Torque control methods, devices, storage media and program products

Abstract

This application relates to a torque control method, apparatus, storage medium, and program product, and pertains to the field of electric vehicle technology. The method is applied to a dual-motor vehicle comprising a main motor and an auxiliary motor; it includes: acquiring vehicle status information; the vehicle status information includes at least an accelerator pedal signal and a brake pedal signal; controlling the dual-motor vehicle to enter a specified operating mode based on the accelerator pedal signal and the brake pedal signal; the specified operating mode includes a drive mode and a braking mode; when the dual-motor vehicle is in drive mode, determining the torque of the main motor and the torque of the auxiliary motor based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor; when the dual-motor vehicle is in braking mode, determining the torque of the main motor and the torque of the auxiliary motor based on the required torque and the maximum braking torque of the main motor. This application can improve the overall performance of dual-motor vehicles.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a torque control method, device, storage medium, and program product. Background Technology

[0002] In the field of electric vehicle technology, the front and rear dual-motor four-wheel drive configuration enables independent control of the torque of the front and rear wheels.

[0003] In related technologies, a fixed ratio distribution of torque between the front and rear axle motors can be used as a control strategy for electric vehicles. Specifically, this involves distributing driving force between the front and rear axles of the vehicle according to a preset ratio.

[0004] However, the above solutions are not conducive to improving power performance, nor can they well meet the driver's control needs, and they have limited help in increasing the vehicle's driving range. Summary of the Invention

[0005] This application provides a torque control method, apparatus, storage medium, and program product, the technical solution of which is as follows:

[0006] On the one hand, a torque control method is provided, the method comprising:

[0007] Obtain vehicle status information; the vehicle status information includes at least an accelerator pedal signal and a brake pedal signal; the accelerator pedal signal is used to indicate the accelerator pedal opening degree, and the brake pedal signal is used to indicate the brake pedal opening degree.

[0008] Based on the accelerator pedal signal and the brake pedal signal, the dual-motor vehicle is controlled to enter a specified operating mode; the specified operating mode includes a driving mode and a braking mode.

[0009] When the dual-motor vehicle is in the drive mode, the torque of the main motor and the torque of the auxiliary motor are determined based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor; the torque fluctuation is used to indicate the amount of torque change of the main motor or the auxiliary motor.

[0010] When the dual-motor vehicle is in the braking mode, the torque of the main motor and the torque of the auxiliary motor are determined based on the required torque and the maximum braking torque of the main motor; the required torque is the torque obtained based on the accelerator pedal signal and the brake pedal signal.

[0011] On the other hand, a torque control device is provided, the device comprising:

[0012] The acquisition module is used to acquire vehicle status information; the vehicle status information includes at least an accelerator pedal signal and a brake pedal signal; the accelerator pedal signal is used to indicate the accelerator pedal opening degree, and the brake pedal signal is used to indicate the brake pedal opening degree.

[0013] The control module is used to control the dual-motor vehicle to enter a specified operating mode based on the accelerator pedal signal and the brake pedal signal; the specified operating mode includes a drive mode and a braking mode.

[0014] The first determining module is configured to, when the dual-motor vehicle is in the driving mode, determine the torque of the main motor and the torque of the auxiliary motor based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor; the torque fluctuation is used to indicate the amount of torque change of the main motor or the auxiliary motor.

[0015] The second determining module is used to determine the torque of the main motor and the torque of the auxiliary motor based on the required torque and the maximum braking torque of the main motor when the dual-motor vehicle is in the braking mode; the required torque is the torque obtained based on the accelerator pedal signal and the brake pedal signal.

[0016] In one possible implementation, the first determining module is configured to, when the dual-motor vehicle is in the driving mode, obtain a multi-objective optimization function and constraints based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor.

[0017] The first determining module is used to determine the torque of the main motor and the torque of the auxiliary motor based on the multi-objective optimization function and the constraints.

[0018] The multi-objective optimization function is as follows:

[0019]

[0020] f T (ΔT1,ΔT2)=θ1(ΔT1) 2 +θ2(ΔT2) 2 ;

[0021] The constraints are as follows:

[0022]

[0023] Where J is the objective function, k is the current time, k+1 represents the next time, and t represents the time index. and Let represent the torques of the main motor and the auxiliary motor at time k, respectively. and Let k represent the speeds of the main motor and the auxiliary motor at time k, respectively. This represents the main motor's operating efficiency function. This represents the auxiliary motor operating efficiency function. The main motor at speed To achieve maximum work efficiency. For auxiliary motor at speed The highest efficiency of the work, f T (ΔT1, ΔT2) represents the penalty function for torque fluctuation, where ΔT1 is the torque change of the main motor and ΔT2 is the torque change of the auxiliary motor. α, β, and δ are the weights of each function, and θ1 and θ2 are the weighting factors for the torque changes of the main and auxiliary motors, respectively. k Let ω be the state of charge of the battery at time k. 1,min and ω 1,max These are the minimum and maximum speeds of the main motor, T. 1,min and T 1,max These are the minimum and maximum values ​​of the main motor torque, ω. 2,min and ω 2,max T represents the minimum and maximum speeds of the auxiliary motor, respectively. 2,min and T 2,max These are the minimum and maximum values ​​of the auxiliary motor torque, respectively. min and soc max These represent the minimum and maximum values ​​of the battery's state of charge, respectively.

[0024] In one possible implementation, the device further includes: a correction module, configured to correct the torque of the main motor and the torque of the auxiliary motor when the dual-motor vehicle is in the driving mode and the wheel slip ratio meets a specified condition; the wheel slip ratio is used to indicate the wheel slip condition.

[0025] In one possible implementation, the vehicle status information further includes a real-time vehicle speed signal and wheel rotation speed signals; the real-time vehicle speed signal is used to indicate the speed information of the dual-motor vehicle, and the wheel rotation speed signals are used to indicate the rotation speed of each wheel of the dual-motor vehicle; the wheel rotation speed signals include at least the linear velocity and angular velocity of the wheel.

[0026] The device further includes a calculation module for obtaining the wheel slip ratio based on the real-time vehicle speed signal and the wheel rotation speed signal.

[0027] In one possible implementation, the correction module is configured to obtain the wheel slip ratio of the front wheel and the wheel slip ratio of the rear wheel when the dual-motor vehicle is in the driving mode.

[0028] The correction module is used to control the torque of the main motor to zero when the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is not greater than a second specified threshold.

[0029] The correction module is used to control the torque of the auxiliary motor to zero when the wheel slip ratio of the rear wheel is greater than the second specified threshold and the wheel slip ratio of the front wheel is not greater than the first specified threshold.

[0030] The correction module is used to control the torque of the main motor and the auxiliary motor to zero when the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is greater than a second specified threshold.

[0031] In one possible implementation, the main motor is rigidly connected to the front axle differential, and the auxiliary motor is rigidly connected to the rear axle differential via a one-way clutch.

[0032] In another aspect, a computer device is provided, the computer device comprising a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the torque control method as described above.

[0033] In another aspect, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the torque control method described above.

[0034] In another aspect, a computer program product is provided, comprising a computer program stored in a computer-readable storage medium. A processor of a computer device reads the computer program from the computer-readable storage medium and executes the computer program, causing the computer device to perform the torque control method provided in the various optional implementations described above.

[0035] The technical solution provided in this application may include the following beneficial effects:

[0036] During the dual-motor torque distribution process, the dual-motor vehicle can be controlled to enter either drive or braking mode based on the accelerator pedal and brake pedal signals. In drive mode, this solution considers not only the motor operating efficiency but also the impact of significant torque changes on the vehicle, optimizing the decision on the main motor torque and auxiliary motor torque. In braking mode, this solution considers not only the driver's required torque but also the maximum braking torque of the main motor, optimizing the decision on the main motor torque and auxiliary motor torque. This ensures the stability and safety of the vehicle and improves the overall performance of the dual-motor vehicle.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0038] 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.

[0039] Figure 1 This is a schematic diagram of the implementation environment of a torque control method according to an exemplary embodiment of this application;

[0040] Figure 2 This is a flowchart of a torque control method provided in an exemplary embodiment of this application;

[0041] Figure 3 This is a work efficiency MAP curve provided in an exemplary embodiment of this application;

[0042] Figure 4 This is a simplified structural diagram of the power transmission system of a dual-motor driven vehicle provided in an exemplary embodiment of this application;

[0043] Figure 5 This is a flowchart of a torque distribution method for a dual-motor driven vehicle provided in an exemplary embodiment of this application;

[0044] Figure 6 This is a block diagram of a torque control device provided in an exemplary embodiment of this application;

[0045] Figure 7 This is a schematic diagram of the structure of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0047] 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.

[0048] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0049] It should be understood that although the terms first, second, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, a first parameter may also be referred to as a second parameter without departing from the scope of this disclosure, and similarly, a second parameter may also be referred to as a first parameter. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0050] To facilitate understanding, some concepts involved in this application are explained below.

[0051] 1) Dual-motor all-wheel drive configuration: This is a common drive system layout in electric vehicles and some hybrid vehicles. It achieves all-wheel drive by installing an electric motor on each of the front and rear axles. This configuration has the following advantages:

[0052] Instant torque distribution: Each motor independently drives its corresponding axle, allowing the system to precisely and quickly control the torque distribution between the front and rear wheels. This provides better traction and stability when the vehicle accelerates, turns, or encounters complex road conditions.

[0053] No traditional driveshaft required: Compared with traditional internal combustion engine four-wheel drive systems, dual-motor four-wheel drive systems do not require complex driveshafts and differential structures, reducing mechanical transmission losses and improving efficiency.

[0054] Improved energy efficiency and power performance: The dual-motor system can work individually or in concert as needed to optimize energy use while providing stronger acceleration and higher power output;

[0055] Flexible drive modes: The system can flexibly switch between front-wheel drive, rear-wheel drive or four-wheel drive modes to adapt to different driving conditions, such as providing four-wheel drive on slippery roads to increase stability, or using rear-wheel drive mode to improve efficiency on good road conditions.

[0056] Simplified mechanical structure: Reducing the number of mechanical parts not only lightens the vehicle's weight but also simplifies maintenance and lowers the failure rate;

[0057] Intelligent control: Combined with advanced vehicle control systems such as traction control and stability programs, dual-motor four-wheel drive can more intelligently adapt to driver intentions and road conditions, improving the driving experience and safety.

[0058] 2) Torque: This refers to the moment when an object rotates. If the center of the shaft is considered as the fulcrum, the product of the force acting on the circumference of the rotating object and the lever arm is called torque. The lever arm is the distance perpendicular to the direction of the force from the center of the shaft. Motor torque, i.e., the output torque of an electric motor, is a fundamental parameter for measuring the rotational capacity of an electric motor, representing the magnitude of the rotational force output by the motor shaft.

[0059] 3) Main motor torque: The main motor is the primary driving force source in the vehicle control system, responsible for providing most of the necessary power to propel equipment or the vehicle forward. Its torque design is typically tailored to the system's basic operating requirements, such as sufficient traction, acceleration performance, maintaining a constant speed, or meeting specific workloads. Main motor torque is usually high to ensure stable power output under various operating conditions. For example, in electric vehicles, the main motor torque design must meet high-performance requirements such as hill climbing and rapid acceleration.

[0060] 4) Auxiliary motor torque: The auxiliary motor primarily performs auxiliary functions, such as providing additional power support, energy recovery, performing specific operational tasks, or intervening when the main motor is insufficient to handle certain operating conditions. The torque of the auxiliary motor typically does not need to be as high as that of the main motor, but it needs to be flexible and responsive. In hybrid vehicles, the auxiliary motor may be used for low-speed driving, start-up assistance, brake energy recovery, or providing auxiliary propulsion in certain operating modes. The design of the auxiliary motor focuses more on efficiency, rapid response, and adaptability to specific operating conditions.

[0061] 5) Electronic Control Unit (ECU): This refers to the control module of a vehicle's internal systems, its main component being the Central Processing Unit (CPU). Illustratively, the ECU can be used for engine control, such as ignition, throttle adjustment, starter motor adjustment, starter clutch adjustment, and fuel injection adjustment; it can also be used for continuously variable transmission (CVT) control, automatic transmission control, drive force and anti-slip control, body control, and airbag self-diagnosis and deployment control.

[0062] 6) Non-dominated Sorting Genetic Algorithm II (NSGA-II) with Elite Strategy: This is an advanced and efficient solution for the torque distribution problem in dual-motor driven vehicles. NSGA-II is a multi-objective optimization genetic algorithm, particularly suitable for problems that require simultaneous optimization of multiple conflicting objectives, such as improving vehicle dynamic performance while reducing energy consumption or optimizing traction distribution.

[0063] The following is an overview of some key advantages and working principles of the NSGA-II algorithm when applied to torque distribution in dual-motor driven vehicles:

[0064] Multi-objective optimization: Torque distribution in dual-motor driven vehicles typically involves multiple objective functions, such as improving acceleration performance, optimizing energy efficiency, and enhancing vehicle stability and handling. NSGA-II can handle the trade-offs between these objectives and find the Pareto front solution set, which is the set of solutions that cannot improve one objective without sacrificing another.

[0065] Fast Non-Dominated Sort: NSGA-II continuously evolves the population through a fast non-dominated sorting process to ensure that each generation produces higher quality solutions. This process can effectively distinguish non-dominated solutions of different levels and maintain the diversity of solutions through crowding distance to avoid premature convergence.

[0066] Elite retention strategy: This algorithm retains some of the best individuals (elites) from the previous generation during the selection process to ensure the stability and search performance of the algorithm. Even if no better solution is found in some iterations, the algorithm can ensure that the good solutions that have been found will not be lost.

[0067] Avoiding local optima: Introducing new individuals through genetic operations (such as crossover and mutation) increases the scope of the search space, which helps to escape local optima and find global or near-optimal solutions.

[0068] Fitness evaluation: In the scenario of dual-motor driven vehicles, the fitness evaluation function is designed based on factors such as vehicle dynamics model and energy consumption model to quantify the performance of different torque distribution strategies, which serves as the basis for genetic algorithm selection and mutation.

[0069] The currently widely adopted centralized electric drive layout follows the traditional vehicle chassis structure, having minimal impact on other components. However, the single-motor configuration limits the improvement of vehicle power and fuel economy. Therefore, an increasing number of models on the market are adopting a dual-motor four-wheel drive configuration, further enhancing vehicle performance. Research on the torque distribution method between the front and rear axle motors has become particularly important, as it is closely related to vehicle performance.

[0070] In related technologies, a fixed ratio of torque distribution between the front and rear axle motors has become a common control strategy for four-wheel-drive pure electric vehicles. Clearly, this fixed ratio method ignores the constraints of motor output, is not conducive to improving power performance, and cannot adequately meet the driver's control needs, offering limited help in increasing vehicle mileage. To address the torque distribution problem in front and rear dual-motor four-wheel-drive configurations, the solution shown in the following embodiments of this application can be adopted to improve the overall performance of dual-motor vehicles.

[0071] Please refer to Figure 1 This diagram illustrates an implementation environment for a torque control method provided in an exemplary embodiment of this application. Figure 1 As shown, the implementation environment may include: terminal device 110 and server 120.

[0072] Terminal device 110 may include in-vehicle terminal devices and mobile terminal devices. In-vehicle terminal devices may include, but are not limited to, one or more of the following device types: in-vehicle telematics box (TBOX), vehicle dispatch and monitoring terminal (TCU), in-vehicle navigation system, in-vehicle video surveillance system, dashcam, and smart center console / vehicle infotainment system. Specifically, the in-vehicle TBOX provides remote communication capabilities, supporting functions such as remote vehicle control, data upload to the cloud, remote diagnostics, and over-the-air (OTA) software upgrades; the TCU is used for vehicle monitoring and dispatch management, integrating functions such as satellite positioning, data communication, and vehicle status monitoring; the in-vehicle navigation system provides map navigation services and can plan driving routes for vehicles based on traffic information; the in-vehicle video surveillance system includes an in-vehicle video server, cameras, etc., for video monitoring inside and outside the vehicle, supporting video recording, remote viewing, and downloading; the dashcam records video images and sound during vehicle operation; and the smart center console / vehicle infotainment system is a touchscreen device integrating infotainment, navigation, vehicle settings, and mobile phone connectivity (such as Apple CarPlay and Android Auto). Mobile terminal devices may include, but are not limited to, one or more of the following device types: smartphones, tablets, e-book readers, MP3 players, MP4 players, laptops, and desktop computers.

[0073] In this embodiment, a client application for the target application can be installed and run on the terminal device 110. The target application can be an application with data acquisition and data transmission functions, such as an in-vehicle TBOX. This application does not limit the form of the target application.

[0074] Server 120 can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services such as cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and basic cloud computing services such as big data and artificial intelligence platforms. Among these, the cloud server for big data and artificial intelligence platforms can provide artificial intelligence cloud services. Server 120 can be a backend server for the aforementioned target application, used to provide backend services to the clients of the target application.

[0075] The terminal device 110 and the server 120 can be directly or indirectly connected via a communication network 130 (wired or wireless network), which is not limited herein. Optionally, the aforementioned wireless or wired network uses vehicle communication technology and / or protocols. The network is typically the Internet, but can also be any network, including but not limited to any of the following:

[0076] 1) Controller Area Network (CAN): A common in-vehicle communication network used to connect various Electronic Control Units (ECUs) within the vehicle, such as the engine control unit, braking system control unit, and air conditioning control unit. CAN bus offers high transmission speed and reliability, and is used to transmit real-time data and commands within the vehicle.

[0077] 2) Local Area Network (LAN): A LAN is a local area network used to connect various electronic devices and systems within a vehicle, such as multimedia systems, navigation systems, and in-vehicle entertainment systems. LANs are typically based on Ethernet technology, providing high-speed data transmission and multi-device connectivity.

[0078] 3) Vehicle-to-Infrastructure (V2I) communication: V2I refers to communication between vehicles and road infrastructure (such as traffic lights, road signs, road facilities, etc.). V2I can be used in traffic management, intelligent transportation systems, vehicle navigation, and other applications to improve traffic efficiency and safety.

[0079] 4) Vehicle-to-Vehicle (V2V) communication: V2V refers to direct communication between vehicles to exchange information such as vehicle position, speed, and direction, thereby improving traffic safety and efficiency. V2V communication can be used for applications such as collision prevention and traffic congestion avoidance.

[0080] 5) Wireless Local Area Networks (WLAN): Wireless local area networks refer to the ability to provide wireless network connectivity within a vehicle, enabling drivers and passengers to connect to the internet, download data, and use online services.

[0081] 6) In-vehicle mobile communication network: In-vehicle mobile communication network refers to the mobile communication module integrated inside the vehicle, which is used to connect to the mobile communication network and provide communication functions such as in-vehicle Internet, voice calls, and text messages.

[0082] 7) Vehicle-mounted satellite communication network: Vehicle-mounted satellite communication refers to communication between vehicles and satellites, which is used to provide communication services in remote areas or places without terrestrial mobile communication network coverage.

[0083] The aforementioned communication networks can be used individually or in combination to provide vehicles with various data transmission, communication, and internet connectivity functions, thereby enabling a more intelligent and convenient driving and riding experience.

[0084] For example, in Figure 1 In the system shown, terminal device 110 acquires vehicle status information, which includes at least accelerator pedal signals and brake pedal signals. The accelerator pedal signal indicates the accelerator pedal opening, and the brake pedal signal indicates the brake pedal opening. Then, terminal device 110 can control the dual-motor vehicle to enter a specified operating mode based on the accelerator pedal signal and brake pedal signal. The specified operating modes include drive mode and braking mode. When the dual-motor vehicle is in drive mode, terminal device 110 can determine the torque of the main motor and the torque of the auxiliary motor based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor. Torque fluctuation indicates the amount of torque change of the main motor or the auxiliary motor. When the dual-motor vehicle is in braking mode, terminal device 110 can determine the torque of the main motor and the torque of the auxiliary motor based on the required torque and the maximum braking torque of the main motor. The required torque is the torque obtained from the accelerator pedal signal and brake pedal signal.

[0085] Please refer to Figure 2The present application provides a flowchart of a torque control method according to one embodiment. This method is applied to a dual-motor vehicle including a main motor and an auxiliary motor. The method can be executed by a computer device; optionally, the computer device can be... Figure 1 The terminal device 110 in the system shown; or, it could be server 120, or both terminal device 110 and server 120. For example... Figure 2 As shown, the method may include steps 210, 220, 230 and 240.

[0086] Step 210: Obtain vehicle status information; the vehicle status information includes at least the accelerator pedal signal and the brake pedal signal; the accelerator pedal signal is used to indicate the accelerator pedal opening degree, and the brake pedal signal is used to indicate the brake pedal opening degree.

[0087] The aforementioned vehicle status information can be used to indicate the vehicle's status during driving and when parked. For example, acquiring this vehicle status information can be achieved by the vehicle's electronic control unit (ECU) reading data transmitted on the vehicle's internal network (such as the CAN bus), which is generated by various sensors and controllers.

[0088] In this embodiment, the accelerator pedal signal and the brake pedal signal can reflect the driver's control intention for vehicle acceleration and deceleration, and are two key pieces of information in the vehicle status information.

[0089] The accelerator pedal signal can be a signal from the accelerator pedal position sensor, indicating the accelerator pedal opening, i.e., the depth to which the driver has pressed the accelerator pedal. This signal is received by the electronic control unit (ECU), which calculates the desired throttle opening, thereby controlling the engine's fuel supply and regulating the vehicle's speed.

[0090] The brake pedal signal can be a brake pedal position sensor signal, indicating the brake pedal opening, i.e., the depth to which the driver has depressed the brake pedal. This signal, received by the electronic control unit (ECU), can be used by the vehicle to calculate the required braking force, ensuring safe and effective deceleration or stopping.

[0091] Specifically, a driver's driving intentions can be expressed through the accelerator and brake pedals. Generally, the pedal angles are positively correlated with the driver's torque demand. This positive correlation can be considered linear or non-linear; no limitation is imposed here.

[0092] Step 220: Based on the accelerator pedal signal and the brake pedal signal, control the dual-motor vehicle to enter the specified operating mode; the specified operating mode includes the drive mode and the braking mode.

[0093] For example, when the accelerator pedal signal is not zero and the brake pedal signal is zero, the dual-motor vehicle is controlled to enter drive mode. Another example is when the accelerator pedal signal is zero and the brake pedal signal is not zero, the dual-motor vehicle is controlled to enter braking mode. Yet another example is when the accelerator pedal signal is not zero and the brake pedal signal is not zero, the dual-motor vehicle is controlled to enter braking mode.

[0094] Step 230: When the dual-motor vehicle is in drive mode, determine the torque of the main motor and the torque of the auxiliary motor based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor; the torque fluctuation is used to indicate the amount of torque change of the main motor or the auxiliary motor.

[0095] In drive mode, the electronic control unit (ECU) can prioritize allocating torque to the more efficient motor based on the real-time power of the main motor and the auxiliary motor.

[0096] In addition, the electronic control unit (ECU) can detect torque fluctuations in the main motor and auxiliary motor. If the torque fluctuations of either the main motor or the auxiliary motor are large, the ECU can adjust the torque of the main motor and auxiliary motor to reduce the fluctuations and ensure smooth driving in drive mode. For example, if the torque fluctuation of the main motor is large, the ECU can reduce the torque of the main motor and increase the torque of the auxiliary motor.

[0097] Step 240: When the dual-motor vehicle is in braking mode, determine the torque of the main motor and the torque of the auxiliary motor based on the required torque and the maximum braking torque of the main motor; the required torque is the torque obtained from the accelerator pedal signal and the brake pedal signal.

[0098] In braking mode, the aforementioned required torque can be calculated by combining the decrease in accelerator pedal opening and the increase in brake pedal opening. For example, when the driver fully releases the accelerator pedal or lightly presses the brake pedal, energy recovery can be triggered; when the driver presses the brake pedal heavily, dual-motor vehicles require a stronger deceleration force.

[0099] The maximum braking torque of the main motor mentioned above refers to the maximum braking torque that the main motor can generate when it works as a generator in braking mode, converting the kinetic energy of the dual-motor vehicle into electrical energy and feeding it back to the battery.

[0100] For example, when the maximum braking torque of the main motor meets the required torque, the auxiliary motor can be controlled to be in the off state, and the main motor can provide braking force; when the maximum braking torque of the main motor does not meet the required torque, the auxiliary motor can be controlled to participate in braking and provide additional braking force.

[0101] In one possible implementation, the electronic control unit (ECU) can package the torque of the main motor and the torque of the auxiliary motor into a control command, and then send the control command to the main motor controller and the auxiliary motor controller through the vehicle's communication network to ensure the transmission of the torque of the main motor and the torque of the auxiliary motor.

[0102] In summary, the solution presented in this application, during the dual-motor torque distribution process, can control the dual-motor vehicle to enter either drive mode or braking mode based on the accelerator pedal signal and the brake pedal signal. In drive mode, this solution not only considers the motor operating efficiency but also takes into account the impact of significant torque changes on the vehicle, optimizing the decision on the main motor torque and auxiliary motor torque. In braking mode, this solution not only considers the torque required by the driver but also takes into account the maximum braking torque of the main motor, optimizing the decision on the main motor torque and auxiliary motor torque. This ensures the stability and safety of vehicle operation and improves the overall performance of the dual-motor vehicle.

[0103] Based on the above Figure 2 In one possible implementation of the scheme shown in the embodiment, step 230 can be implemented as follows:

[0104] When the dual-motor vehicle is in drive mode, a multi-objective optimization function and constraints are obtained based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor.

[0105] Based on the multi-objective optimization function and constraints, determine the torque of the main motor and the torque of the auxiliary motor;

[0106] The multi-objective optimization function is:

[0107]

[0108] f T (ΔT1,ΔT2)=θ1(ΔT1) 2 +θ2(ΔT2) 2 ;

[0109] The constraints are as follows:

[0110]

[0111] Where J is the objective function, k is the current time, k+1 represents the next time, and t represents the time index. and Let represent the torques of the main motor and the auxiliary motor at time k, respectively. and Let k represent the speeds of the main motor and the auxiliary motor at time k, respectively. This represents the main motor's operating efficiency function. This represents the auxiliary motor operating efficiency function. The main motor at speed To achieve maximum work efficiency. For auxiliary motor at speed The highest efficiency of the work, f T (ΔT1, ΔT2) represents the penalty function for torque fluctuation, where ΔT1 is the torque change of the main motor and ΔT2 is the torque change of the auxiliary motor. α, β, and δ are the weights of each function, and θ1 and θ2 are the weighting factors for the torque changes of the main and auxiliary motors, respectively. k Let ω be the state of charge of the battery at time k. 1,min and ω 1,max These are the minimum and maximum speeds of the main motor, T. 1,min and T 1,max These are the minimum and maximum values ​​of the main motor torque, ω. 2,min and ω 2,max T represents the minimum and maximum speeds of the auxiliary motor, respectively. 2,min and T 2,max These are the minimum and maximum values ​​of the auxiliary motor torque, respectively. min and soc max These represent the minimum and maximum values ​​of the battery's state of charge, respectively.

[0112] Among them, the function and The preferred implementation method is through table lookup.

[0113] In this embodiment, because the motor has an extremely fast dynamic response, large fluctuations in torque can significantly impact vehicle smoothness and driving safety, and further reduce passenger comfort. Therefore, in the process of dual-motor torque distribution, it is necessary not only to consider the motor's operating efficiency but also to limit torque fluctuations to ensure the vehicle's overall performance. The specific implementation process is as follows:

[0114] Let x be the system's state variable, u be the system's control variable, and the function f(x, u) represent the system's state transition, that is, under the action of the control variable u, the current system state x will change and enter the next state. Therefore, the general mathematical expression of the torque distribution problem of a dual-motor driven vehicle is:

[0115]

[0116] In this embodiment, the above-mentioned multi-objective optimization function for the torque distribution problem of a dual-motor driven vehicle is constructed based on the efficiency map (MAP) curves of the main motor and the auxiliary motor.

[0117] Please refer to Figure 3 It shows the MAP curve (motor state portion) of a motor's operating efficiency. Generally, the region with positive torque represents the motor operating in the motoring state, and the region with negative torque represents the motor operating in the generating state. For example... Figure 3 As shown, for The main motor at speed To explain the highest efficiency during operation, we will only consider the range where the motor is operating in motoring mode. From... Figure 3 As can be seen from this, if the speed is 2250 rpm, after traversing the feasible region of torque values, the highest efficiency value of the motor can be obtained as 93.5%, that is... in

[0118] For solving the torque distribution problem in dual-motor driven vehicles, the optimal solution is the Fast Non-Dominated Sorting Genetic Algorithm with Elite Strategy (NSGA-II). This algorithm boasts fast convergence, strong search capability, and avoids getting trapped in local optima, thus obtaining the global optimum. Specifically, the Fast Non-Dominated Sorting Genetic Algorithm with Elite Strategy (NSGA-II) is a multi-objective optimization algorithm based on genetic algorithms. By introducing an elite strategy, fast non-dominated sorting, and crowding calculation, it improves the efficiency and diversity of the algorithm, enabling it to find a solution set closer to the Pareto optimum when solving multi-objective optimization problems.

[0119] Based on the above embodiments, this embodiment illustrates how to determine the torque of the main motor and the torque of the auxiliary motor. Specifically, it may include: using the efficiency MAP curves of the main motor and the auxiliary motor as a benchmark, and considering the influence of torque fluctuations, establishing a multi-objective optimization function and constraints for the torque distribution problem of a dual-motor driven vehicle; then, using a fast non-dominated sorting genetic algorithm with an elite strategy (NSGA-II) to solve for the control quantities of the main motor torque and the auxiliary motor torque; this scheme uses the motor operating power and torque fluctuations as reference factors for determining the torque, which can improve the energy utilization rate of the main motor and the auxiliary motor while ensuring smooth driving.

[0120] In one possible implementation, when the dual-motor vehicle is in braking mode, and under the premise of fully considering vehicle braking safety, the main motor operates in a power generation state to recover vehicle kinetic energy, while the auxiliary motor is in a shut-off state. For example, the determination of the regenerative braking torque provided by the main motor is based on its external characteristics. Under the premise of meeting safety requirements, priority is given to recovering vehicle kinetic energy, which can be expressed as:

[0121]

[0122] Where T1 represents the torque of the main motor, T reqThis represents the torque required by the driver (in braking mode, the driver's torque requirement is negative, indicating braking torque). The maximum braking torque that the main motor can provide at speed ω1, T meh This refers to the mechanical braking torque.

[0123] Based on the solutions shown in the above embodiments of this application, in one possible implementation, the above method further includes step 250.

[0124] Step 250: When the dual-motor vehicle is in drive mode and the wheel slip ratio meets the specified conditions, adjust the torque of the main motor and the torque of the auxiliary motor; the wheel slip ratio is used to indicate the wheel slipping situation.

[0125] Among them, if the wheel slip ratio meets the specified conditions, it can indicate that the wheel is slipping, which means that the wheel is slipping unnecessarily, which may cause the vehicle to lose traction or reduce its handling performance.

[0126] At this point, the Electronic Control Unit (ECU) can adjust the torque distribution between the main motor and the auxiliary motor. For example, the ECU can identify wheels with a slip ratio that meets specified conditions and correspondingly reduce the output torque of the main motor or auxiliary motor connected to them. Reducing the driving force on the slipping wheels prevents power waste and helps the wheels regain traction. Conversely, the ECU can identify wheels with a slip ratio that does not meet specified conditions and correspondingly increase the output torque of the main motor or auxiliary motor connected to them to ensure the vehicle continues to receive sufficient thrust, especially on wet or uneven surfaces.

[0127] It should be noted that during normal vehicle operation, sliding friction occurs between the wheels and the ground. Within a certain range, this sliding friction is acceptable and safe. Therefore, a slip ratio threshold can be preset to determine whether wheel slippage occurs. This threshold indicates the upper limit of the acceptable slip ratio between the tire and the ground. If the slip ratio of a wheel exceeds the preset slip ratio threshold, it can be considered that the wheel has slipped. Conversely, if it is below the threshold, it can be considered that no slippage has occurred. Since different vehicle models have different handling requirements, such as MPVs and SUVs, their preset slip ratio thresholds are different.

[0128] Based on the above embodiments, this embodiment illustrates a scheme for correcting the torque of the main motor and auxiliary motor when wheel slippage occurs, enabling dual-motor vehicles to maintain good driving performance and driving stability under complex road conditions, while optimizing energy utilization efficiency.

[0129] Based on the solutions shown in the above embodiments of this application, in one possible implementation, the vehicle state information further includes a real-time vehicle speed signal and a wheel rotation speed signal; the real-time vehicle speed signal is used to indicate the speed information of the dual-motor vehicle, and the wheel rotation speed signal is used to indicate the rotation speed of each wheel of the dual-motor vehicle; the wheel rotation speed signal includes at least the linear velocity and angular velocity of the wheel; before step 250 above, it further includes:

[0130] The wheel slip ratio is obtained based on real-time vehicle speed signals and wheel speed signals.

[0131] The aforementioned real-time vehicle speed signal can be obtained through a vehicle speed sensor installed in the transmission system. The aforementioned linear velocity of the wheel refers to the speed at which the point of the wheel in contact with the ground moves along the ground; the aforementioned angular velocity of the wheel refers to the angle of rotation of the wheel per second, which can be measured by a wheel speed sensor.

[0132] In this embodiment of the application, the linear velocity of the wheel can be expressed as: v w =0.377×r w ×ω w ;

[0133] Among them, v w Expressed as the linear velocity of the wheel (km / h), r w Expressed as the wheel radius (m), ω w Expressed as wheel angular velocity (r / min) -1 );

[0134] The slip ratio s of a wheel can be calculated as follows:

[0135] Where v is the real-time vehicle speed signal.

[0136] The wheel slip ratios of the front and rear wheels can be calculated using the above formulas.

[0137] Based on the above embodiments, this embodiment shows a feasible solution for obtaining wheel slip ratio. Wheel slip ratio is an important indicator for indicating wheel traction and control stability. This solution calculates the wheel slip ratio using the wheel's linear velocity, angular velocity, and real-time vehicle speed signals, which can improve the accuracy of the wheel slip ratio.

[0138] Based on the solutions shown in the above embodiments of this application, in one possible implementation, step 250 can be implemented as follows:

[0139] When the dual-motor vehicle is in drive mode, the wheel slip ratio of the front wheel and the wheel slip ratio of the rear wheel are obtained.

[0140] When the wheel slip ratio of the front wheel is greater than the first specified threshold and the wheel slip ratio of the rear wheel is not greater than the second specified threshold, the torque of the main motor is controlled to be zero.

[0141] When the wheel slip ratio of the rear wheel is greater than the second specified threshold and the wheel slip ratio of the front wheel is not greater than the first specified threshold, the torque of the auxiliary motor is controlled to be zero.

[0142] When the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is greater than a second specified threshold, the torque of the main motor and the auxiliary motor is controlled to be zero.

[0143] In this embodiment of the application, taking the torque of the front wheel controlled by the main motor and the torque of the rear wheel controlled by the auxiliary motor as an example, the wheel slip ratio of the front wheel and the wheel slip ratio of the rear wheel can be obtained first.

[0144] The first specified threshold is a condition set by the developer to determine whether the front wheel has slipped; the second specified threshold is a condition set by the developer to determine whether the rear wheel has slipped.

[0145] Scenario 1: The wheel slip ratio of the front wheel is greater than the first specified threshold, and the wheel slip ratio of the rear wheel is not greater than the second specified threshold. This means that the front wheel slips while the rear wheel maintains good grip. In this case, the ECU can adjust the torque of the main motor to 0 to reduce the driving force of the front wheel and prevent further slippage, while relying on the rear wheel to continue to provide driving force.

[0146] Scenario 2: The wheel slip ratio of the rear wheel is greater than the second specified threshold, while the wheel slip ratio of the front wheel is not greater than the first specified threshold. This means that the rear wheel slips while the front wheel maintains good grip. In this case, the ECU can adjust the torque of the auxiliary motor to 0, reduce the driving force of the rear wheel to avoid the rear wheel slipping, and rely on the front wheel to continue to provide driving force.

[0147] Scenario 3: If the wheel slip ratio of the front wheels exceeds the first specified threshold and the wheel slip ratio of the rear wheels exceeds the second specified threshold, it means that both the front and rear wheels have slipped, indicating that the vehicle may be severely skidding on a very slippery surface. In this case, the torque of both the main motor and the auxiliary motor will be zero. The vehicle's traction control system may temporarily shut down the motor drive until the slip ratio drops to a safe range to prevent the vehicle from losing control.

[0148] It should be noted that in braking mode, if any wheel slips, the main motor will disengage from regenerative braking and cease providing braking torque to ensure vehicle safety.

[0149] Based on the above embodiments, this embodiment illustrates a scheme for correcting the torque of the main motor and the auxiliary motor. By obtaining the real-time driving status of the vehicle based on the wheel slip ratio and optimizing the power distribution, this scheme can minimize wheel slippage while maintaining vehicle drive, thus ensuring the stability and safety of vehicle driving.

[0150] Please refer to Figure 4 This application provides a simplified structural diagram of the powertrain system for a dual-motor driven vehicle, based on an exemplary embodiment. Figure 4 As shown, the main motor 401 is rigidly connected to the front axle differential 402 and transmits power to the front wheels; the auxiliary motor 403 is rigidly connected to the rear axle differential 405 through a one-way clutch 404 and transmits power to the rear wheels.

[0151] In this embodiment, the one-way clutch 404 allows the output power of the auxiliary motor 403 to be transmitted to the rear wheels, while the rear wheels cannot drive the auxiliary motor 403 to rotate, thus achieving a one-way flow of energy. This effectively avoids the drag power loss that occurs when the main motor 401 is running and the auxiliary motor 403 is off, improving the overall vehicle energy utilization efficiency.

[0152] It should be noted that, Figure 4 The structure is applicable to multi-purpose vehicles (MPVs). If the main motor 401 is rigidly connected to the rear axle differential 405, and the auxiliary motor 403 is rigidly connected to the front axle differential 402 via a one-way clutch 404, then it is primarily suitable for sport utility vehicles (SUVs). Therefore, Figure 4 The structure should not be considered a limitation on the scope of application of this application.

[0153] Specifically, the one-way clutch 404 works by allowing power to be transmitted in one direction while preventing power transmission in the opposite direction. In dual-motor driven vehicles, the benefits of this design are mainly reflected in several aspects:

[0154] Preventing back-dragging: When the vehicle is coasting or braking, without the one-way clutch 404, the rotation of the rear wheels (due to road friction or other reasons) may attempt to drive the auxiliary motor 403 to rotate, which is called "back-dragging". Back-dragging will cause the auxiliary motor 403 to become a generator. Although this is beneficial in some cases (such as in energy recovery systems), when the auxiliary motor 403 is not designed to generate electricity efficiently under this condition, it will instead generate unnecessary energy consumption and may even cause the motor to overheat, reducing overall energy efficiency.

[0155] Improved efficiency: By preventing the rear wheels from dragging the auxiliary motor 403, the one-way clutch 404 ensures that the auxiliary motor 403 will not passively rotate and consume energy due to vehicle movement when it is not in operation, reducing unnecessary mechanical losses and electrical energy consumption, and improving the vehicle's energy utilization efficiency; this means that when the main motor 401 drives the vehicle alone, the entire system can focus more on using energy for forward movement, rather than wasting it on overcoming the resistance of the auxiliary motor 403;

[0156] Simplified control system: The unidirectional flow design simplifies the control requirements of the auxiliary motor 403. Without the consideration of reverse drag, the control system can focus more on optimizing the output of the main motor and activating the auxiliary motor 403 to enhance power or perform energy recovery when appropriate, without worrying about the auxiliary motor 403 being activated unexpectedly.

[0157] Enhanced driving experience: Reduced drag loss means less resistance when the vehicle is coasting, increasing the vehicle's coasting distance. This has a positive effect on improving fuel economy (in hybrid models) or extending the driving range of electric vehicles. At the same time, it also makes the vehicle ride smoother and the driving experience better.

[0158] Based on the above embodiments, this embodiment shows a feasible solution for simplifying the power transmission system structure of a dual-motor driven vehicle. By introducing a one-way clutch on the auxiliary motor side, the unidirectional flow of energy can be ensured, effectively avoiding the loss of drag power when the main motor is running and the auxiliary motor is off, thereby improving the energy utilization rate of the whole vehicle and enhancing the overall performance of the dual-motor driven vehicle.

[0159] In summary, based on any one or more of the above embodiments, this application proposes a dual-motor driven vehicle and its torque distribution method. The dual-motor driven vehicle eliminates the drag power loss caused by the main motor operating while the auxiliary motor is off by introducing a one-way clutch on the auxiliary motor side, thus improving the overall energy utilization rate of the vehicle. The torque distribution method not only considers the motor operating efficiency but also takes into account the impact of significant torque changes on the vehicle, optimizing the main motor torque and auxiliary motor torque, and correcting the control values ​​of the main motor torque and auxiliary motor torque in case of wheel slippage. While meeting the driver's control needs, it effectively improves the efficiency of onboard energy utilization and enhances the vehicle's smoothness and comfort. This method is applicable to a wide range of vehicle models, has high engineering application value, and is easy to implement.

[0160] like Figure 5 As shown, the electronic control unit (ECU) can acquire vehicle status information such as accelerator pedal signal, brake pedal signal, real-time vehicle speed signal, and wheel speed signal; then, based on the accelerator pedal signal and brake pedal signal, it controls the dual-motor vehicle to enter drive mode or braking mode.

[0161] In drive mode, the ECU can obtain a multi-objective optimization function and constraints based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor, and then determine the torque of the main motor and the auxiliary motor.

[0162] In addition, in drive mode, the ECU can obtain the wheel slip ratio of the front and rear wheels based on real-time vehicle speed and wheel speed signals, and correct the torque of the main motor and auxiliary motor to ensure the stability and safety of vehicle driving.

[0163] In braking mode, the ECU can obtain the required torque based on the accelerator pedal signal and the brake pedal signal, and determine the torque of the main motor and the auxiliary motor by combining the maximum braking torque of the main motor.

[0164] Please refer to Figure 6 The diagram illustrates a block diagram of a torque control device provided in an exemplary embodiment of this application. This torque control device can be implemented as all or part of a computer device through hardware or a combination of hardware and software, to achieve the above-described... Figure 2 All or part of the steps in the illustrated embodiments. For example... Figure 6 As shown, the data processing apparatus includes:

[0165] The acquisition module 601 is used to acquire vehicle status information; the vehicle status information includes at least an accelerator pedal signal and a brake pedal signal; the accelerator pedal signal is used to indicate the accelerator pedal opening degree, and the brake pedal signal is used to indicate the brake pedal opening degree.

[0166] Control module 602 is used to control the dual-motor vehicle to enter a specified operating mode based on the accelerator pedal signal and the brake pedal signal; the specified operating mode includes drive mode and braking mode.

[0167] The first determining module 603 is used to determine the torque of the main motor and the torque of the auxiliary motor based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor and the torque fluctuation of the auxiliary motor when the dual-motor vehicle is in drive mode; the torque fluctuation is used to indicate the amount of torque change of the main motor or the auxiliary motor.

[0168] The second determining module 604 is used to determine the torque of the main motor and the torque of the auxiliary motor based on the required torque and the maximum braking torque of the main motor when the dual-motor vehicle is in braking mode; the required torque is the torque obtained based on the accelerator pedal signal and the brake pedal signal.

[0169] In one possible implementation, the first determining module 603 is used to obtain a multi-objective optimization function and constraints based on the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor, and the torque fluctuation of the auxiliary motor when the dual-motor vehicle is in drive mode.

[0170] The first determining module 603 is used to determine the torque of the main motor and the torque of the auxiliary motor based on the multi-objective optimization function and constraints.

[0171] The multi-objective optimization function is:

[0172]

[0173] f T (ΔT1,ΔT2)=θ1(ΔT1) 2 +θ2(ΔT2) 2 ;

[0174] The constraints are:

[0175]

[0176] Where J is the objective function, k is the current time, k+1 represents the next time, and t represents the time index. and Let represent the torques of the main motor and the auxiliary motor at time k, respectively. and Let k represent the speeds of the main motor and the auxiliary motor at time k, respectively. This represents the main motor's operating efficiency function. This represents the auxiliary motor operating efficiency function. The main motor at speed To achieve maximum work efficiency. For auxiliary motor at speed The highest efficiency of the work, f T (ΔT1, ΔT2) represents the penalty function for torque fluctuation, where ΔT1 is the torque change of the main motor and ΔT2 is the torque change of the auxiliary motor. α, β, and δ are the weights of each function, and θ1 and θ2 are the weighting factors for the torque changes of the main and auxiliary motors, respectively. k Let ω be the state of charge of the battery at time k. 1,min and ω 1,max These are the minimum and maximum speeds of the main motor, T. 1,min and T 1,max These are the minimum and maximum values ​​of the main motor torque, ω. 2,min and ω 2,max T represents the minimum and maximum speeds of the auxiliary motor, respectively. 2,min and T 2,maxThese are the minimum and maximum values ​​of the auxiliary motor torque, respectively. min and soc max These represent the minimum and maximum values ​​of the battery's state of charge, respectively.

[0177] In one possible implementation, the device further includes: a correction module for correcting the torque of the main motor and the torque of the auxiliary motor when the dual-motor vehicle is in drive mode and the wheel slip ratio meets specified conditions; the wheel slip ratio is used to indicate the wheel slip condition.

[0178] In one possible implementation, the vehicle status information also includes a real-time vehicle speed signal and wheel speed signals; the real-time vehicle speed signal is used to indicate the speed information of the dual-motor vehicle, and the wheel speed signals are used to indicate the speed of each wheel of the dual-motor vehicle; the wheel speed signals include at least the linear velocity and angular velocity of the wheels.

[0179] The device also includes a calculation module for obtaining the wheel slip ratio based on real-time vehicle speed signals and wheel speed signals.

[0180] In one possible implementation, a correction module is used to obtain the wheel slip ratio of the front wheel and the wheel slip ratio of the rear wheel when the dual-motor vehicle is in drive mode.

[0181] The correction module is used to control the torque of the main motor to zero when the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is not greater than a second specified threshold.

[0182] The correction module is used to control the torque of the auxiliary motor to zero when the wheel slip ratio of the rear wheel is greater than a second specified threshold and the wheel slip ratio of the front wheel is not greater than a first specified threshold.

[0183] The correction module is used to control the torque of the main motor and the auxiliary motor to zero when the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is greater than a second specified threshold.

[0184] In one possible implementation, the main motor is rigidly connected to the front axle differential, and the auxiliary motor is rigidly connected to the rear axle differential via a one-way clutch.

[0185] It should be noted that the device provided in the above embodiments is only illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules according to actual needs, that is, the content structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0186] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments of the relevant method; the technical effects achieved by each module performing its operation are the same as the technical effects in the embodiments of the relevant method, and will not be elaborated here.

[0187] Please refer to Figure 7 , Figure 7 This is a schematic diagram of the structure of a computer device provided in an exemplary embodiment of this application. The computer device 700 includes a Central Processing Unit (CPU) 701, a system memory 704 including Random Access Memory (RAM) 702 and Read-Only Memory (ROM) 703, and a system bus 705 connecting the system memory 704 and the CPU 701. The computer device 700 also includes a Basic Input / Output System (I / O System) 706 that facilitates the transfer of information between various devices within the computer, and a mass storage device 707 for storing the operating system 713, application programs 714, and other program modules 715.

[0188] The basic input / output system 706 includes a display 708 for displaying information and an input device 709 for user input, such as a mouse or keyboard. Both the display 708 and the input device 709 are connected to the central processing unit 701 via an input / output controller 710 connected to the system bus 705. The basic input / output system 706 may also include the input / output controller 710 for receiving and processing input from multiple other devices such as a keyboard, mouse, or electronic stylus. Similarly, the input / output controller 710 also provides output to a display screen, printer, or other types of output devices.

[0189] Mass storage device 707 is connected to central processing unit 701 via a mass storage controller (not shown) connected to system bus 705. Mass storage device 707 and its associated computer-readable media provide non-volatile storage for computer device 700. That is, mass storage device 707 may include computer-readable media (not shown) such as hard disk or CD-ROM (Compact Disc Read-Only Memory) drive.

[0190] Without loss of generality, computer-readable media can include computer storage media and communication media. Computer storage media includes volatile and non-volatile, removable and non-removable media implemented using any method or technology for storing information such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include RAM (Random Access Memory), ROM (Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), flash memory or other solid-state storage technologies, CD-ROM, DVD (Digital Video Disc) or other optical storage, magnetic tape cassettes, magnetic tape, disk storage, or other magnetic storage devices. Of course, those skilled in the art will recognize that computer storage media are not limited to the above-mentioned types. The system memory 704 and mass storage device 707 described above can be collectively referred to as memory.

[0191] Computer device 700 can be connected to the Internet or other network devices via network interface unit 711 connected to system bus 705.

[0192] The memory also includes one or more programs, which are stored in the memory. The central processing unit 701 implements these programs by executing them. Figure 2 All or some of the steps in the method shown.

[0193] In an exemplary embodiment, a chip is also provided, the chip including programmable logic circuitry and / or program instructions, which, when the chip is run on a computer device, are used to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0194] In an exemplary embodiment, a computer program product is also provided, comprising computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0195] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores a computer program that is loaded and executed by a processor to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0196] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0197] Those skilled in the art will recognize that the functions described in the embodiments of this application in one or more of the above examples can be implemented using hardware, software, firmware, or any combination thereof. When implemented using software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or code on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transfer of a computer program from one place to another. Storage media can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0198] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A torque control method characterized by, The method is applied to a dual-motor vehicle comprising a main motor and an auxiliary motor; the method comprises: acquiring vehicle state information; the vehicle state information at least comprises an accelerator pedal signal and a brake pedal signal; the accelerator pedal signal is used to indicate an accelerator pedal opening degree, and the brake pedal signal is used to indicate a brake pedal opening degree; controlling the dual-motor vehicle to enter a specified working mode according to the accelerator pedal signal and the brake pedal signal; the specified working mode comprises a driving mode and a braking mode; when the dual-motor vehicle is in the driving mode, determining a torque of the main motor and a torque of the auxiliary motor according to an operating efficiency of the main motor, an operating efficiency of the auxiliary motor, a torque fluctuation of the main motor and a torque fluctuation of the auxiliary motor; the torque fluctuation is used to indicate a torque variation of the main motor or the auxiliary motor; when the dual-motor vehicle is in the braking mode, determining the torque of the main motor and the torque of the auxiliary motor according to a required torque and a maximum braking torque of the main motor; the required torque is obtained according to the accelerator pedal signal and the brake pedal signal.

2. The method of claim 1, wherein, The method further comprises: when the dual-motor vehicle is in the driving mode and a wheel slip rate meets a specified condition, correcting the torque of the main motor and the torque of the auxiliary motor; the wheel slip rate is used to indicate a wheel slip condition. The vehicle state information further comprises a real-time vehicle speed signal and a wheel rotational speed signal; the real-time vehicle speed signal is used to indicate speed information of the dual-motor vehicle, and the wheel rotational speed signal is used to indicate rotational speeds of each wheel of the dual-motor vehicle; the wheel rotational speed signal at least comprises a linear speed and an angular speed of the wheel. The method further comprises: f T (ΔT1, ΔT2) = θ1(ΔT1) 2 + θ2(ΔT2) 2 ; acquiring the wheel slip rate according to the real-time vehicle speed signal and the wheel rotational speed signal. Where J is the objective function, k is the current time, k+1 represents the next time, and t represents the time index. and Let represent the torques of the main motor and the auxiliary motor at time k, respectively. and Let k represent the speeds of the main motor and the auxiliary motor at time k, respectively. This represents the main motor's operating efficiency function. This represents the auxiliary motor operating efficiency function. The main motor at speed To achieve maximum work efficiency. For auxiliary motor at speed The highest efficiency of the work, f T (ΔT1, ΔT2) represents the penalty function for torque fluctuation, where ΔT1 is the torque change of the main motor and ΔT2 is the torque change of the auxiliary motor. α, β, and δ are the weights of each function, and θ1 and θ2 are the weighting factors for the torque changes of the main and auxiliary motors, respectively. k Let ω be the state of charge of the battery at time k. 1,min and ω 1,max These are the minimum and maximum speeds of the main motor, T. 1,min and T 1,max These are the minimum and maximum values ​​of the main motor torque, ω. 2,min and ω 2,max T represents the minimum and maximum speeds of the auxiliary motor, respectively. 2,min and T 2,max These are the minimum and maximum values ​​of the auxiliary motor torque, respectively. min and soc max These represent the minimum and maximum values ​​of the battery's state of charge, respectively.

3. The method according to claim 1 or 2, characterized in that, The method further comprises: when the dual-motor vehicle is in the driving mode and the wheel slip rate meets the specified condition, correcting the torque of the main motor and the torque of the auxiliary motor, comprises:

4. The method of claim 3, wherein, ​ ​ ​ 5. The method of claim 4, wherein, ​ acquire the wheel slip ratio of the front wheel and the wheel slip ratio of the rear wheel when the dual-motor vehicle is in the driving mode; control the torque of the main motor to be zero when the wheel slip ratio of the front wheel is greater than a first specified threshold and the wheel slip ratio of the rear wheel is not greater than a second specified threshold; control the torque of the auxiliary motor to be zero when the wheel slip ratio of the rear wheel is greater than the second specified threshold and the wheel slip ratio of the front wheel is not greater than the first specified threshold; control the torque of the main motor and the torque of the auxiliary motor to be zero when the wheel slip ratio of the front wheel is greater than the first specified threshold and the wheel slip ratio of the rear wheel is greater than the second specified threshold.

6. The method of claim 1 or 2, wherein, The main motor is rigidly connected with a front axle differential device, and the auxiliary motor is rigidly connected with a rear axle differential device through a one-way clutch.

7. A torque control device characterized by comprising: The device is applied to a dual-motor vehicle comprising a main motor and an auxiliary motor; the device comprises: an acquisition module, configured to acquire vehicle state information; the vehicle state information at least comprises a throttle pedal signal and a brake pedal signal; the throttle pedal signal is used to indicate a throttle pedal opening degree, and the brake pedal signal is used to indicate a brake pedal opening degree; a control module, configured to control the dual-motor vehicle to enter a specified working mode according to the throttle pedal signal and the brake pedal signal; the specified working mode comprises a driving mode and a braking mode; a first determination module, configured to determine the torque of the main motor and the torque of the auxiliary motor according to the operating efficiency of the main motor, the operating efficiency of the auxiliary motor, the torque fluctuation of the main motor and the torque fluctuation of the auxiliary motor when the dual-motor vehicle is in the driving mode; the torque fluctuation is used to indicate a torque variation of the main motor or the auxiliary motor; a second determination module, configured to determine the torque of the main motor and the torque of the auxiliary motor according to a required torque and the maximum braking torque of the main motor when the dual-motor vehicle is in the braking mode; the required torque is obtained according to the throttle pedal signal and the brake pedal signal.

8. A computer device, comprising: The computer device comprises a processor and a memory, and the memory stores at least one computer instruction; the at least one computer instruction is loaded and executed by the processor to implement the torque control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores at least one computer instruction; the computer instruction is loaded and executed by the processor to implement the torque control method according to any one of claims 1 to 6.

10. A computer program product, characterised in that, The computer program product comprises computer instructions stored in a computer readable storage medium; the computer instructions are read and executed by the processor of the computer device to implement the torque control method according to any one of claims 1 to 6.

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