FM , the third output power P of the rear axle drive motor RM And the high voltage accessory power consumption P HVC , in determining P GM -P FM -P RM -P HVC >P LimMax In this case, it is considered that the front and rear axle drive motors of the vehicle are adequately powered, and the torque distributed between the front and rear axle drive motors is the torque corrected by the motor efficiency.

[0110] Case three: when it is determined that the difference between the first output power and the first sum is less than the second preset difference threshold and greater than the first preset difference threshold, the first initial torque is used as the first target torque, and the second initial torque is used as the second target torque.

[0111] In this third situation, the generator can be controlled to provide power to the front axle drive motor so that the front axle drive motor outputs the first target torque, and the power battery in the vehicle can provide power to the rear axle drive motor so that the rear axle drive motor outputs the second target torque.

[0112] For example, if the second preset difference threshold is P LimMax , the first preset difference threshold is P LimMin , the first output power of the generator is P GM , the second output power of the front axle drive motor is P FM , the third output power P of the rear axle drive motor RM And the high voltage accessory power consumption P HVC , in determining P LimMin <P GM -P FM -P RM -P HVC <P LimMaxIn this case, the front and rear axle torque distribution ratio of the previous state is maintained, that is, the first initial torque can be used as the first target torque, and the second initial torque can be used as the second target torque.

[0113] A third embodiment, when the driving mode is the hybrid mode, obtains the current engine speed range of the vehicle, determines the optimal operating torque corresponding to the engine based on the engine speed range, obtains the torque difference between the vehicle demand torque and the optimal operating torque, and obtains the motor efficiency ratio of the front axle drive motor and the rear axle motor, and corrects the first initial torque and the second initial torque based on the torque difference and the motor efficiency ratio to obtain the first target torque and the second target torque.

[0114] When determining the optimal operating torque corresponding to the engine according to the engine speed range, the optimal operating torque corresponding to the engine in the engine speed range can be found through the engine universal characteristics.

[0115] The above technical solution can reasonably distribute the torque ratio between the front axle drive motor and the rear axle drive motor under different driving modes, effectively ensure the motor efficiency of the front axle drive motor, and is conducive to improving the stability, safety and economy of the vehicle.

[0116] Further, in Figure 2 After the first initial torque and the second initial torque are respectively corrected according to the driving mode in step 204 to obtain the first target torque corresponding to the front axle drive motor and the second target torque corresponding to the rear axle drive motor, the method may further include the following steps: Figure 3 The steps shown, Figure 3 is based on Figure 2 The embodiment shown is a flow chart of a torque distribution method, as shown in FIG. Figure 3 As shown, the method further includes:

[0117] Step 205: Obtain the steering wheel angle change rate and the steering wheel angle.

[0118] For example, at time t, the steering wheel angle is ω1, and at time t+Δt, the steering wheel angle is ω2. The calculation formula for the steering wheel angle change rate can be (ω2-ω1) / Δt.

[0119] Step 206 : Update the first target torque and the second target torque according to the steering angle change rate and the steering wheel angle.

[0120] In this step, a possible implementation is: when the rotation angle change rate is greater than or equal to a first preset change rate threshold, the first target torque is increased by the first preset torque threshold to obtain an updated first target torque, and the second target torque is reduced by the first preset torque threshold to obtain an updated second target torque; or

[0121] When the rotation angle change rate is less than the first preset change rate threshold, the first target torque is reduced by the first preset torque threshold to obtain an updated first target torque, and the second target torque is increased by the first preset torque threshold to obtain an updated second target torque.

[0122] It should be noted that when the steering angle change rate is greater than or equal to the first preset change rate threshold, it indicates that the driver's current steering operation has an oversteer phenomenon. At this time, the torque ratio output by the front axle drive motor can be increased, and the data ratio output by the rear axle drive motor can be decreased, that is, the first target torque is increased by the first preset torque threshold, and the second target torque is reduced by the first preset torque threshold, thereby effectively ensuring the safety of vehicle driving and improving the safety performance of the vehicle.

[0123] In addition, when the steering angle change rate is less than the first preset change rate threshold, it indicates that the driver's current steering operation has understeering phenomenon. At this time, the torque ratio output by the rear axle drive motor can be increased, and the data ratio output by the front axle drive motor can be decreased. The first target torque is reduced by the first preset torque threshold, and the second target torque is increased by the first preset torque threshold, thereby achieving the effect of improving the safety performance of the vehicle.

[0124] Another possible implementation is: determining a first correction coefficient based on the steering wheel angle and the vehicle speed information, and determining a second correction coefficient based on the angle change rate and the vehicle speed information; obtaining a first product of the first correction coefficient and the first target torque; determining the sum of the first product and the second correction coefficient as the updated first target torque, and determining the difference between the vehicle demand torque and the updated first target torque as the updated second target torque.

[0125] For example, static correction can be performed based on the steering wheel angle. A correction coefficient a (i.e., a first correction coefficient) can be obtained by looking up the table based on the vehicle speed and the steering wheel angle. The current front axle distribution ratio (i.e., the first target torque before the update) is multiplied by the correction coefficient a to obtain the target torque to be determined. The target torque to be determined is then corrected by the steering wheel angle change rate. When correcting the target torque to be determined by the steering wheel angle change rate, a correction coefficient b (i.e., a second correction coefficient) can be first obtained by looking up the table based on the vehicle speed and the steering wheel angle change rate. The correction coefficient b is then added to the target torque to obtain the updated first target torque. After obtaining the updated first target torque, the current vehicle demand torque can be obtained. The difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque. Specifically, the vehicle demand torque can be obtained directly by looking up the table based on the vehicle speed information and the accelerator pedal opening information, or after obtaining the first initial torque and the second initial torque, the sum of the first initial torque and the second initial torque is used as the vehicle demand torque.

[0126] The above technical solution can effectively ensure the stability of the vehicle and improve the safety performance of the vehicle by updating the first target torque and the second target torque according to the rotation angle change rate.

[0127] Further, in Figure 2 After the first initial torque and the second initial torque are respectively corrected according to the driving mode in step 204 to obtain the first target torque corresponding to the front axle drive motor and the second target torque corresponding to the rear axle drive motor, the method may further include the following steps: Figure 4 The steps shown, Figure 4 is based on Figure 2 The embodiment shown is a flow chart of another torque distribution method, as shown in FIG. Figure 4 As shown, the method further includes:

[0128] Step 207 : Obtain the resistance information of the vehicle under the current driving condition and the design parameters of the vehicle.

[0129] The resistance condition information includes: uphill and downhill state information or vehicle air resistance information. The design parameters may include air assist coefficient, frontal area, vehicle wheelbase, and center of mass position.

[0130] Step 208 : Update the first target torque and the second target torque according to the resistance condition information and the design parameters.

[0131] In this step, a possible implementation method is: when it is determined that the uphill and downhill state information is an uphill state, the first target torque is reduced by the second preset torque threshold to obtain an updated first target torque, and the second target torque is increased by the second preset torque threshold to obtain an updated second target torque; when it is determined that the uphill and downhill state information is a downhill state, the first target torque is increased by the second preset torque threshold to obtain an updated first target torque, and the second target torque is reduced by the second preset torque threshold to obtain an updated second target torque.

[0132] In this step, in another possible implementation manner, the uphill and downhill status information includes slope information, and when the resistance condition information is the uphill and downhill status information, the basic front axle load distribution ratio is determined according to the design parameters and preset standard parameters; the dynamic front axle load distribution ratio is determined by looking up a table according to the vehicle speed information and the slope information; the ratio of the basic front axle load distribution ratio and the dynamic front axle load distribution ratio is obtained, the product of the ratio and the current first target torque is determined as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0133] For example, the front axle basic load distribution ratio can be calculated based on the vehicle design parameters. Among them, L can be the vehicle wheelbase in the design parameters, and a can be a preset standard parameter. When the vehicle is in an uphill or downhill working condition, the front axle basic axle load distribution ratio is corrected. Specifically, the uphill and downhill dynamic front axle load distribution ratio R' can be obtained by looking up the table based on the vehicle speed and road slope information. front , multiply the first target torque by, R′ front / R front After obtaining the updated first target torque, the current vehicle required torque can be obtained, and the difference between the vehicle required torque and the updated first target torque is determined as the updated second target torque.

[0134] In addition, when the resistance condition information is the air resistance information, the current air resistance is determined according to the design parameters and the vehicle speed information, and the resistance correction coefficient is determined according to the current air resistance and the vehicle speed information. The product of the current first target torque and the resistance correction coefficient is used as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0135] For example, when the resistance condition information is the air resistance information, the current air resistance F of the vehicle can be calculated by the following formula: w :

[0136]

[0137] In the above formula, F w is the current air resistance, C D Air resistance coefficient, A is the frontal area in the design parameter, u a For the vehicle speed, the correction coefficient c can be obtained by looking up the vehicle air resistance and vehicle speed in a table, and the front axle basic distribution ratio (that is, the first target torque before the update) is multiplied by the correction coefficient c to obtain the updated first target torque; after obtaining the updated first target torque, the vehicle's current required vehicle torque can be obtained, and the difference between the required vehicle torque and the updated first target torque is determined as the updated second target torque.

[0138] The above technical solution can effectively adjust the torque distributed to the front axle drive motor and the rear axle drive motor by updating the first target torque and the second target torque according to the resistance condition information, and can reasonably distribute the torque ratio of the front axle drive motor and the rear axle drive motor, thereby effectively ensuring the motor efficiency of the front axle drive motor and the rear axle drive motor, which is beneficial to improving the stability, safety and economy of the vehicle.

[0139] Further, in Figure 2 After the first initial torque and the second initial torque are respectively corrected according to the driving mode in step 204 to obtain the first target torque corresponding to the front axle drive motor and the second target torque corresponding to the rear axle drive motor, the method may further include the following steps: Figure 5 The steps shown, Figure 5 is based on Figure 2 The embodiment shown is a flowchart of another torque distribution method, as shown in FIG. Figure 5 As shown, the method further includes:

[0140] Step 209 : Obtain the front wheel slip rate and rear wheel slip rate of the vehicle.

[0141] The acceleration parameter is the vehicle acceleration or the torque change rate.

[0142] Step 210 : Update the first target torque and the second target torque according to the front wheel slip rate and the rear wheel slip rate.

[0143] In this step, in one possible implementation, on the one hand, when the front wheel slip rate is greater than a preset slip rate threshold and the rear wheel slip rate is less than the preset slip rate threshold, if the acceleration parameter is greater than or equal to the preset parameter threshold, the first target torque is reduced by a third preset torque threshold to obtain an updated first target torque, and the second target torque is increased by the third preset torque threshold to obtain an updated second target torque; if the acceleration parameter is less than the preset parameter threshold, the first target torque is reduced by a fourth preset torque threshold to obtain an updated first target torque, and the second target torque is increased by a fourth preset torque threshold to obtain an updated second target torque, wherein the third preset torque threshold is greater than the fourth preset torque threshold.

[0144] It should be noted that, when the acceleration parameter is greater than or equal to the preset parameter threshold, it indicates that the driver's current acceleration intention is strong. At this time, if the front wheel slip rate is greater than the preset slip rate threshold, and the rear wheel slip rate is less than the preset slip rate threshold, a larger preset torque threshold can be added to the second target torque to highlight the driver's driving experience; when the acceleration parameter is less than the preset parameter threshold, it indicates that the driver's acceleration intention is not strong. At this time, a smaller preset torque threshold can be added to the second target torque to respond to the driver's technical intention and enhance the driver's driving experience.

[0145] On the other hand, when the front wheel slip rate is less than or equal to the preset slip rate threshold and the rear wheel slip rate is greater than or equal to the preset slip rate threshold, if the acceleration parameter is greater than or equal to the preset parameter threshold, the first target torque is increased by the third preset torque threshold to obtain an updated first target torque, and the second target torque is reduced by the third preset torque threshold to obtain an updated second target torque; if the acceleration parameter is less than the preset parameter threshold, the first target torque is increased by the fourth preset torque threshold to obtain an updated first target torque, and the second target torque is reduced by the fourth preset torque threshold to obtain an updated second target torque, wherein the third preset torque threshold is greater than the fourth preset torque threshold.

[0146] It should be noted that, when the acceleration parameter is greater than or equal to the preset parameter threshold, it indicates that the driver's current acceleration intention is strong. At this time, if the front wheel slip rate is less than or equal to the preset slip rate threshold, and the rear wheel slip rate is greater than or equal to the preset slip rate threshold, a larger preset torque threshold can be added to the first target torque to highlight the driver's driving experience; when the acceleration parameter is less than the preset parameter threshold, it indicates that the driver's acceleration intention is not strong. At this time, if the front wheel slip rate is less than or equal to the preset slip rate threshold, and the rear wheel slip rate is greater than or equal to the preset slip rate threshold, a smaller preset torque threshold can be added to the first target torque to respond to the driver's technical intention and improve the driver's driving experience.

[0147] In this step, in another possible implementation, the current acceleration parameter of the vehicle is obtained, where the acceleration parameter is the vehicle acceleration or torque change rate, an acceleration correction coefficient is determined based on the acceleration parameter, a third correction coefficient is obtained by looking up the table based on the front wheel slip rate and the rear wheel slip rate, and the product of the third correction coefficient, the acceleration correction coefficient and the current first target torque is used as the updated first target torque; and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0148] The acceleration correction coefficient may be a deceleration correction parameter or an acceleration correction parameter.

[0149] For example, when the vehicle is braking, the front and rear wheel slip rates are determined to modify the regenerative torque distribution during braking. If the front wheel slip rate is greater than a preset slip rate threshold and the rear wheel slip rate is less than the preset slip rate threshold, a table lookup based on the front and rear wheel slip rates is used to determine a correction factor d, and the front wheel base torque distribution ratio is multiplied by the correction factor d. If the front wheel slip rate is less than the preset slip rate threshold and the rear wheel slip rate is greater than the preset slip rate threshold, a table lookup based on the front and rear wheel slip rates is used to determine a preset threshold e, and the front axle base torque distribution ratio is multiplied by the correction factor e. If both front and rear wheel slip rates are greater than the preset slip rate threshold, a table lookup based on the front and rear wheel slip rates is used to determine a correction parameter f, and the front wheel base torque distribution ratio is multiplied by the correction factor f. If neither front or rear wheel slip rate exceeds the preset slip rate threshold, the front and rear wheel distribution ratios are unaffected by the slip rate. Furthermore, the braking correction factors d, e, and f are affected by vehicle deceleration and need to be multiplied by a deceleration correction parameter g.

[0150] When the vehicle is in driving condition, the front and rear wheel slip rates are determined to correct the front and rear wheel drive torque distribution. If the front wheel slip rate is greater than the preset slip rate threshold and the rear wheel slip rate is less than the preset slip rate threshold, the correction parameter h is obtained by looking up the front and rear wheel slip rates in the table, and the basic front wheel distribution ratio is multiplied by the correction coefficient h; the correction coefficients i, j are obtained similarly; the correction coefficients h, i, j are affected by the acceleration of the vehicle, and the correction coefficients h, i, j are multiplied by the acceleration correction parameter k.

[0151] In addition, after obtaining the updated first target torque, the current vehicle required torque can be obtained, and the difference between the vehicle required torque and the updated first target torque is determined as the updated second target torque.

[0152] The above technical solution can effectively respond to the driver's technical intention by updating the first target torque and the second target torque according to the front wheel slip rate, the rear wheel slip rate and the acceleration parameter, thereby effectively improving the driver's driving experience.

[0153] Figure 6 is a block diagram of a torque distribution device according to an exemplary embodiment of the present disclosure; see Figure 6 The device is applied to a vehicle, the vehicle including a front axle drive motor and a rear axle drive motor, and the device includes:

[0154] The first acquisition module 601 is used to obtain the current vehicle speed information and accelerator pedal opening information of the vehicle;

[0155] A first determining module 602 is configured to determine, according to the vehicle speed information and the accelerator pedal opening information, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in a current driving mode of the vehicle;

[0156] A second acquisition model 603 is used to acquire the current driving mode of the vehicle;

[0157] The second determination module 604 is configured to modify the first initial torque and the second initial torque according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor.

[0158] The above technical solution can reasonably distribute the torque ratio between the front axle drive motor and the rear axle drive motor under different driving modes, effectively ensure the motor efficiency of the front axle drive motor, and is conducive to improving the stability, safety and economy of the vehicle.

[0159] Optionally, the vehicle further includes an engine and a generator, the driving mode includes a pure electric four-wheel drive mode, an extended-range four-wheel drive mode, or a hybrid power mode, and the second determining module 604 is configured to:

[0160] When it is determined that the driving mode is the pure electric four-wheel drive mode, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque; or

[0161] When it is determined that the driving mode is the extended-range four-wheel drive mode, obtaining a first output power of the generator, a second output power of the front axle drive motor, a third output power of the rear axle drive motor, and a power consumption of a high-voltage accessory, and correcting the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the power consumption of the high-voltage accessory to obtain the first target torque and the second target torque; or

[0162] When the driving mode is the hybrid mode, the current engine speed range of the vehicle is obtained, the optimal operating torque corresponding to the engine is determined based on the engine speed range, the torque difference between the vehicle demand torque and the optimal operating torque is obtained, and the motor efficiency ratio of the front axle drive motor and the rear axle motor is obtained. The first initial torque and the second initial torque are corrected according to the torque difference and the motor efficiency ratio to obtain the first target torque and the second target torque.

[0163] Optionally, the second determining module 604 is configured to:

[0164] Obtaining a first sum of the second output power, the third output power, and the power consumed by the high-voltage accessory;

[0165] When the difference between the first output power and the first sum is less than or equal to a first preset difference threshold, obtaining a second sum of the first initial torque and the second initial torque;

[0166] The second sum is used as the first target torque, and zero is used as the second target torque.

[0167] Optionally, the second determining module 604 is further configured to:

[0168] If the difference between the first output power and the first sum is greater than or equal to a second preset difference threshold, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque;

[0169] If it is determined that the difference between the first output power and the first sum is less than the second preset difference threshold and greater than the first preset difference threshold, the first initial torque is used as the first target torque and the second initial torque is used as the second target torque.

[0170] Optionally, the device further comprises:

[0171] A third acquisition module 605 is used to acquire the steering wheel angle change rate and the steering wheel angle;

[0172] The first updating module 606 is configured to update the first target torque and the second target torque according to the steering angle change rate and the steering wheel angle.

[0173] Optionally, the first updating module 606 is configured to:

[0174] determining a first correction coefficient based on the steering wheel angle and the vehicle speed information, and determining a second correction coefficient based on the steering wheel angle change rate and the vehicle speed information;

[0175] Obtaining a first product of the first correction coefficient and the first target torque;

[0176] The sum of the first product and the second correction coefficient is determined as an updated first target torque, and the difference between the vehicle required torque and the updated first target torque is determined as an updated second target torque.

[0177] Optionally, the device further comprises:

[0178] The fourth acquisition module 607 is used to obtain the resistance status information of the vehicle under the current driving condition and the design parameters of the vehicle, wherein the resistance status information includes: uphill and downhill state information or air resistance information of the vehicle;

[0179] The second updating module 608 is configured to update the first target torque and the second target torque according to the resistance condition information and the design parameters.

[0180] Optionally, the uphill and downhill state information includes slope information, and the second updating module 608 is configured to:

[0181] When the resistance condition information is the uphill and downhill state information, determining a front axle basic axle load distribution ratio according to the design parameters and preset standard parameters; determining a dynamic front axle load distribution ratio by looking up a table according to the vehicle speed information and the slope information; obtaining a ratio of the front axle basic axle load distribution ratio to the dynamic front axle load distribution ratio, multiplying the ratio by a current first target torque to determine an updated first target torque, and determining a difference between the vehicle demand torque and the updated first target torque as an updated second target torque;

[0182] When the resistance condition information is the air resistance information, the current air resistance is determined according to the design parameters and the vehicle speed information, a resistance correction coefficient is determined according to the current air resistance and the vehicle speed information, the product of the current first target torque and the resistance correction coefficient is used as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

[0183] Optionally, the device further comprises:

[0184] A fifth acquisition module 609 is configured to acquire a front wheel slip rate and a rear wheel slip rate of the vehicle;

[0185] The third updating module 610 is configured to update the first target torque and the second target torque according to the front wheel slip rate and the rear wheel slip rate.

[0186] Optionally, the third updating module 610 is configured to:

[0187] Obtain a current acceleration parameter of the vehicle, where the acceleration parameter is the vehicle acceleration or torque change rate, determine an acceleration correction coefficient based on the acceleration parameter, obtain a third correction coefficient by looking up the table based on the front wheel slip rate and the rear wheel slip rate, use the product of the third correction coefficient, the acceleration correction coefficient, and the current first target torque as the updated first target torque, and determine the difference between the vehicle demand torque and the updated first target torque as the updated second target torque.

[0188] The above technical solution can reasonably distribute the torque ratio between the front axle drive motor and the rear axle drive motor under different driving modes, effectively ensure the motor efficiency of the front axle drive motor, and is conducive to improving the stability, safety and economy of the vehicle.

[0189] In an exemplary embodiment of the present disclosure, a vehicle is provided, comprising: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the above Figures 1 to 5 Steps of the method.

[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] 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.

[0192] 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.

[0193] 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 torque distribution method, characterized in that: Applied to a vehicle, the vehicle including a front axle drive motor and a rear axle drive motor, the method comprising: Obtaining current vehicle speed information and accelerator pedal opening information of the vehicle; determining, according to the vehicle speed information and the accelerator pedal opening information, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in a current driving mode of the vehicle, wherein the driving mode includes an economy mode or a sport mode; Obtaining a current driving mode of the vehicle, where the driving mode includes a pure electric four-wheel drive mode, an extended-range four-wheel drive mode, or a hybrid power mode; Correcting the first initial torque and the second initial torque according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor; The first initial torque and the second initial torque are respectively corrected according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor, including: When it is determined that the driving mode is the pure electric four-wheel drive mode, the motor efficiency ratio of the front axle drive motor and the rear axle drive motor is obtained, and the first initial torque and the second initial torque are corrected according to the motor efficiency ratio to obtain the first target torque and the second target torque.

2. The method according to claim 1, characterized in that The vehicle further includes an engine and a generator, and the first initial torque and the second initial torque are respectively corrected according to the driving mode to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor, including: When it is determined that the driving mode is the extended-range four-wheel drive mode, obtaining a first output power of the generator, a second output power of the front axle drive motor, a third output power of the rear axle drive motor, and a high-voltage accessory power consumption, and correcting the first initial torque and the second initial torque according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque; or When the driving mode is the hybrid mode, the current engine speed range of the vehicle is obtained, the optimal operating torque corresponding to the engine is determined based on the engine speed range, the torque difference between the vehicle demand torque and the optimal operating torque is obtained, and the motor efficiency ratio of the front axle drive motor and the rear axle motor is obtained. The first initial torque and the second initial torque are corrected according to the torque difference and the motor efficiency ratio to obtain the first target torque and the second target torque.

3. The method according to claim 2, characterized in that The first initial torque and the second initial torque are corrected according to the first output power, the second output power, the third output power, and the high-voltage accessory power consumption to obtain the first target torque and the second target torque, including: Obtaining a first sum of the second output power, the third output power, and the power consumed by the high-voltage accessory; When the difference between the first output power and the first sum is less than or equal to a first preset difference threshold, obtaining a second sum of the first initial torque and the second initial torque; The second sum is used as the first target torque, and zero is used as the second target torque.

4. The method according to claim 3, characterized in that The first initial torque and the second initial torque are corrected according to the first output power, the second output power, the third output power, and the power consumption of the high-voltage accessory to obtain the first target torque and the second target torque, further comprising: When a difference between the first output power and the first sum is greater than or equal to a second preset difference threshold, obtaining a motor efficiency ratio of the front axle drive motor and the rear axle drive motor, and correcting the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque; When it is determined that the difference between the first output power and the first sum is less than the second preset difference threshold and greater than the first preset difference threshold, the first initial torque is used as the first target torque and the second initial torque is used as the second target torque.

5. The method according to claim 1, wherein The method further comprises: Get the steering wheel angle change rate and steering wheel angle; The first target torque and the second target torque are updated according to the steering angle change rate and the steering wheel angle.

6. The method according to claim 5, characterized in that The updating of the first target torque and the second target torque according to the steering angle change rate and the steering wheel angle includes: determining a first correction coefficient based on the steering wheel angle and the vehicle speed information, and determining a second correction coefficient based on the steering wheel angle change rate and the vehicle speed information; Obtaining a first product of the first correction coefficient and the first target torque; The sum of the first product and the second correction coefficient is determined as an updated first target torque, and the difference between the vehicle required torque and the updated first target torque is determined as an updated second target torque.

7. The method according to claim 1, characterized in that The method further comprises: Obtaining resistance status information of the vehicle under the current driving condition and the design parameters of the vehicle, wherein the resistance status information includes uphill and downhill state information or air resistance information of the vehicle; The first target torque and the second target torque are updated according to the resistance condition information and the design parameters.

8. The method according to claim 7, characterized in that The uphill and downhill state information includes slope information, and updating the first target torque and the second target torque according to the resistance condition information and the design parameters includes: When the resistance condition information is the uphill and downhill state information, determining a front axle basic axle load distribution ratio according to the design parameters and preset standard parameters; determining a dynamic front axle load distribution ratio by looking up a table according to the vehicle speed information and the slope information; obtaining a ratio of the front axle basic axle load distribution ratio to the dynamic front axle load distribution ratio, multiplying the ratio by a current first target torque to determine an updated first target torque, and determining a difference between the vehicle demand torque and the updated first target torque as an updated second target torque; When the resistance condition information is the air resistance information, the current air resistance is determined according to the design parameters and the vehicle speed information, a resistance correction coefficient is determined according to the current air resistance and the vehicle speed information, the product of the current first target torque and the resistance correction coefficient is used as the updated first target torque, and the difference between the vehicle demand torque and the updated first target torque is determined as the updated second target torque.

9. The method according to claim 1, characterized in that The method further comprises: Obtain the front wheel slip rate and rear wheel slip rate of the vehicle; The first target torque and the second target torque are updated according to the front wheel slip ratio and the rear wheel slip ratio.

10. The method according to claim 9, characterized in that Updating the first target torque and the second target torque according to the front wheel slip rate and the rear wheel slip rate includes: Obtaining the current acceleration parameter of the vehicle, wherein the acceleration parameter is the vehicle acceleration or torque change rate; determining an acceleration correction coefficient according to the acceleration parameter; Obtaining a third correction coefficient by looking up the table according to the front wheel slip rate and the rear wheel slip rate, and multiplying the third correction coefficient, the acceleration correction coefficient, and the current first target torque as the updated first target torque; The difference between the vehicle required torque and the updated first target torque is determined as the updated second target torque.

11. A torque distribution device, characterized in that: Applied to a vehicle, the vehicle including a front axle drive motor and a rear axle drive motor, the device comprising: A first acquisition model is used to obtain the current vehicle speed information and accelerator pedal opening information of the vehicle; a first determining module, configured to determine, based on the vehicle speed information and the accelerator pedal opening information, a first initial torque allocated to the front axle drive motor and a second initial torque allocated to the rear axle drive motor in a current driving mode of the vehicle, wherein the driving mode includes an economy mode or a sport mode; A second acquisition model is used to acquire a current driving mode of the vehicle, where the driving mode includes a pure electric four-wheel drive mode, an extended-range four-wheel drive mode, or a hybrid power mode; a second determination module, configured to correct the first initial torque and the second initial torque according to the driving mode, so as to obtain a first target torque corresponding to the front axle drive motor and a second target torque corresponding to the rear axle drive motor; The second determination module is further used to obtain the motor efficiency ratio of the front axle drive motor and the rear axle drive motor when it is determined that the drive mode is the pure electric four-wheel drive mode, and to correct the first initial torque and the second initial torque according to the motor efficiency ratio to obtain the first target torque and the second target torque.

12. 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 10.

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