A dual-bridge motor torque distribution control method, device, equipment and storage medium

Abstract

The application discloses a double-bridge motor torque distribution control method, device, equipment and storage medium, wherein the method comprises the following steps: determining front axle and rear axle bridge motor steady-state compensation torques according to the maximum available torques of the front axle and rear axle bridge motors and the driver's intended target torques of the front axle and rear axle bridge motors; determining front axle and rear axle bridge motor ideal variable torques according to the torque variable capabilities of the front axle and rear axle bridge motors and the vehicle impact degrees; and determining front axle and rear axle bridge motor execution target torques according to the front axle and rear axle bridge motor steady-state compensation torques and the front axle and rear axle bridge motor ideal variable torques. The double-bridge motor execution target torque in the control method can maximize the torque output capability of the double-bridge motor, enhance the vehicle power, and the method can improve the motor durability and service life and improve the driving comfort by considering the double-bridge motor torque variable capability and the vehicle impact degree.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile technology, and particularly relates to a double-axle motor torque distribution control method, device, equipment and storage medium. BACKGROUND

[0002] Affected by the emission and fuel consumption standard regulations, the automobile industry gradually develops in the direction of energy saving and emission reduction and improvement of energy structure. In electric vehicles, front and rear axle motor driven electric vehicles are a common distributed drive electric vehicle, and two motors of the front and rear axle motor driven electric vehicle drive the front axle and the rear axle through a reducer. The front and rear axle motor driven electric vehicle has the advantages of strong off-road capability and sufficient power. The power system of the front and rear axle motor driven electric vehicle adopts multi-axle independent drive, so the torque distribution strategy of the output torque of each motor has certain control complexity, and directly affects the driving performance.

[0003] A driving system of an electric four-wheel drive vehicle and a torque distribution method thereof are disclosed in patent CN106515509B. In the control method, the torque of the front and rear drive systems is proportionally distributed according to the current vehicle speed and the driver demand torque, and the driver demand torque can be adapted in different driving conditions. However, the control method does not coordinate the control of the front and rear axle motor torque based on the output capacity of the front and rear axle motors, cannot fully utilize the output capacity of the double-axle motor, and does not consider the vehicle comfort when distributing the torque of the drive system. SUMMARY

[0004] In view of the above defects or improvement needs of the prior art, the purpose of the present application is to provide a double-axle motor torque distribution control method, device, equipment and storage medium.

[0005] To achieve this goal, the present application adopts the following technical solutions:

[0006] The present application provides a double-axle motor torque distribution control method, comprising the following steps:

[0007] determining the front axle and rear axle motor steady-state compensation torque according to the front axle and rear axle motor maximum available torque and the front axle and rear axle motor driver intention target torque;

[0008] determining the front axle and rear axle motor ideal variable torque according to the front axle and rear axle motor torque variable capacity and the vehicle impact degree;

[0009] determining the front axle and rear axle motor execution target torque according to the front axle and rear axle motor steady-state compensation torque and the front axle and rear axle motor ideal variable torque.

[0010] Further, the step of determining the front axle and rear axle motor steady state compensation torque according to the front axle and rear axle motor maximum available torque and the front axle and rear axle motor driver intended target torque comprises:

[0011] determining the difference between the front axle and rear axle motor maximum available torque and the front axle and rear axle motor driver intended target torque according to the front axle and rear axle motor maximum available torque and the front axle and rear axle motor driver intended target torque;

[0012] determining the front axle and rear axle motor steady state target torque according to the front axle and rear axle motor maximum available torque, the front axle and rear axle motor driver intended target torque and the difference;

[0013] determining the front axle and rear axle motor steady state compensation torque according to the front axle and rear axle motor steady state target torque:

[0014]

[0015] wherein ΔT f is the front axle motor steady state compensation torque, T1 f is the front axle motor steady state target torque, Tout(K-1) f is the (K-1)th sampled front axle motor instantaneous torque, ΔT r is the rear axle motor steady state compensation torque, T1 r is the rear axle motor steady state target torque, Tout(K-1) r is the (K-1)th sampled rear axle motor instantaneous torque.

[0016] Further, the calculation formula of determining the front axle and rear axle motor steady state target torque is:

[0017]

[0018] wherein T f is the front axle motor driver intended target torque, T r is the rear axle motor driver intended target torque, T fmax is the front axle motor maximum available torque, T rmax is the rear axle motor maximum available torque, ΔT fmax is the difference between the front axle motor maximum available torque and the front axle motor driver intended target torque, ΔT rmax is the difference between the rear axle motor maximum available torque and the rear axle motor driver intended target torque.

[0019] Further, the step of determining the front axle and rear axle motor ideal variable torque according to the vehicle impact degree and the front axle and rear axle motor torque variable capability comprises:

[0020] determining initial variable torques of the front axle motor and the rear axle motor according to the vehicle impact degree;

[0021] determining ideal variable torques of the front axle motor and the rear axle motor according to the variable torque capability of the front axle motor and the rear axle motor and the initial variable torques of the front axle motor and the rear axle motor.

[0022] Further, the step of determining the initial variable torques of the front axle motor and the rear axle motor according to the vehicle impact degree comprises:

[0023] determining total variable torque of the vehicle according to the vehicle impact degree:

[0024]

[0025] determining the initial variable torques of the front axle motor and the rear axle motor according to the total variable torque of the vehicle:

[0026]

[0027] wherein ΔT is the total variable torque of the vehicle, j is the vehicle impact degree, m is the vehicle mass, Δt is the sampling period, r is the wheel radius, i is the reduction ratio, ΔT1 f is the initial variable torque of the front axle motor, ΔT1 r is the initial variable torque of the rear axle motor, and k is the distribution coefficient of the total variable torque of the vehicle.

[0028] Further, the step of determining the ideal variable torques of the front axle motor and the rear axle motor according to the variable torque capability of the front axle motor and the rear axle motor and the initial variable torques of the front axle motor and the rear axle motor comprises:

[0029] determining second variable torques of the front axle motor and the rear axle motor according to the variable torque capability of the front axle motor and the rear axle motor and the initial variable torques of the front axle motor and the rear axle motor:

[0030]

[0031] determining the ideal variable torques of the front axle motor and the rear axle motor according to the second variable torques of the front axle motor and the rear axle motor:

[0032]

[0033] wherein ΔT2 f is the second variable torque of the front axle motor, ΔT fone is the maximum variable torque of the front axle motor in the sampling period, ΔT rone is the maximum variable torque of the rear axle motor in the sampling period, ΔT3 f is the ideal variable torque of the front axle motor, and ΔT3 rThe front axle motor and the rear axle motor are ideal variable torque.

[0034] Further, the step of determining the front axle motor and the rear axle motor execution target torque according to the front axle motor and the rear axle motor steady state compensation torque and the front axle motor and the rear axle motor ideal variable torque comprises:

[0035] Determining the front axle motor and the rear axle motor target torque variation according to the front axle motor and the rear axle motor steady state compensation torque and the front axle motor and the rear axle motor ideal variable torque;

[0036]

[0037]

[0038] Determining the front axle motor and the rear axle motor execution target torque according to the front axle motor and the rear axle motor target torque variation:

[0039]

[0040] Wherein, Tt f is the front axle motor execution target torque, Tt r is the rear axle motor execution target torque, S{T1 f -Tout(k-1) f} is the sign bit of T1 f -Tout(k-1) f , S{T1 r -Tout(k-1) r} is the sign bit of T1 r -Tout(k-1) r , ΔT4 f is the front axle motor target torque variation, ΔT4 r is the rear axle motor target torque variation.

[0041] The application further provides a double axle motor torque distribution control device, comprising:

[0042] A first module is configured to determine the front axle motor and the rear axle motor steady state compensation torque according to the front axle motor and the rear axle motor maximum available torque and the front axle motor and the rear axle motor driver intention target torque;

[0043] A second module is configured to determine the front axle motor and the rear axle motor ideal variable torque according to the front axle motor and the rear axle motor torque variable ability and the vehicle impact degree; and

[0044] A third module is configured to determine the front axle motor and the rear axle motor execution target torque according to the front axle motor and the rear axle motor steady state compensation torque and the front axle motor and the rear axle motor ideal variable torque.

[0045] The application further provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the double-bridge motor torque distribution control method when executing the computer program.

[0046] The application further provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program implements the steps of the double-bridge motor torque distribution control method when executed by a processor.

[0047] Advantages of the application:

[0048] The application determines the steady-state compensation torque of the front axle and rear axle motor according to the maximum available torque of the front axle and rear axle motor and the driver's intention target torque of the front axle and rear axle motor, determines the ideal variable torque of the front axle and rear axle motor according to the torque variable ability of the front axle and rear axle motor and the vehicle impact degree, and determines the execution target torque of the front axle and rear axle motor according to the steady-state compensation torque of the front axle and rear axle motor and the ideal variable torque of the front axle and rear axle motor. The execution target torque of the double-bridge motor determined by the control method can maximize the torque output ability of the double-bridge motor, enhance the vehicle power, and improve the driving comfort by considering the torque variable ability of the double-bridge motor and the vehicle impact degree.

[0049] Additional aspects and advantages of the application will be made apparent by the following description and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0050] The above and / or additional aspects and advantages of the application will become apparent and be more readily understood from the following description, considered in conjunction with the accompanying drawings, wherein:

[0051] Figure 1 is a flowchart of the double-bridge motor torque distribution control method of the application;

[0052] Figure 2 is a schematic diagram of the double-bridge motor torque distribution control device of the application. DETAILED DESCRIPTION

[0053] The application will be further described below in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the application, but not to limit the application. In addition, it should be noted that, for the convenience of description, only the parts related to the application are shown in the drawings, not all the structures.

[0054] In the description of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected", "fixed" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, it can be the internal communication of two elements or the interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0055] Those skilled in the art can understand that, unless otherwise specifically stated, the singular forms "a", "an", "said" and "the" used herein also include the plural forms. It should be further understood that the phrase "comprising" used in the specification of the present application means that the features, integers, steps, operations, elements and / or components exist, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0056] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as that generally understood by those skilled in the art to which the present application belongs. It should also be understood that terms such as those defined in general dictionaries should be understood as having meanings consistent with those in the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as in the embodiments of the present application.

[0057] The embodiment provides a dual-axle motor torque distribution control method, which is applied to a front-rear axle motor driven electric vehicle.

[0058] The flow chart of the dual-axle motor torque distribution control method provided by the embodiment is shown in Figure 1 The flow chart of the dual-axle motor torque distribution control method provided by the embodiment is shown in

[0059] S10, according to the maximum available torque of the front axle and rear axle motor and the driver's intended target torque of the front axle and rear axle motor, the steady state compensation torque of the front axle and rear axle motor is determined.

[0060] Specifically, step S10 includes steps S101-S103.

[0061] S101, according to the maximum available torque of the front axle and rear axle motor and the driver's intended target torque of the front axle and rear axle motor, the difference between the maximum available torque of the front axle and rear axle motor and the driver's intended target torque of the front axle and rear axle motor is determined:

[0062]

[0063] Wherein, ΔT fmaxΔT is a difference between the maximum available torque of the front axle motor and a driver-intended target torque of the front axle motor rmax ΔT is a difference between the maximum available torque of the rear axle motor and a driver-intended target torque of the rear axle motor fmax T is the maximum available torque of the front axle motor rmax T is the maximum available torque of the rear axle motor f T is the driver-intended target torque of the front axle motor r T is the driver-intended target torque of the rear axle motor.

[0064] It can be understood that ΔT fmax is greater than or equal to 0, the driver-intended target torque of the front axle motor does not exceed the maximum available torque of the front axle motor, ΔT fmax is less than 0, the driver-intended target torque of the front axle motor exceeds the maximum available torque of the front axle motor.

[0065] Similarly, ΔT rmax is greater than or equal to 0, the driver-intended target torque of the rear axle motor does not exceed the maximum available torque of the rear axle motor, ΔT rmax is less than 0, the driver-intended target torque of the rear axle motor exceeds the maximum available torque of the rear axle motor.

[0066] S102, according to the maximum available torque of the front axle motor and the rear axle motor, the driver-intended target torque of the front axle motor and the rear axle motor, and the difference therebetween, determining the steady-state target torque of the front axle motor and the rear axle motor:

[0067]

[0068] T1 is the steady-state target torque of the front axle motor, and T2 is the steady-state target torque of the rear axle motor. f T1 is the steady-state target torque of the front axle motor, and T2 is the steady-state target torque of the rear axle motor. r T1 is the steady-state target torque of the front axle motor, and T2 is the steady-state target torque of the rear axle motor.

[0069] Step S102 is to improve the power performance of the vehicle and protect the front axle motor and the rear axle motor, based on the difference between the maximum available torque of the front axle motor and the rear axle motor and the driver-intended target torque, the torque of the front axle motor and the rear axle motor is cross-complemented, and the steady-state target torque of the front axle motor and the rear axle motor is determined.

[0070] In the calculation formula of the steady-state target torque T1 f of the front axle motor, the term min(T f , T fmax ) represents that the steady-state target torque of the front axle motor cannot exceed the maximum available torque of the front axle motor, the term -min(ΔT rmax , 0) represents the compensation torque of the front axle motor required by the rear axle motor, and the term max(ΔT fmax , 0) represents the compensation torque ability of the front axle motor itself.

[0071] In the calculation formula of the rear axle motor steady-state target torque T1 r , the min(T r , T rmax ) term represents that the rear axle motor steady-state target torque cannot exceed the maximum available torque of the rear axle motor, the -min(ΔT fmax , 0) term represents the compensation torque required by the front axle motor from the rear axle motor, and the max(ΔT rmax , 0) term represents the compensation torque capability of the rear axle motor itself.

[0072] In one embodiment, based on the maximum available torque of the front axle and rear axle motors and the driver's intended target torque of the front axle and rear axle motors, the expression of the front axle and rear axle motor steady-state target torque is:

[0073]

[0074]

[0075] As can be seen from the expression of the front axle and rear axle motor steady-state target torque, the front axle and rear axle motor steady-state target torque is within the range of the maximum available torque of the front axle and rear axle motors, and the driver's intended target torque is achieved to the greatest extent through cross compensation between the front axle and rear axle motors.

[0076] S103, determining the front axle and rear axle motor steady-state compensation torque according to the front axle and rear axle motor steady-state target torque:

[0077]

[0078] Where ΔT f is the front axle motor steady-state compensation torque, Tout(K-1) f is the (K-1)th sampled front axle motor instantaneous torque, ΔT r is the rear axle motor steady-state compensation torque, and Tout(K-1) r is the (K-1)th sampled rear axle motor instantaneous torque.

[0079] It can be understood that the (K-1)th sampled front axle motor instantaneous torque refers to the previous sampled front axle motor instantaneous torque, and the (K-1)th sampled rear axle motor instantaneous torque refers to the previous sampled rear axle motor instantaneous torque.

[0080] When distributing the output torque of the front axle and rear axle motors, the torque variable capability of the front axle and rear axle motors should also be considered, torque mutation can cause damage to the motor, in addition, the vehicle comfort needs to be considered to reduce the automobile shaking caused by torque mutation.

[0081] S20, determining ideal variable torques of the front axle and the rear axle according to the front axle and the rear axle motor torque variable ability and the vehicle impact degree.

[0082] Specifically, the step S20 comprises steps S201-S202.

[0083] S201, determining initial variable torques of the front axle and the rear axle according to the vehicle impact degree;

[0084] Specifically, the total variable torque of the vehicle is determined according to the vehicle impact degree:

[0085]

[0086] Wherein, ΔT is the total variable torque of the vehicle, j is the vehicle impact degree, m is the vehicle empty mass, Δt is the sampling period, r is the wheel radius, and i is the reduction ratio.

[0087] The vehicle impact degree j satisfies:

[0088] j≤10m / s 3 ;

[0089] As preferred, the value of j is 10m / s 3 . At this time, the total variable torque of the vehicle ΔT:

[0090]

[0091] Further, the initial variable torques of the front axle and the rear axle are determined according to the total variable torque of the vehicle:

[0092]

[0093] Wherein, ΔT1 f is the initial variable torque of the front axle motor, ΔT1 r is the initial variable torque of the rear axle motor, and k is the distribution coefficient of the total variable torque of the vehicle.

[0094] Further, the distribution coefficient of the total variable torque of the vehicle:

[0095] k∈[0, 1].

[0096] S202, determining ideal variable torques of the front axle and the rear axle according to the front axle and the rear axle motor torque variable ability and the initial variable torques of the front axle and the rear axle.

[0097] In order to improve the working life of the motor and avoid damage to the motor, the initial variable torques of the front axle and the rear axle are twice distributed according to the front axle and the rear axle motor torque variable ability.

[0098] In the embodiment, the front axle and rear axle bridge motor torque variable capability refers to the maximum variable torque of the front axle and rear axle bridge motor in a sampling period.

[0099] Specifically, according to the front axle and rear axle bridge motor torque variable capability and the initial variable torque of the front axle and rear axle bridge motor, the second variable torque of the front axle and rear axle bridge motor is determined:

[0100]

[0101] wherein, ΔT2 f is the second variable torque of the front axle bridge motor, ΔT fone is the maximum variable torque of the front axle bridge motor in a sampling period, ΔT rone is the maximum variable torque of the rear axle bridge motor in a sampling period.

[0102] It can be understood that the front axle and rear axle bridge motor torque variable capability is determined by the service life characteristics, if the front axle bridge motor and the rear axle bridge motor are of the same type, the maximum variable torque of the front axle bridge motor and the rear axle bridge motor in a sampling period is the same, if the front axle bridge motor and the rear axle bridge motor are of different types, the maximum variable torque of the front axle bridge motor and the rear axle bridge motor in a sampling period is different.

[0103] As a feasible implementation, the maximum variable torque of each axle bridge motor in a unit time is determined by a bench test, and the maximum variable torque of each axle bridge motor in a sampling period is calculated according to the sampling period. For example, if the maximum variable torque of the front axle bridge motor in a unit time t1 is ΔT foneraw , then the maximum variable torque of the front axle bridge motor in a sampling period Δt is:

[0104]

[0105] Further, in order to improve the acceleration performance of the vehicle and maximize the utilization of the front axle and rear axle bridge motor torque variable capability, the second variable torque of the front axle and rear axle bridge motor is distributed three times according to the cross complement.

[0106] Specifically, according to the second variable torque of the front axle and rear axle bridge motor, the ideal variable torque of the front axle and rear axle bridge motor is determined:

[0107]

[0108] wherein, ΔT3 f is the ideal variable torque of the front axle bridge motor, ΔT3 r is the ideal variable torque of the rear axle bridge motor.

[0109] In the calculation formula of the ideal variable torque of the front axle bridge motor, ΔT1 r - ΔT2 rThe term is the difference between the initial variable torque of the rear axle motor and the second variable torque of the rear axle motor, representing the value of the variable torque of the rear axle motor that needs to be compensated, ΔT fone -ΔT2 f The term represents the compensable torque of the front axle motor based on the variable torque capability thereof.

[0110] In the calculation formula of the ideal variable torque of the rear axle motor, ΔT1 f -ΔT2 f The term is the difference between the initial variable torque of the front axle motor and the second variable torque of the front axle motor, representing the value of the variable torque of the front axle motor that needs to be compensated, ΔT rone -ΔT2 r The term represents the compensable torque of the rear axle motor based on the variable torque capability thereof.

[0111] In one embodiment, the expressions of the ideal variable torques of the front axle motor and the rear axle motor are as follows:

[0112]

[0113]

[0114] As can be seen from the above expressions, the ideal variable torques of the front axle motor and the rear axle motor are obtained by cross compensation between the front axle motor and the rear axle motor, and the variable torque capability of the front axle motor and the rear axle motor is maximized to improve the power performance of the vehicle.

[0115] Further, the ideal variable torque of the front axle motor ΔT3 f and the ideal variable torque of the rear axle motor ΔT3 r can satisfy the total variable torque of the vehicle and the variable torque capability of the front axle motor and the rear axle motor, and the ideal variable torques of the front axle motor and the rear axle motor are determined according to the cross compensation of the variable torque capability of the front axle motor and the rear axle motor.

[0116] S30, determining the execution target torques of the front axle motor and the rear axle motor according to the steady-state compensation torques of the front axle motor and the rear axle motor and the ideal variable torques of the front axle motor and the rear axle motor.

[0117] Specifically, step S30 includes steps S301-S302.

[0118] S301, determining the target torque change amounts of the front axle motor and the rear axle motor according to the steady-state compensation torques of the front axle motor and the rear axle motor and the ideal variable torques of the front axle motor and the rear axle motor:

[0119]

[0120]

[0121] In this embodiment, there are multiple cases of front axle bridge motor steady state compensation torque. For example, if the front axle bridge motor steady state target torque is consistent with the front axle bridge motor instantaneous torque at the last sampling time and the rear axle bridge motor steady state target torque is significantly different from the front axle bridge motor instantaneous torque at the last sampling time, i.e. the front axle bridge motor steady state compensation torque is close to 0, while the rear axle bridge motor steady state compensation torque is large, torque control needs to be performed on the rear axle bridge motor.

[0122] In one embodiment, when the absolute value of the front axle bridge motor steady state compensation torque AT1 is greater than or equal to the ideal variable torque AT3 of the front axle bridge motor, and the absolute value of the rear axle bridge motor steady state compensation torque AT2 is greater than or equal to the ideal variable torque AT3 of the rear axle bridge motor, the ideal variable torques of the front axle and the rear axle are taken as the front axle and rear axle bridge motor target torque change amounts, considering the vehicle impact degree and the torque variable ability of the front axle and the rear axle bridge motor: f f r r

[0123]

[0124] In one embodiment, when the absolute value of the front axle bridge motor steady state compensation torque AT1 is greater than or equal to the ideal variable torque AT3 of the front axle bridge motor, and the absolute value of the rear axle bridge motor steady state compensation torque AT2 is less than the ideal variable torque AT3 of the rear axle bridge motor, the front axle and rear axle bridge motor target torque change amounts are: f f r r

[0125]

[0126] In one embodiment, when the absolute value of the front axle bridge motor steady state compensation torque AT1 is less than the ideal variable torque AT3 of the front axle bridge motor, and the absolute value of the rear axle bridge motor steady state compensation torque AT2 is greater than or equal to the ideal variable torque AT3 of the rear axle bridge motor, the front axle and rear axle bridge motor target torque change amounts are: f f r r

[0127]

[0128] In one embodiment, when the absolute value of the front axle bridge motor steady state compensation torque AT1 is less than the ideal variable torque AT3 of the front axle bridge motor, and the absolute value of the rear axle bridge motor steady state compensation torque AT2 is greater than or equal to the ideal variable torque AT3 of the rear axle bridge motor, the front axle and rear axle bridge motor target torque change amounts are: f f r r ​​​​​​​​​​​​​​​At this time, the steady-state compensation torque of the front and rear axle motors does not exceed the output capacity of the front and rear axle motors and the impact degree of the whole vehicle does not exceed the allowable range. Therefore, the steady-state compensation torque of the front and rear axle motors is used as the target torque change of the front and rear axle motors:

[0129]

[0130] S302: Determine the target torques of the front and rear axle motors according to the target torque changes of the front and rear axle motors:

[0131]

[0132] Among them, Tt f Target torque for the front axle motor, Tt r Execute the target torque for the rear axle motor, S{T1 f -Tout(k-1) f} is T1 f -Tout(k-1) f The sign bit, S{T1 r -Tout(k-1) r} is T1 r -Tout(k-1) r The sign bit, ΔT4 f is the target torque change of the front axle motor, ΔT4 r is the target torque change of the rear axle motor.

[0133] Furthermore, T1 f -Tout(k-1) f The sign bit S{T1 f -Tout(k-1) f}:

[0134]

[0135] Similarly, T1 r -Tout(k-1) r The sign bit S{T1 r -Tout(k-1) r}:

[0136]

[0137] The torque outputs of the front and rear axle motors are updated according to the calculated target torques of the front and rear axle motors. The instantaneous torques of the front and rear axles obtained in each sampling period are equal to the target torques of the front and rear axle motors calculated in the previous sampling period:

[0138]

[0139] In particular:

[0140]

[0141] In an electric vehicle with front and rear axle motor drive, when the transient torque of the front and rear axle motors is greatly different from the steady-state target torque thereof, if the output torque of the front and rear axle motors is directly controlled according to the steady-state target torque of the front and rear axle motors, the torque mutation of the front and rear axle motors may exceed the variable torque capacity of the front and rear axle motors, resulting in insufficient motor protection and low service life.

[0142] Further, the above steps are repeatedly executed, and finally the front axle motor execution target torque is equal to the front axle motor steady-state target torque, and the rear axle motor execution target torque is equal to the rear axle motor steady-state target torque.

[0143] In the double-axle motor torque distribution control method in this embodiment, the front and rear axle motor steady-state target torques are determined according to the maximum available torque of the front and rear axle motors and the driver's intention target torque of the front and rear axle motors, the front and rear axle motor steady-state compensation torques are determined according to the front and rear axle motor steady-state target torques, the front and rear axle motor ideal variable torques are determined according to the vehicle impact degree and the variable capacity of the front and rear axle motors, and the front and rear axle motor execution target torques are determined according to the front and rear axle motor steady-state compensation torques and the front and rear axle motor ideal variable torques. The output torque of the front and rear axle motors is compensated based on the vehicle impact degree and the variable capacity of the front and rear axle motors in a sampling period. After a plurality of task cycles of iterative cycles, the front axle motor transient torque is equal to the front axle motor steady-state target torque, and the rear axle motor transient torque is equal to the rear axle motor steady-state target torque.

[0144] The double-axle motor torque distribution control method in this embodiment maximizes the torque output capacity of the double-axle motor through the cross complement of the front and rear axle motors, increases the total torque output of the vehicle, improves the maximum speed of the vehicle, and enhances the power of the vehicle. At the same time, the cross complement of the front and rear axle motors protects the front and rear axle motors and avoids the situation that one axle motor cannot fully exert its torque output capacity due to the limitation of the other axle motor, thereby reducing the vehicle torque.

[0145] The double-axle motor torque distribution control method in this embodiment distributes the torque variation of the front and rear axle motors based on the variable torque capacity limitation of the front and rear axle motors and the vehicle impact degree, improves the driving comfort and the service life of the motor, shortens the acceleration time of the vehicle, and enhances the power of the vehicle again.

[0146] The embodiment also provides a double-axle motor torque distribution control device.

[0147] The schematic diagram of the double-bridge motor torque distribution control device provided by the embodiment is shown in the figure, which comprises a first module 21, a second module 22 and a third module 23. Figure 2 The first module 21 is used to determine the steady-state compensation torque of the front axle and rear axle bridge motors according to the maximum available torque of the front axle and rear axle bridge motors and the driver's intended target torque of the front axle and rear axle bridge motors.

[0148] The second module 22 is used to determine the ideal variable torque of the front axle and rear axle bridge motors according to the torque variable ability of the front axle and rear axle bridge motors and the vehicle impact degree.

[0149] The third module 23 is used to determine the execution target torque of the front axle and rear axle bridge motors according to the steady-state compensation torque of the front axle and rear axle bridge motors and the ideal variable torque of the front axle and rear axle bridge motors.

[0150] The embodiment also provides an electronic device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the above-mentioned double-bridge motor torque distribution control method when executing the computer program.

[0151] The embodiment also provides a computer readable storage medium, characterized in that the computer readable storage medium stores a computer program, and the steps of the above-mentioned double-bridge motor torque distribution control method are implemented when the computer program is executed by a processor.

[0152] The embodiment also provides a computer readable storage medium, characterized in that the computer readable storage medium stores a computer program, and the steps of the above-mentioned double-bridge motor torque distribution control method are implemented when the computer program is executed by a processor.

[0153] It should be understood that although each step in the flowchart of the accompanying drawings is shown in sequence according to the direction of the arrow, these steps are not necessarily executed in sequence according to the direction of the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and they can be executed in other sequences. Moreover, at least part of the steps in the flowchart of the accompanying drawings can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence is not necessarily sequential, but can be executed alternately or alternately with at least part of other steps or sub-steps or stages of other steps.

[0154] The above only describes some embodiments of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which should also be considered as the protection scope of the present application.

Claims

1. A dual-bridge motor torque distribution control method, characterized in that: The following steps are involved: Determine the steady-state compensation torque of the front axle and rear axle motors according to the maximum available torque of the front axle and rear axle motors and the driver's intended target torque of the front axle and rear axle motors; Determine the ideal variable torque of the front and rear axle motors based on their variable torque capabilities and the impact of the vehicle; Determining the target torques of the front and rear axle motors according to the steady-state compensation torques of the front and rear axle motors and the ideal variable torques of the front and rear axle motors; The step of determining the steady-state compensation torque of the front axle motor and the rear axle motor according to the maximum available torque of the front axle motor and the rear axle motor and the driver's intended target torque of the front axle motor and the rear axle motor comprises: Determining the difference between the maximum available torque of the front axle motor and the rear axle motor and the driver's intended target torque of the front axle motor and the rear axle motor according to the maximum available torque of the front axle motor and the rear axle motor and the driver's intended target torque of the front axle motor and the rear axle motor; Determining steady-state target torques of the front and rear axle motors according to the maximum available torques of the front and rear axle motors, the driver's intended target torques of the front and rear axle motors, and the difference; According to the steady-state target torque of the front axle and rear axle motors, the steady-state compensation torques of the front axle and rear axle motors are determined: Where, ΔT f is the steady-state compensation torque of the front axle motor, T1 f is the steady-state target torque of the front axle motor, Tout(K-1) f is the instantaneous torque of the front axle motor sampled at the (K-1)th time, ΔT r is the steady-state compensation torque of the rear axle motor, T1 r is the steady-state target torque of the rear axle motor, Tout(K-1) r is the instantaneous torque of the rear axle motor sampled at the (K-1)th time; The calculation formula for determining the steady-state target torque of the front and rear axle motors is: Among them, T f is the driver's intended target torque for the front axle motor, T r is the driver's intended target torque for the rear axle motor, T fmax is the maximum available torque of the front axle motor, T rmax is the maximum available torque of the rear axle motor, ΔT fmax ΔT is the difference between the maximum available torque of the front axle motor and the driver's intended target torque of the front axle motor. rmax The difference between the maximum available torque of the rear axle motor and the driver's intended target torque of the rear axle motor; The steps for determining the ideal variable torque of the front and rear axle motors according to the impact degree of the vehicle and the variable torque capability of the front and rear axle motors include: Determine the initial variable torque of the front and rear axle motors according to the impact of the vehicle; The ideal variable torques of the front axle and rear axle motors are determined according to the variable torque capabilities of the front axle and rear axle motors and the initial variable torques of the front axle and rear axle motors.

2. The dual-bridge motor torque distribution control method according to claim 1, characterized in that: The step of determining the initial variable torque of the front axle and rear axle motors according to the impact degree of the vehicle includes: According to the impact degree of the vehicle, determine the total variable torque of the vehicle: According to the total variable torque of the vehicle, the initial variable torques of the front and rear axle motors are determined: Among them, ΔT is the total variable torque of the vehicle, j is the impact degree of the vehicle, m is the unloaded mass of the vehicle, Δt is the sampling period, r is the wheel radius, i is the reduction ratio, ΔT1 f is the initial variable torque of the front axle motor, ΔT1 r is the initial variable torque of the rear axle motor, and k is the distribution coefficient of the total variable torque of the vehicle.

3. The dual-bridge motor torque distribution control method according to claim 2, characterized in that: The step of determining the ideal variable torque of the front axle motor and the rear axle motor according to the variable torque capability of the front axle motor and the rear axle motor and the initial variable torque of the front axle motor and the rear axle motor comprises: Determine the second variable torque of the front axle and rear axle motors according to the variable torque capability of the front axle and rear axle motors and the initial variable torque of the front axle and rear axle motors: According to the second variable torque of the front axle and rear axle motors, the ideal variable torque of the front axle and rear axle motors is determined: Among them, ΔT2 f is the second variable torque of the front axle motor, ΔT fone is the maximum torque variation of the front axle motor during the sampling period, ΔT rone is the maximum torque change of the rear axle motor during the sampling period, ΔT3 f is the ideal variable torque of the front axle motor, ΔT3 r Ideal variable torque for the rear axle motor.

4. The dual-bridge motor torque distribution control method according to claim 3, characterized in that: The step of determining the target torques of the front and rear axle motors according to the steady-state compensation torques of the front and rear axle motors and the ideal variable torques of the front and rear axle motors comprises: Determining target torque changes of the front axle and rear axle motors according to the steady-state compensation torques of the front axle and rear axle motors and the ideal variable torques of the front axle and rear axle motors; According to the target torque changes of the front and rear axle motors, the target torques of the front and rear axle motors are determined: Among them, Tt f Target torque for the front axle motor, Tt r Execute the target torque for the rear axle motor, S{T1 f -Tout(k-1) f } is T1 f -Tout(k-1) f The sign bit, S{T1 r -Tout(k-1) r } is T1 r -Tout(k-1) r The sign bit, ΔT4 f is the target torque change of the front axle motor, ΔT4 r is the target torque change of the rear axle motor.

5. A dual-bridge motor torque distribution control device, implementing the dual-bridge motor torque distribution control method according to any one of claims 1 to 4, characterized in that: include: The first module is used to determine the steady-state compensation torque of the front axle motor and the rear axle motor according to the maximum available torque of the front axle motor and the rear axle motor and the driver's intended target torque of the front axle motor and the rear axle motor; The second module is used to determine the ideal variable torque of the front and rear axle motors according to the variable torque capabilities of the front and rear axle motors and the impact degree of the vehicle; as well as The third module is used to determine the target torque of the front axle and rear axle motors according to the steady-state compensation torque of the front axle and rear axle motors and the ideal variable torque of the front axle and rear axle motors.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the dual-bridge motor torque distribution control method according to any one of claims 1 to 4 is implemented.

7. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the dual-bridge motor torque distribution control method according to any one of claims 1 to 4 are implemented.

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