Torque processing method and device based on target damage of whole vehicle and storage medium

Abstract

The application provides a torque processing method and device based on target damage of a whole vehicle, equipment and a storage medium. The method comprises the following steps: obtaining simulation information under a current working condition from a whole vehicle simulation model; determining at least one candidate torque distribution coefficient under the current working condition according to the simulation information under the current working condition, wherein the candidate torque distribution coefficient comprises a front motor torque distribution coefficient and a rear motor torque distribution coefficient; inputting each candidate torque distribution coefficient into the whole vehicle simulation model to obtain a hundred-kilometer acceleration time and a cruising range corresponding to each candidate torque distribution coefficient output by the whole vehicle simulation model; and determining a target torque distribution coefficient from the at least one candidate torque distribution coefficient according to the hundred-kilometer acceleration time and the cruising range corresponding to each candidate torque distribution coefficient. The method of the application solves the problem that the motor system needs to be redesigned due to excessive motor damage in the simulation process, thereby affecting the development cycle.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a torque processing method, device, equipment and storage medium based on target damage of the whole vehicle. Background Technology

[0002] As a crucial tool for global carbon reduction and carbon neutrality, the rapid development of new energy vehicles has made extremely important contributions to optimizing the energy structure and reducing the consumption of fossil fuels in the transportation sector.

[0003] In existing electric four-wheel drive torque distribution control strategies, the torque distribution between the front and rear motors of new energy vehicles is usually carried out in a fixed ratio, or the optimal economic distribution is calculated by using the efficiency of the front and rear motors and the relevant parameters of the vehicle itself, and different economic distribution coefficients are used under different operating conditions, or the overall efficiency changes caused by the different motor efficiencies under different voltages are considered, as well as an electric four-wheel drive torque distribution control strategy that takes into account the zero torque loss of the motor.

[0004] In existing technologies, the front and rear torque distribution does not take into account the overall vehicle target damage of the motor. This often results in excessive torque being distributed to the front or rear axle motor, exceeding the motor's design range. Consequently, the motor system needs to be redesigned, affecting the development cycle. Summary of the Invention

[0005] This application provides a torque processing method, apparatus, device, and storage medium based on vehicle target damage, to solve the problem in the prior art that the front and rear torque distribution does not consider the vehicle target damage of the motor, resulting in excessive torque allocated to the front or rear axle motor, exceeding the motor's design range, which in turn requires redesign of the motor system and affects the development cycle.

[0006] On the one hand, this application provides a torque processing method based on target damage of the whole vehicle, including:

[0007] Simulation information under the current working condition is obtained from the whole vehicle simulation model. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor vehicle damage target, or rear motor vehicle damage target.

[0008] Based on the simulation information under the current operating conditions, at least one candidate torque distribution coefficient under the current operating conditions is determined, and the candidate torque distribution coefficient includes the front motor torque distribution coefficient and the rear motor torque distribution coefficient.

[0009] Each candidate torque distribution coefficient is input into the vehicle simulation model to obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model.

[0010] Based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient, a target torque distribution coefficient is determined from at least one candidate torque distribution coefficient.

[0011] Optionally, determining at least one candidate torque distribution coefficient under the current operating condition based on the simulation information under the current operating condition includes:

[0012] The damage to the front vehicle engine under the current operating conditions is determined based on the time signal, the front motor speed, and the front motor torque under the current operating conditions.

[0013] The damage to the rear motor under the current operating condition is determined based on the time signal, the rear motor speed, and the rear motor torque under the current operating condition.

[0014] Based on the damage to the front motor, the damage to the rear motor, the target damage to the front motor and the target damage to the rear motor under the current operating conditions, determine at least one candidate torque distribution coefficient under the current operating conditions.

[0015] Optionally, before determining at least one candidate torque distribution coefficient for the current operating condition based on the damage to the front motor, the damage to the rear motor, the target vehicle damage to the front motor, and the target vehicle damage to the rear motor under the current operating condition, the method further includes:

[0016] Based on the vehicle's total lifecycle mileage and the distance traveled under the current operating conditions, determine the number of cycles of the current operating conditions throughout the vehicle's lifecycle.

[0017] Based on the number of cycles and the damage to the front motor, determine the damage to the front motor throughout its entire life cycle under the current operating condition;

[0018] Based on the number of cycles and the damage to the rear motor, determine the damage to the rear motor over its entire life cycle under the current operating conditions;

[0019] Correspondingly, determining at least one candidate torque distribution coefficient under the current operating condition based on the damage to the front motor, the damage to the rear motor, the target damage to the front motor and the target damage to the rear motor under the current operating condition includes:

[0020] Based on the front motor damage throughout the entire life cycle, the rear motor damage throughout the entire life cycle, the vehicle damage target of the front motor, and the vehicle damage target of the rear motor, at least one candidate torque distribution coefficient is determined under the current operating condition.

[0021] Optionally, determining at least one candidate torque distribution coefficient under the current operating condition based on the front motor damage throughout the entire life cycle, the rear motor damage throughout the entire life cycle, the vehicle damage target of the front motor, and the vehicle damage target of the rear motor includes:

[0022] Based on a preset number of preset torque distribution coefficients, calculate the simulated damage of the front vehicle engine and the simulated damage of the rear vehicle engine corresponding to each preset torque distribution coefficient. The simulated damage of the front vehicle engine is determined based on the preset front motor torque distribution coefficient and the front motor damage over the entire life cycle. The simulated damage of the rear vehicle engine is determined based on the rear motor torque distribution coefficient and the rear motor damage over the entire life cycle.

[0023] Determine whether the simulated damage of the front vehicle engine corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the vehicle damage target of the front motor, and whether the simulated damage of the rear vehicle engine meets the condition of being less than or equal to the vehicle damage target of the rear motor.

[0024] If so, the preset torque distribution coefficient that meets the conditions will be used as the candidate torque distribution coefficient.

[0025] Optionally, determining the target torque distribution coefficient from at least one candidate torque distribution coefficient based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient includes:

[0026] Based on the length of the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, a first score corresponding to the 0-100 km / h acceleration time is obtained, wherein the length of the 0-100 km / h acceleration time is negatively correlated with the first score.

[0027] Based on the driving range corresponding to each candidate torque distribution coefficient, a second score is obtained for the driving range, wherein the driving range is positively correlated with the second score.

[0028] The total score is obtained based on the first and second scores corresponding to each candidate torque distribution coefficient;

[0029] The candidate torque allocation coefficient with the highest total score is taken as the target torque allocation coefficient.

[0030] Optionally, before obtaining the simulation information under the current operating condition from the whole vehicle simulation model, the method further includes:

[0031] Based on the vehicle system parameters, a vehicle simulation model is established. The vehicle simulation model includes at least one of the following modules: vehicle module, wheel module, brake module, motor module, reducer module, battery module, driver module, ASC anti-skid control module, electric system control strategy module, or interface module.

[0032] On the other hand, this application provides a torque processing device based on target damage to the entire vehicle, comprising:

[0033] The acquisition module is used to acquire simulation information under the current working condition from the whole vehicle simulation model. The simulation information includes at least one of time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor whole vehicle damage target or rear motor whole vehicle damage target.

[0034] The first determining module is used to determine at least one candidate torque distribution coefficient under the current operating condition based on the simulation information under the current operating condition. The candidate torque distribution coefficient includes the front motor torque distribution coefficient and the rear motor torque distribution coefficient.

[0035] The input module is used to input each of the candidate torque distribution coefficients into the vehicle simulation model, and obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model.

[0036] The second determining module is used to determine the target torque distribution coefficient from at least one candidate torque distribution coefficient based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient.

[0037] In one possible implementation, the first determining module is specifically used for:

[0038] The damage to the front motor under the current operating condition is determined based on the time signal, the front motor speed, and the front motor torque under the current operating condition.

[0039] The damage to the rear motor under the current operating condition is determined based on the time signal, the rear motor speed, and the rear motor torque under the current operating condition.

[0040] Based on the damage to the front motor, the damage to the rear motor, the target damage to the front motor and the target damage to the rear motor under the current operating conditions, determine at least one candidate torque distribution coefficient under the current operating conditions.

[0041] In one possible implementation, the first determining module is specifically used for:

[0042] Based on the vehicle's total lifecycle mileage and the distance traveled under the current operating conditions, determine the number of cycles of the current operating conditions throughout the vehicle's lifecycle.

[0043] Based on the number of cycles and the damage to the front motor, determine the damage to the front motor throughout its entire life cycle under the current operating condition;

[0044] Based on the number of cycles and the damage to the rear motor, determine the damage to the rear motor over its entire life cycle under the current operating conditions;

[0045] Correspondingly, determining at least one candidate torque distribution coefficient under the current operating condition based on the damage to the front motor, the damage to the rear motor, the target damage to the front motor and the target damage to the rear motor under the current operating condition includes:

[0046] Based on the front motor damage throughout the entire life cycle, the rear motor damage throughout the entire life cycle, the vehicle damage target of the front motor, and the vehicle damage target of the rear motor, at least one candidate torque distribution coefficient is determined under the current operating condition.

[0047] In one possible implementation, the first determining module is specifically used for:

[0048] Based on a preset number of preset torque distribution coefficients, calculate the simulated damage of the front vehicle engine and the simulated damage of the rear vehicle engine corresponding to each preset torque distribution coefficient. The simulated damage of the front vehicle engine is determined based on the preset front motor torque distribution coefficient and the front motor damage over the entire life cycle. The simulated damage of the rear vehicle engine is determined based on the rear motor torque distribution coefficient and the rear motor damage over the entire life cycle.

[0049] Determine whether the simulated damage of the front vehicle engine corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the vehicle damage target of the front motor, and whether the simulated damage of the rear vehicle engine meets the condition of being less than or equal to the vehicle damage target of the rear motor.

[0050] If so, the preset torque distribution coefficient that meets the conditions will be used as the candidate torque distribution coefficient.

[0051] In one possible implementation, the second determining module is specifically used for:

[0052] Based on the length of the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, a first score corresponding to the 0-100 km / h acceleration time is obtained, wherein the length of the 0-100 km / h acceleration time is negatively correlated with the first score.

[0053] Based on the driving range corresponding to each candidate torque distribution coefficient, a second score is obtained for the driving range, wherein the driving range is positively correlated with the second score.

[0054] The total score is obtained based on the first and second scores corresponding to each candidate torque distribution coefficient;

[0055] The candidate torque allocation coefficient with the highest total score is taken as the target torque allocation coefficient.

[0056] In one possible implementation, the acquisition module is specifically used for:

[0057] Based on the vehicle system parameters, a vehicle simulation model is established. The vehicle simulation model includes at least one of the following modules: vehicle module, wheel module, brake module, motor module, reducer module, battery module, driver module, ASC anti-skid control module, electric system control strategy module, or interface module.

[0058] In one possible implementation, the vehicle simulation model is a model built using AVL CRUISE software.

[0059] A third aspect of this application provides an electronic device comprising:

[0060] Processor and memory;

[0061] The memory stores instructions that the computer executes;

[0062] The processor executes computer execution instructions stored in memory, causing the electronic device to perform any of the methods in the first aspect.

[0063] A fourth aspect of this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to determine a driver for implementing a hardware peripheral as described in any of the first aspects.

[0064] This embodiment provides a torque processing method, apparatus, device, and storage medium based on target damage of the entire vehicle. The method obtains simulation information under the current operating condition from a vehicle simulation model; based on this simulation information, it determines at least one candidate torque distribution coefficient for the current operating condition. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, and target damage to the front or rear motor. Each candidate torque distribution coefficient is input into the vehicle simulation model to obtain the corresponding 0-100 km / h acceleration time and driving range output by the simulation model. Based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient, a target torque distribution coefficient is determined from at least one candidate torque distribution coefficient. This method uses the target damage of the two motors as the boundary for torque distribution between the front and rear motors to solve for the torque distribution coefficient, preventing excessive motor damage during simulation that necessitates redesign of the motor system and impacts the development cycle. Attached Figure Description

[0065] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0066] Figure 1This is a structural schematic diagram of the whole vehicle simulation model provided in this application;

[0067] Figure 2 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 1 ;

[0068] Figure 3 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 2 ;

[0069] Figure 4 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 3 ;

[0070] Figure 5 A schematic diagram of a torque processing device based on target damage of a whole vehicle provided in an embodiment of this application;

[0071] Figure 6 This is a hardware structure diagram of a torque processing device based on target damage of a whole vehicle, provided in an embodiment of this application.

[0072] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0073] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0074] Figure 1 This is a structural schematic diagram of the vehicle simulation model provided in this application. Figure 1 As shown, the vehicle simulation model modularizes the components of the vehicle before simulation, including: a vehicle module, four wheel modules (right front wheel module, right rear wheel module, left front wheel module, and left rear wheel module), four brake modules (two front brake modules and two rear brake modules), two differential modules, two motor modules (front motor module and rear motor module), two reducer modules (front reducer module and rear reducer module), a battery module, an energy consumption module, a driver module, an ASC anti-skid control module, an electric system control strategy module, and an interface module.

[0075] The left and right front wheel modules are connected to the differential module via two front brake modules, while the left and right rear wheel modules are connected to the differential module via two rear brake modules. Brakes are components that provide braking power when a vehicle brakes; the differential is a component that reduces slippage between the drive wheels and the ground when the vehicle is turning or driving on uneven surfaces, by allowing the left and right wheels to roll at different angular velocities.

[0076] The two differential modules are connected to the two motor modules via the front and rear reduction gear modules, respectively. The reduction gear, like a transmission, is a component that reduces speed and increases torque.

[0077] The battery module is connected to the front motor module and the rear motor module. Above the battery module is a power loss module, which is used to simulate the power loss in the vehicle other than that of the motor.

[0078] The driver module is used to simulate a driver controlling the vehicle by outputting signals; the ASC anti-skid control module is used to control the utilization rate of the adhesion coefficient of each tire; the control strategy module is used to set the control strategy of the electric system; and the interface module is used to connect with other software.

[0079] This application provides a torque processing method based on the target damage of the whole vehicle. The method uses the target damage of the two motors as the boundary of the torque distribution between the front and rear motors, solves the candidate torque distribution coefficients, and performs simulation based on each candidate torque distribution coefficient to obtain the corresponding 0-100 km / h acceleration time and driving range. The target torque distribution coefficient is determined from at least one candidate torque distribution coefficient to prevent the problem of excessive motor damage during the simulation process, which would require the redesign of the motor system and affect the development cycle.

[0080] The torque processing method based on target damage of the whole vehicle provided in this application aims to solve the above-mentioned technical problems of the prior art.

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

[0082] Figure 2 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 1 .like Figure 2 As shown, the method in this embodiment includes:

[0083] S201. Obtain simulation information under the current working condition from the vehicle simulation model. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor vehicle damage target, or rear motor vehicle damage target.

[0084] Motor damage refers to fatigue damage, which is caused by the initiation and continuous propagation of cracks due to cyclic loading. This damage is a cumulative process and is a type of mechanical damage.

[0085] In this embodiment, the vehicle damage targets for the front motor and the vehicle damage targets for the rear motor can be determined by test data.

[0086] In this embodiment, torque processing is performed using a combined simulation and calculation approach. The simulation portion can be completed by simulation software. The simulation information, used to calculate candidate torque distribution coefficients, includes time signals, front motor speed, front motor torque, travel distance, rear motor speed, rear motor torque, and either the front motor or rear motor vehicle damage target. After acquiring the simulation information, the calculation software or program performs the processing.

[0087] In this embodiment, the operating condition refers to the test conditions for evaluating the vehicle. Different operating conditions have different indicators such as vehicle speed, load, and engine speed.

[0088] In one possible implementation, before obtaining simulation information under the current operating condition from the whole vehicle simulation model, the method of this application further includes:

[0089] Based on the vehicle system parameters, a vehicle simulation model is established. The vehicle simulation model includes at least one of the following modules: vehicle module, wheel module, brake module, motor module, reducer module, battery module, driver module, ASC anti-skid control module, electric system control strategy module, or interface module.

[0090] In this embodiment, in order to establish a vehicle simulation model, the vehicle is divided into multiple different modules according to the vehicle system parameters, and parameters are set for each module to simulate a real vehicle.

[0091] The vehicle module is the main component of the vehicle model and is the part that interacts with the environment during the simulation. By setting air resistance, rolling resistance, climbing resistance, and acceleration resistance, it can intuitively reflect the forces that the vehicle experiences in various directions when it is moving.

[0092] The tire module is a module that connects the vehicle and the road environment. It simulates instantaneous resistance by setting wheel load, correcting dynamic rolling radius, and rolling resistance coefficient.

[0093] As an important component of the power transmission system, the reducer module simulates the working process of a reducer by setting the speed ratio and transmission efficiency, thereby reducing speed and increasing torque, so that the motor can operate in a higher efficiency range and reduce the energy consumption of the whole vehicle.

[0094] As the energy storage module of an electric vehicle, the battery module's capacity, charge / discharge characteristics, energy density, and temperature have a significant impact on the vehicle's power, economy, and safety. Within the battery module, the battery discharge process is simulated by setting charge / discharge characteristic curves for the battery pack, basic cell parameters, and internal resistance characteristics.

[0095] As the core component of an electric vehicle, the accuracy of the motor module modeling directly impacts the simulation results. Within the motor module, parametric modeling of the motor is achieved by setting the motor type, characteristic curves, and efficiency MAP.

[0096] The differential module is designed to allow the left and right wheels to roll at different angular velocities under varying road conditions. The differential module simulates the operation of a differential by setting its efficiency and maximum transmission torque.

[0097] In this embodiment, the control strategy module mainly functions to set and output the damage targets for the front motor and the rear motor. By setting the motor damage targets and combining with the interface module, the torque distribution between the two motors is controlled.

[0098] The interface module is mainly responsible for providing interfaces with other programming languages, enabling users to easily develop complex control algorithms.

[0099] In one possible implementation, the vehicle simulation model is a model built using AVL CRUISE software.

[0100] AVL CRUISE is a simulation software widely used for researching and analyzing the power performance, fuel economy, emissions, and braking performance of automobiles. It provides a graphical user interface, allowing users to quickly create system block diagrams, add corresponding control modules, and correctly connect the data bus to obtain the system model. Users can easily modify transmission system parameters for vehicle performance optimization, stress calculations, and generating load spectra for transmission system vibration.

[0101] In this embodiment, the AVL CRUISE software is used to build a whole vehicle simulation model. The whole vehicle needs to be modularized as described in the steps above.

[0102] S202. Based on the simulation information under the current working condition, determine at least one candidate torque distribution coefficient under the current working condition. The candidate torque distribution coefficient includes the front motor torque distribution coefficient and the rear motor torque distribution coefficient.

[0103] In this embodiment, the candidate torque distribution coefficient refers to the distribution coefficient that satisfies the boundary condition of the target damage to the motor, including the front motor torque distribution coefficient and the rear motor torque distribution coefficient that meet the condition. Although there are usually two motors in new energy vehicles: a front motor and a rear motor, the torques of the two motors need to be combined and then distributed when performing torque distribution. Therefore, the sum of the front motor torque distribution coefficient and the rear motor torque distribution coefficient must be 1.

[0104] When determining candidate torque distribution coefficients, motor damage needs to be considered. Motor damage is related to motor torque, speed, and material damage coefficient. Among these three parameters, torque and speed need to be determined based on simulation information under the current operating conditions.

[0105] S203. Input each candidate torque distribution coefficient into the vehicle simulation model, and obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model.

[0106] In this embodiment, there can be one or more candidate torque distribution coefficients. Regardless of the number of candidate torque distribution coefficients, the simulation software needs to perform whole-vehicle simulation based on the candidate torque distribution coefficients. The purpose is to evaluate the power and economy of the vehicle that distributes torque according to the current torque distribution coefficient.

[0107] Those skilled in the art will understand that a vehicle's power and economy include multiple evaluation indicators. Here, the 0-100 km / h acceleration time and driving range are selected as only one evaluation method. Other indicators can be selected to evaluate the vehicle's power and economy.

[0108] S204. Based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient, determine the target torque distribution coefficient from at least one candidate torque distribution coefficient.

[0109] In this embodiment, the smaller the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, the better the vehicle's power performance; at the same time, the longer the driving range corresponding to each candidate torque distribution coefficient, the better the vehicle's economy.

[0110] Those skilled in the art will understand that various methods can be used to determine the target torque distribution coefficient. For example, weights can be set for 0-100 km / h acceleration time and driving range, and when weighting the values ​​of the two indicators, the reciprocal of the 0-100 km / h acceleration time can be taken to obtain the final weighted result. The candidate torque distribution coefficient corresponding to the larger weighted result is the target coefficient.

[0111] This embodiment provides a torque processing method based on target damage to the entire vehicle. The method obtains simulation information under the current operating condition from a vehicle simulation model. Based on this simulation information, it determines at least one candidate torque distribution coefficient for the current operating condition. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, and target vehicle damage for either the front or rear motor. Each candidate torque distribution coefficient is input into the vehicle simulation model to obtain the corresponding 0-100 km / h acceleration time and driving range. Based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient, a target torque distribution coefficient is determined from at least one candidate torque distribution coefficient. This method uses the target vehicle damage of the two motors as the boundary for torque distribution between the front and rear motors to solve for the torque distribution coefficient, preventing excessive motor damage during simulation that necessitates redesign of the motor system and impacts the development cycle.

[0112] Figure 3 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 2 .like Figure 3 As shown, in Figure 2 Based on the illustrated embodiment, the process of determining at least one candidate torque distribution coefficient under the current operating condition based on simulation information under the current operating condition is described in detail.

[0113] S301. Based on the time signal, front motor speed, and front motor torque under the current operating conditions, the front motor is damaged under the current operating conditions.

[0114] In this embodiment, the damage D of the motor needs to be calculated according to the formula shown below.

[0115] D = ∑(Tk×n)

[0116] Where T is the motor torque; n is the motor speed; and k is the cumulative damage coefficient of the material. The motor speed is the product of the motor speed and time. When the operating conditions change, the motor torque and speed also change, requiring the summation of damage corresponding to different motor torques and speeds. The cumulative damage coefficient of the material is mainly determined by the materials used in the motor itself. By substituting the time signal, the speed of the preceding motor, and the torque of the preceding motor under the current operating condition into the calculation, the damage of the preceding motor under the current operating condition can be obtained.

[0117] S302. Determine the damage to the rear motor under the current operating conditions based on the time signal, rear motor speed, and rear motor torque.

[0118] In this embodiment, the process of obtaining damage to the rear motor under the current operating condition is the same as that of obtaining damage to the front motor, and will not be described again here.

[0119] S303. Determine the number of cycles of the current operating condition throughout the vehicle's life cycle based on the vehicle's total life cycle mileage and the distance traveled under the current operating condition.

[0120] In this embodiment, the number of cycles of the current operating condition throughout the entire life cycle is the ratio of the total mileage of the vehicle's entire life cycle to the distance traveled under the current operating condition.

[0121] S304. Based on the number of cycles and the damage to the front motor, determine the damage to the front motor throughout its entire life cycle under the current operating conditions;

[0122] In this embodiment, the product of the front motor damage and the number of cycles is the front motor damage over its entire life cycle under the current operating conditions.

[0123] S305. Based on the number of cycles and the damage to the rear motor, determine the damage to the rear motor over the entire life cycle under the current operating conditions.

[0124] In this embodiment, the product of the rear motor damage and the number of cycles is the rear motor damage over the entire lifecycle under the current operating condition. Based on the front motor damage over the entire lifecycle, the rear motor damage over the entire lifecycle, the front motor vehicle damage target, and the rear motor vehicle damage target, at least one candidate torque distribution coefficient under the current operating condition can be determined.

[0125] S306. Based on the preset number of preset torque distribution coefficients, calculate the simulated damage of the front motor and the simulated damage of the rear motor corresponding to each preset torque distribution coefficient. The simulated damage of the front motor is determined based on the preset front motor torque distribution coefficient and the front motor damage throughout the entire life cycle. The simulated damage of the rear motor is determined based on the rear motor torque distribution coefficient and the rear motor damage throughout the entire life cycle.

[0126] In this embodiment, both the front motor and rear motor vehicle damage targets are damage targets over the entire vehicle lifecycle. Therefore, it is necessary to convert the current front motor damage and rear motor damage under the current operating conditions into simulated vehicle-machine interface damage over the entire lifecycle. Meanwhile, the preset torque distribution coefficient refers to a pre-determined torque distribution coefficient, which can be determined based on historical data or commonly used data. The simulated front vehicle-machine interface damage is the product of the preset front motor torque distribution coefficient and the front motor damage over the entire lifecycle; similarly, the simulated rear vehicle-machine interface damage is the product of the rear motor torque distribution coefficient and the rear motor damage over the entire lifecycle.

[0127] S307. Determine whether the simulated damage of the front vehicle engine corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the vehicle damage target of the front motor, and whether the simulated damage of the rear vehicle engine meets the condition of being less than or equal to the vehicle damage target of the rear motor.

[0128] In this embodiment, the candidate torque allocation coefficient is determined using the motor damage target over the entire life cycle as the boundary. New energy vehicles typically have two motors, front and rear. Therefore, when determining the candidate torque allocation coefficient, the simulated damage of both motors over their entire life cycle must simultaneously meet the condition of being less than or equal to their respective vehicle damage targets.

[0129] S308. If so, the preset torque distribution coefficient that meets the conditions will be used as the candidate torque distribution coefficient.

[0130] In this embodiment, the entire calculation process can be completed using a computational program, such as Simulink software. Simultaneously, due to the combined simulation and computation approach, the preset torque distribution coefficients that meet the conditions need to be verified through simulation. Therefore, after obtaining the candidate torque distribution coefficients, they need to be input into the vehicle simulation model for simulation.

[0131] The technical solution of this application will be described in detail below with a specific embodiment.

[0132] Taking the WLTC test cycle as an example, the WLTC cycle is a globally unified light vehicle test cycle, including low-speed, medium-speed, high-speed, and ultra-high-speed sections, representing a standard road spectrum test cycle. Under the WLTC cycle, several commonly used front and rear motor torque distribution coefficients for overall vehicle performance are listed: Front motor torque distribution coefficient: Rear motor torque distribution coefficient = [0:1]; [0.1:0.9]; [0.2:0.8]; [0.3:0.7]; [0.4:0.6]; [0.5:0.5]. The simulated damage to the front engine corresponding to each preset front motor torque distribution coefficient is compared with the target damage for the entire vehicle from the front motor; similarly, the simulated damage to the rear engine corresponding to each preset rear motor torque distribution coefficient is compared with the target damage for the entire vehicle from the rear motor. Output parameters are generated when the simulated damage to the front engine corresponding to each preset torque distribution coefficient is less than or equal to the target damage for the entire vehicle from the front motor, and the simulated damage to the rear engine also meets the condition of being less than or equal to the target damage for the entire vehicle from the rear motor. The entire process can be performed in Simulink software, with the material damage factor set to 10 / 3. The Simulink model includes damage calculations for the front and rear motors under WLTC conditions, comparison with the target damage of the motors in the entire vehicle, and a Stateflow model to determine the torque distribution between the front and rear motors. In addition, a CRUISE connection module is added to set the location and task folder of the CRUISE model, enabling co-simulation with the CRUISE model.

[0133] Simulink models are connected via the CRUISE Interface module for co-simulation calculations. The CRUISE Interface module in the CRUISE model is connected to the corresponding modules for signal transmission. The specific connection method between Simulink and CRUISE is as follows: the time signal of the CRUISE Interface is obtained from the time signal in the driver module of the CRUISE model; the front motor speed signal of the CRUISE Interface is obtained from the speed signal of the front motor module in the CRUISE model; the front motor torque signal of the CRUISE Interface is obtained from the torque signal of the front motor module in the CRUISE model; the travel distance signal of the CRUISE Interface is obtained from the travel distance in the vehicle module; the rear motor speed signal of the CRUISE Interface is obtained from the speed signal of the rear motor module in the CRUISE model; the rear motor torque signal of the CRUISE Interface is obtained from the torque signal of the rear motor module in the CRUISE model; the front motor vehicle damage target signal of the CRUISE Interface is obtained from the front motor damage target in the control strategy module; the rear motor vehicle damage target signal of the CRUISE Interface is obtained from the rear motor damage target in the control strategy module.

[0134] This embodiment provides a torque processing method based on target damage to the entire vehicle. The method determines the damage to the front motor under the current operating condition based on the time signal, front motor speed, front motor torque, and driving distance; determines the damage to the rear motor under the current operating condition based on the time signal, rear motor speed, rear motor torque, and driving distance; determines the number of cycles of the current operating condition throughout the vehicle's lifespan based on the total vehicle lifespan mileage and the driving distance under the current operating condition; determines the total lifespan damage of the front motor under the current operating condition based on the number of cycles and the front motor damage; determines the total lifespan damage of the rear motor under the current operating condition based on the number of cycles and the rear motor damage; and determines whether the simulated damage to the front motor corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the target damage to the front motor and the target damage to the entire vehicle, and whether the simulated damage to the rear motor meets the condition of being less than or equal to the target damage to the rear motor. If so, the preset torque distribution coefficient that meets the conditions is used as a candidate torque distribution coefficient. This method determines the motor damage over its entire life cycle by considering the motor speed, torque, and travel distance, as well as the number of cycles throughout the entire life cycle. Then, it selects candidate torque distribution coefficients from multiple preset torque distribution coefficients to make the resulting candidate torque distribution coefficients more scientific and accurate.

[0135] Figure 4 The torque processing method based on whole vehicle target damage provided in the embodiments of this application is as follows: Figure 3 .like Figure 4 As shown, in Figure 2 Based on the illustrated embodiment, the process of determining the target torque distribution coefficient from at least one candidate torque distribution coefficient according to the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient is described in detail.

[0136] S401. Based on the length of the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, obtain the first score corresponding to the 0-100 km / h acceleration time, wherein the length of the 0-100 km / h acceleration time is negatively correlated with the first score.

[0137] In this embodiment, after the vehicle simulation model receives at least one candidate torque distribution coefficient, the software needs to perform a vehicle simulation based on each candidate torque distribution coefficient. After the simulation, the 0-100 km / h acceleration time and driving range of the current vehicle simulation model will be obtained. The 0-100 km / h acceleration time refers to the time required for the vehicle to accelerate to a speed of 100 km / h.

[0138] To determine the candidate torque distribution coefficients that improve vehicle performance and fuel economy, the values ​​of these two parameters need to be scored separately. The 0-100 km / h acceleration time is negatively correlated with vehicle performance; therefore, when determining the first score for 0-100 km / h acceleration time, the score is negatively correlated with the acceleration time.

[0139] S402. Based on the driving range corresponding to each candidate torque distribution coefficient, obtain the second score corresponding to the driving range, wherein the driving range is positively correlated with the second score.

[0140] In this embodiment, the driving range is positively correlated with the vehicle's economy, therefore the driving range is positively correlated with the second score.

[0141] S403. Obtain the total score based on the first and second scores corresponding to each candidate torque distribution coefficient;

[0142] S404. The candidate torque distribution coefficient with the highest total score is taken as the target torque distribution coefficient.

[0143] In this embodiment, the total score includes scores for two parameters that reflect the vehicle's power and economy. The total score is positively correlated with the vehicle's power and economy. Therefore, the candidate torque distribution coefficient with the largest total score is the target torque distribution coefficient.

[0144] This embodiment provides a torque processing method based on target damage to the entire vehicle. The method obtains a first score based on the 0-100 km / h acceleration time corresponding to each candidate torque allocation coefficient, where the 0-100 km / h acceleration time is negatively correlated with the first score. It then obtains a second score based on the driving range corresponding to each candidate torque allocation coefficient, where the driving range is positively correlated with the second score. A total score is obtained based on the first and second scores for each candidate torque allocation coefficient. The candidate torque allocation coefficient with the highest total score is selected as the target torque allocation coefficient. This method scores the 0-100 km / h acceleration time and driving range corresponding to each candidate torque allocation coefficient, thereby determining the target torque allocation coefficient with better power and economy after vehicle simulation from multiple candidate torque allocation coefficients.

[0145] Figure 5 This is a schematic diagram of a torque processing device based on target damage of a whole vehicle, provided as an embodiment of this application. The device in this embodiment can be in the form of software and / or hardware. For example... Figure 5 As shown in the figure, an embodiment of this application provides a torque processing device 500 based on target damage of a whole vehicle, including an acquisition module 501, a first determination module 502, an input module 503, and a second determination module 504.

[0146] The acquisition module 501 is used to acquire simulation information under the current working condition from the whole vehicle simulation model. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor whole vehicle damage target, or rear motor whole vehicle damage target.

[0147] The first determining module 502 is used to determine at least one candidate torque distribution coefficient under the current working condition based on the simulation information under the current working condition. The candidate torque distribution coefficient includes the front motor torque distribution coefficient and the rear motor torque distribution coefficient.

[0148] The input module 503 is used to input each candidate torque distribution coefficient into the vehicle simulation model and obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model.

[0149] The second determining module 504 is used to determine the target torque distribution coefficient from at least one candidate torque distribution coefficient based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient.

[0150] In one possible implementation, the first determining module is specifically used for:

[0151] The damage to the front motor under the current operating conditions is determined based on the time signal, front motor speed, and front motor torque.

[0152] The damage to the rear motor under the current operating conditions is determined based on the time signal, rear motor speed, and rear motor torque.

[0153] Based on the damage targets of the front motor, rear motor, front motor, and rear motor under the current operating conditions, determine at least one candidate torque distribution coefficient under the current operating conditions.

[0154] In one possible implementation, the first determining module is specifically used for:

[0155] Based on the vehicle's total lifecycle mileage and the distance traveled under the current operating conditions, determine the number of cycles of the current operating conditions throughout the vehicle's lifecycle.

[0156] Based on the number of cycles and the damage to the front motor, determine the damage to the front motor throughout its entire life cycle under the current operating conditions;

[0157] Based on the number of cycles and the damage to the rear motor, determine the damage to the rear motor over its entire life cycle under the current operating conditions;

[0158] Correspondingly, based on the damage targets of the front motor, rear motor, front motor, and rear motor under the current operating conditions, at least one candidate torque distribution coefficient is determined under the current operating conditions, including:

[0159] Based on the damage to the front motor throughout the entire life cycle, the damage to the rear motor throughout the entire life cycle, the damage target of the front motor to the whole vehicle, and the damage target of the rear motor to the whole vehicle, determine at least one candidate torque distribution coefficient under the current operating condition.

[0160] In one possible implementation, the first determining module is specifically used for:

[0161] Based on a preset number of preset torque distribution coefficients, calculate the simulated damage of the front motor and the simulated damage of the rear motor corresponding to each preset torque distribution coefficient. The simulated damage of the front motor is determined based on the preset front motor torque distribution coefficient and the front motor damage throughout the entire life cycle, and the simulated damage of the rear motor is determined based on the rear motor torque distribution coefficient and the rear motor damage throughout the entire life cycle.

[0162] Determine whether the simulated damage of the front vehicle engine corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the vehicle damage target of the front motor, and whether the simulated damage of the rear vehicle engine meets the condition of being less than or equal to the vehicle damage target of the rear motor.

[0163] If so, the preset torque distribution coefficient that meets the conditions will be used as the candidate torque distribution coefficient.

[0164] In one possible implementation, the second determining module is specifically used for:

[0165] Based on the length of the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, the first score corresponding to the 0-100 km / h acceleration time is obtained, wherein the length of the 0-100 km / h acceleration time is negatively correlated with the first score.

[0166] Based on the driving range corresponding to each candidate torque distribution coefficient, a second score is obtained for the driving range, where the driving range is positively correlated with the second score.

[0167] The total score is obtained based on the first and second scores corresponding to each candidate torque distribution coefficient;

[0168] The candidate torque distribution coefficient with the highest total score is taken as the target torque distribution coefficient.

[0169] In one possible implementation, the acquisition module is specifically used for:

[0170] Based on the vehicle system parameters, a vehicle simulation model is established. The vehicle simulation model includes at least one of the following modules: vehicle module, wheel module, brake module, motor module, reducer module, battery module, driver module, ASC anti-skid control module, electric system control strategy module, or interface module.

[0171] In one possible implementation, the vehicle simulation model is a model built using AVL CRUISE software.

[0172] The device for torque processing based on target damage of the whole vehicle provided in this embodiment can be used to execute the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again in this embodiment.

[0173] Figure 6 This is a hardware structure diagram of a torque processing device based on target damage of a whole vehicle, provided in an embodiment of this application. Figure 6 As shown, the torque treatment device 600 based on target damage to the entire vehicle includes:

[0174] Processor 601 and memory 602;

[0175] The memory stores instructions that the computer executes;

[0176] The processor executes the computer execution instructions stored in memory 602, causing the electronic device to perform the torque processing method based on the target damage of the whole vehicle as described above.

[0177] It should be understood that the processor 601 described above can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor. The memory 602 may include high-speed random access memory (RAM), and may also include non-volatile memory (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk, or optical disc, etc.

[0178] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a torque processing method based on target damage to the entire vehicle.

[0179] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0180] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A torque processing method based on target damage of the whole vehicle, characterized in that, include: Simulation information under the current working condition is obtained from the whole vehicle simulation model. The simulation information includes at least one of the following: time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor vehicle damage target, or rear motor vehicle damage target. The damage to the front motor under the current operating condition is determined based on the time signal, the front motor speed, and the front motor torque under the current operating condition; the damage to the rear motor under the current operating condition is determined based on the time signal, the rear motor speed, and the rear motor torque under the current operating condition. Based on a preset number of preset torque distribution coefficients, calculate the simulated damage to the front and rear vehicle engines corresponding to each preset torque distribution coefficient. Determine whether the simulated damage of the front vehicle engine corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the vehicle damage target of the front motor, and whether the simulated damage of the rear vehicle engine meets the condition of being less than or equal to the vehicle damage target of the rear motor. If so, the preset torque distribution coefficient that meets the conditions will be used as the candidate torque distribution coefficient under the current working condition. The candidate torque distribution coefficient includes the front motor torque distribution coefficient and the rear motor torque distribution coefficient. Each candidate torque distribution coefficient is input into the vehicle simulation model to obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model. Based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient, a target torque distribution coefficient is determined from at least one candidate torque distribution coefficient.

2. The method according to claim 1, characterized in that, Before determining the candidate torque distribution coefficient under the current operating condition, the method further includes: Based on the vehicle's total lifecycle mileage and the distance traveled under the current operating conditions, determine the number of cycles of the current operating conditions throughout the vehicle's lifecycle. Based on the number of cycles and the damage to the front motor, determine the damage to the front motor throughout its entire life cycle under the current operating condition; Based on the number of cycles and the damage to the rear motor, the damage to the rear motor over its entire life cycle under the current operating conditions is determined.

3. The method according to claim 2, characterized in that, The simulated damage to the front vehicle engine is determined based on a preset front motor torque distribution coefficient and the front motor damage over its entire life cycle, while the simulated damage to the rear vehicle engine is determined based on a rear motor torque distribution coefficient and the rear motor damage over its entire life cycle.

4. The method according to claim 3, characterized in that, The step of determining the target torque distribution coefficient from at least one candidate torque distribution coefficient based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient includes: Based on the length of the 0-100 km / h acceleration time corresponding to each candidate torque distribution coefficient, a first score corresponding to the 0-100 km / h acceleration time is obtained, wherein the length of the 0-100 km / h acceleration time is negatively correlated with the first score. Based on the driving range corresponding to each candidate torque distribution coefficient, a second score is obtained for the driving range, wherein the driving range is positively correlated with the second score. The total score is obtained based on the first and second scores corresponding to each candidate torque distribution coefficient; The candidate torque allocation coefficient with the highest total score is taken as the target torque allocation coefficient.

5. The method according to claim 1, characterized in that, Before obtaining the simulation information under the current operating condition from the whole vehicle simulation model, the method further includes: Based on the vehicle system parameters, a vehicle simulation model is established. The vehicle simulation model includes at least one of the following modules: vehicle module, wheel module, brake module, motor module, reducer module, battery module, driver module, ASC anti-skid control module, electric system control strategy module, or interface module.

6. The method according to claim 1, characterized in that, The vehicle simulation model was created using AVL CRUISE software.

7. A torque processing device based on target damage of a whole vehicle, characterized in that, include: The acquisition module is used to acquire simulation information under the current working condition from the whole vehicle simulation model. The simulation information includes at least one of time signal, front motor speed, front motor torque, driving distance, rear motor speed, rear motor torque, front motor whole vehicle damage target or rear motor whole vehicle damage target. The first determining module is used to determine the damage to the front motor under the current operating condition based on the time signal, the front motor speed, and the front motor torque under the current operating condition; and to determine the damage to the rear motor under the current operating condition based on the time signal, the rear motor speed, and the rear motor torque under the current operating condition. It calculates the simulated damage to the front and rear motors corresponding to each preset torque distribution coefficient based on a preset number of preset torque distribution coefficients. It determines whether the simulated damage to the front motors corresponding to each preset torque distribution coefficient meets the condition of being less than or equal to the target damage to the front motor and the simulated damage to the rear motor. If so, the preset torque distribution coefficients that meet the conditions are used as candidate torque distribution coefficients under the current operating condition, where the candidate torque distribution coefficients include the front motor torque distribution coefficient and the rear motor torque distribution coefficient. The input module is used to input each of the candidate torque distribution coefficients into the vehicle simulation model, and obtain the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient output by the vehicle simulation model. The second determining module is used to determine the target torque distribution coefficient from at least one candidate torque distribution coefficient based on the 0-100 km / h acceleration time and driving range corresponding to each candidate torque distribution coefficient.

8. An electronic device, comprising: Processor and memory; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the electronic device to perform the method of any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement a torque processing method based on target damage of a whole vehicle as described in any one of claims 1 to 6.

Images