A dual electric drive axle power control method

Abstract

The present application provides a dual electric drive axle power control method, which relates to the field of vehicle drive technology, wherein the method includes: obtaining the shaft speed difference between the trailing axle of the target vehicle and the two electric drive axles as the current shaft speed difference corresponding to the two electric drive axles; determining whether the two electric drive axles are in a preset wheel slip condition according to the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle; if one of the two electric drive axles is in a preset wheel slip condition, then according to the current shaft speed difference corresponding to the two electric drive axles, a torque control mode is adopted to control one electric drive axle to transfer torque to the other electric drive axle; if both electric drive axles meet the preset wheel slip condition, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the target speed. The present application ensures the stability of the wheel speed of the drive wheel corresponding to the electric drive axle, and prevents the target vehicle from being in a wheel slip condition continuously.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a dual electric drive axle power control method. Background Art

[0002] The electric drive axle deeply integrates the motor, the speed change mechanism and the main reduction mechanism. Compared with the traditional central drive, its structure is more compact and the transmission efficiency is higher. It is the main development direction of new energy pure electric power system. For light commercial vehicles, the driving mode is mostly single electric drive axle direct drive, and its control mode is relatively simple. However, for medium and heavy commercial vehicles, due to their strong demand for vehicle power, dual electric drive axles are required to work together.

[0003] At present, when the dual electric drive axle is working, it obtains the current vehicle speed and the driver's torque demand, and determines the optimal dual electric drive axle torque distribution ratio based on the correspondence between the current vehicle speed and the driver's torque demand and the optimal dual electric drive axle torque distribution ratio, and controls the dual electric drive axle based on the optimal dual electric drive axle torque distribution ratio.

[0004] However, when controlling the dual electric drive axles, when both wheels are on a low-adhesion road, keeping the total torque unchanged while transferring the torque between the dual electric drive axles will cause the wheels to slip in turn, and the dual electric drive axles cannot be accurately controlled. When both wheels slip at the same time, the torque transfer cannot be successful, and the vehicle will continue to be in a wheel slipping condition. Summary of the invention

[0005] The purpose of the present application is to provide a dual electric drive axle power control method to address the deficiencies in the above-mentioned prior art, thereby improving the accuracy of dual electric drive axle control, ensuring the stability of the wheel speed of the drive wheels corresponding to the dual electric drive axles, and avoiding the target vehicle from being in a continuous wheel slip condition.

[0006] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0007] In a first aspect, an embodiment of the present application provides a dual electric drive axle power control method, the method comprising:

[0008] Obtaining a shaft speed difference between the tag axle and the two electric drive axles of the target vehicle as a current shaft speed difference corresponding to the two electric drive axles;

[0009] Determining whether the two electric drive axles are in a preset wheel slip condition according to a current shaft speed difference corresponding to the two electric drive axles and a preset shaft speed difference threshold corresponding to each of the electric drive axles;

[0010] If one of the two electric drive axles is in the preset wheel slip condition, a torque control mode is adopted to control the one electric drive axle to transfer torque to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles;

[0011] If both of the two electric drive axles satisfy the preset wheel slip condition, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to a target speed.

[0012] Optionally, determining whether the two electric drive axles are in a preset wheel slip condition according to a current shaft speed difference corresponding to the two electric drive axles and a preset shaft speed difference threshold corresponding to each of the electric drive axles includes:

[0013] Determine whether a first shaft speed difference corresponding to a slave drive axle of the two electric drive axles is greater than or equal to a first preset shaft speed difference threshold corresponding to the slave drive axle;

[0014] If the first shaft speed difference corresponding to the slave drive axle is greater than or equal to the first preset shaft speed difference threshold, it is determined that the slave drive axle is in a preset wheel slip condition;

[0015] If the first shaft speed difference corresponding to the slave drive axle is less than the first preset shaft speed difference threshold, it is determined that the slave drive axle is not in a preset wheel slip condition;

[0016] Determine whether a second shaft speed difference corresponding to the main drive axle of the two electric drive axles is greater than or equal to a second preset shaft speed difference threshold, wherein the second preset shaft speed difference threshold is greater than the first preset shaft speed difference threshold;

[0017] If the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, it is determined that the main drive axle is in a preset wheel slip condition;

[0018] If the first shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, it is determined that the main drive axle is not in a preset wheel slip condition.

[0019] Optionally, the adopting a torque control mode to control the torque transfer from one electric drive axle to another electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles includes:

[0020] Calculating torque distribution coefficients corresponding to the two electric drive axles according to the current shaft speed difference corresponding to the two electric drive axles;

[0021] According to the torque distribution coefficients corresponding to the two electric drive axles, the torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, the one electric drive axle is controlled to transfer the torque to the other electric drive axle.

[0022] Optionally, after the torque control mode is adopted to control the torque transfer from one electric drive axle to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles, the method further includes:

[0023] Re-acquiring the shaft speed difference between the other electric drive axle and the tag axle as a new shaft speed difference of the other electric drive axle;

[0024] re-determining whether the other electric drive axle is in the preset wheel slip condition according to the new shaft speed difference of the other electric drive axle;

[0025] If the other electric drive axle is still not in the preset wheel slip condition, the torque control mode is adopted to control the one electric drive axle and the other electric drive axle to restore to the preset torque.

[0026] Optionally, after the torque control mode is adopted to control the torque transfer from one electric drive axle to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles, the method further includes:

[0027] If the other electric drive axle is in the preset wheel slip condition, determining a new shaft speed of the other electric drive axle after the torque transfer as a first target speed;

[0028] The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the first target speed.

[0029] Optionally, adopting the speed control mode to control the shaft speeds of the two electric drive axles to drop to the first target speed includes:

[0030] The speed control mode is adopted, and according to the first speed correction coefficients corresponding to the plurality of first preset speed control stages, the shaft speed of the one electric drive axle is controlled step by step to decrease to the first target speed.

[0031] Optionally, if the shaft speed of the tag axle is greater than a preset minimum shaft speed, after controlling the shaft speeds of the two electric drive axles to drop to the first target speed, the method further includes:

[0032] Determine the shaft speed of the tag axle and the first target speed, and calculate a target shaft speed difference;

[0033] Determining whether the two electric drive axles are still in the preset wheel slip condition according to the target shaft speed difference and the preset shaft speed difference threshold corresponding to each of the electric drive axles;

[0034] If the two electric drive axles are still in the preset wheel slip condition, determining the shaft speed of the trailing axle to be the second target speed;

[0035] The speed control mode is adopted to continue to control the shaft speeds of the two electric drive axles to drop to the second target speed.

[0036] Optionally, the adopting the speed control mode to continue controlling the shaft speeds of the two electric drive axles to drop to the second target speed includes:

[0037] By adopting the speed control mode, the shaft speeds of the two electric drive axles are controlled to drop to the second target speed in stages according to the second speed correction coefficients corresponding to the plurality of second preset speed control stages.

[0038] Optionally, the adopting of the speed control mode to control the shaft speeds of the two electric drive axles to drop to a target speed includes:

[0039] If the two electric drive axles are both in the preset wheel slip condition, and the shaft speed of the tag axle is greater than the preset minimum shaft speed, determining the shaft speed of the tag axle to be the third target speed;

[0040] The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the third target speed.

[0041] Optionally, the adopting the speed control mode to control the shaft speeds of the two electric drive axles to drop to the third target speed includes:

[0042] By adopting the speed control mode, according to the third speed correction coefficient and the fourth speed correction number corresponding to a plurality of third preset speed control stages, the shaft speeds of the two electric drive axles are controlled to drop to the third target speed in stages.

[0043] In a second aspect, another embodiment of the present application provides a dual electric drive axle power control device, the device comprising:

[0044] An acquisition module, used for acquiring a shaft speed difference between a tag axle and two electric drive axles of a target vehicle as a current shaft speed difference corresponding to the two electric drive axles;

[0045] A determination module, configured to determine whether the two electric drive axles are in a preset wheel slip condition according to a current shaft speed difference corresponding to the two electric drive axles and a preset shaft speed difference threshold corresponding to each of the electric drive axles;

[0046] A first control module is configured to control the torque transfer from one electric drive axle to the other electric drive axle in a torque control mode according to the current shaft speed difference corresponding to the two electric drive axles if one of the two electric drive axles is in the preset wheel slip condition;

[0047] The second control module is used to adopt a speed control mode to control the shaft speeds of the two electric drive axles to drop to a target speed if both of the two electric drive axles meet the preset wheel slip condition.

[0048] In the third aspect, another embodiment of the present application provides a vehicle control device, including: a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle control device is running, the processor communicates with the memory, and the processor executes the machine-readable instructions to perform the steps of the dual electric drive axle power control method as described in any one of the first aspects above.

[0049] In a fourth aspect, another embodiment of the present application provides a storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the dual electric drive axle power control method as described in any one of the first aspects above are executed.

[0050] In a fifth aspect, another embodiment of the present application provides a vehicle control system, the vehicle control system comprising: a vehicle control device, a power battery, a tag-along bridge, and a dual electric drive bridge, the dual electric drive bridges are respectively provided with a drive motor and a first speed sensor, the tag-along bridge is also provided with a second speed sensor, the first speed sensor and the second speed sensor are both communicatively connected to the vehicle control device, the vehicle control device is communicatively connected to the power battery, and the power battery is electrically connected to the drive motor on the dual electric drive bridge to control the dual electric drive bridge;

[0051] The vehicle control device is used to execute the steps of any dual electric drive axle power control method described in the first aspect above.

[0052] In a sixth aspect, another embodiment of the present application provides an electric vehicle, comprising: a vehicle body and the vehicle power system described in the fifth aspect above, which is arranged on the vehicle body.

[0053] The beneficial effects of this application are:

[0054] In an embodiment of the present application, the shaft speed difference between the trailing axle and the two electric drive axles of the target vehicle is obtained as the current shaft speed difference corresponding to the two electric drive axles; based on the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle, it is determined whether the two electric drive axles are in a preset wheel slip condition; if one of the two electric drive axles is in the preset wheel slip condition, then based on the current shaft speed difference corresponding to the two electric drive axles, a torque control mode is adopted to control one electric drive axle to transfer torque to the other electric drive axle; if both electric drive axles meet the preset wheel slip condition, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the target speed. The present application determines the control mode of the electric drive axle of the target vehicle according to whether the two electric drive axles are in a preset wheel slip condition. The electric drive axle can be controlled not only by a torque control mode but also by a speed control mode. The target speed control adaptively changes according to the shaft speed difference, so that the shaft speed of the electric drive axle will not change suddenly, and the wheel speed of the drive wheel corresponding to the electric drive axle is guaranteed to be stable, and the target vehicle has better ride comfort under wheel slip conditions. The accuracy of the control of the dual electric drive axles is improved, and the target vehicle is prevented from being in a wheel slip condition continuously. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0056] Figure 1 A schematic flow chart of a dual electric drive axle power control method provided in an embodiment of the present application;

[0057] Figure 2 A schematic diagram of a flow chart for determining whether an electric drive axle is in a preset wheel slip condition in a dual electric drive axle power control method provided in an embodiment of the present application;

[0058] Figure 3 A schematic diagram of a flow chart for determining whether an electric drive axle is in a preset wheel slip condition in another dual electric drive axle power control method provided in an embodiment of the present application;

[0059] Figure 4 A schematic diagram of a flow chart of a torque control mode control in a first dual electric drive axle power control method provided in an embodiment of the present application;

[0060] Figure 5 A schematic diagram of a flow chart of a torque control mode control in a second dual electric drive axle power control method provided in an embodiment of the present application;

[0061] Figure 6 A schematic diagram of a torque transfer process in a dual electric drive axle power control method provided in an embodiment of the present application;

[0062] Figure 7 A schematic diagram of a flow chart of a speed control mode control in a first dual electric drive axle power control method provided in an embodiment of the present application;

[0063] Figure 8 A schematic diagram of the control process of the first preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application;

[0064] Fig. 9 A schematic diagram of a flow chart of a speed control mode control in a second dual electric drive axle power control method provided in an embodiment of the present application;

[0065] Fig.10 A schematic diagram of the control process of the second preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application;

[0066] Fig.11 A schematic diagram of a flow chart of a speed control mode control in a fourth dual electric drive axle power control method provided in an embodiment of the present application;

[0067] Fig.12 A schematic diagram of the control process of the third preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application;

[0068] Fig.13 A schematic structural diagram of a dual electric drive axle power control device provided in an embodiment of the present application;

[0069] Fig.14 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application;

[0070] Fig.15 A schematic diagram of the structure of a vehicle power system provided in an embodiment of the present application;

[0071] Fig.16 A schematic diagram of the structure of an electric vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0072] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0073] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0074] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0075] In order to clearly describe the dual electric drive axle power control method provided in the embodiment of the present application, the dual electric drive axle power control method is explained as follows in combination with multiple accompanying drawings. The dual electric drive axle power control method in the present application is applied to a vehicle control device of an electric vehicle. The electric vehicle may include a follower axle and two electric drive axles. The two electric drive axles are each provided with a speed sensor and a drive motor. The two electric drive axles do not need to be mechanically connected through a transmission shaft, and the control of the electric drive axles is achieved by driving the drive motors of the electric drive axles.

[0076] Figure 1 A schematic diagram of a dual electric drive axle power control method provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, the method includes:

[0077] Step 101: Obtain the shaft speed difference between the tag axle and two electric drive axles of the target vehicle as the current shaft speed difference corresponding to the two electric drive axles.

[0078] The target vehicle is a dual-axle electric drive axle commercial vehicle, and the target vehicle may include a tag axle and two electric drive axles. The tag axle does not need to be provided with a drive motor, and the tag axle is used to automatically adjust the position and angle of the tire according to the steering angle of the target. The two electric drive axles are respectively provided with drive motors, and the electric drive axles can be driven by the drive motors. The tag axle and the two electric drive axles are respectively provided with speed sensors, which are used to determine the shaft speeds of the tag axle and the two electric drive axles.

[0079] Optionally, the shaft speed difference between the tag axle and the two electric drive axles of the target vehicle can be determined by respectively obtaining the shaft speed of the tag axle and the two electric drive axles, and subtracting the shaft speed of the tag axle from the shaft speed of the two electric drive axles. The shaft speed difference between the tag axle and the two electric drive axles is used as the current shaft speed difference corresponding to the two electric drive axles.

[0080] Optionally, before respectively acquiring the shaft speeds of the tag axle and the two electric drive axles, it is determined that the electronic inter-axle differential function of the target vehicle can be turned on.

[0081] Step 102: Determine whether the two electric drive axles are in a preset wheel slip condition according to the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle.

[0082] The shaft speed difference threshold of the vehicle is determined according to the vehicle model, and different electric drive axles correspond to different shaft speed difference thresholds. The wheel slip condition indicates that the driving force of the electric drive axle is too large during the driving process of the vehicle, exceeding the maximum static friction between the wheel and the ground, causing the wheel corresponding to the slipping electric drive axle to spin, thereby causing the wheel to slip.

[0083] Optionally, a preset shaft speed difference threshold of the target vehicle is determined based on the target vehicle, and the current shaft speed difference corresponding to the two electric drive axles is compared with the preset shaft speed difference threshold of the target vehicle. When the current shaft speed difference corresponding to a certain electric drive axle is greater than the preset shaft speed difference threshold of the target vehicle, it indicates that the electric drive axle is in a preset wheel slip condition.

[0084] If one of the two electric drive axles is in the preset wheel slip condition, step 103 is executed.

[0085] Step 103 : According to the current shaft speed difference corresponding to the two electric drive axles, a torque control mode is adopted to control one electric drive axle to transfer torque to the other electric drive axle.

[0086] Among them, the torque control mode is a mode for adjusting the torque of the electric drive axle.

[0087] Optionally, if one of the two electric drive axles is in a preset wheel slip condition, that is, the shaft speed difference of one of the two electric drive axles is greater than or equal to a preset shaft speed difference threshold corresponding to the electric drive axle, and the shaft speed difference of the other electric drive axle is less than the preset shaft speed difference threshold corresponding to the electric drive axle, then the torque control mode is adopted to transfer the torque of the electric drive axle whose shaft speed difference is greater than or equal to the preset shaft speed difference threshold to the other electric drive axle whose shaft speed difference is less than the preset shaft speed difference threshold.

[0088] If both electric drive axles meet the preset wheel slip condition, step 104 is executed.

[0089] Step 104 , adopting the speed control mode to control the shaft speeds of the two electric drive axles to drop to the target speeds.

[0090] The speed control mode is a mode for adjusting the shaft speed of the electric drive axle. The target speed is determined according to the slippage of the target vehicle, and can be the shaft speed of the tag axle or the shaft speed of the electric drive axle corresponding to the rear slipping wheel.

[0091] Optionally, if both electric drive axles meet the preset wheel slip condition, that is, the shaft speeds of the two electric drive axles are greater than or equal to the preset shaft speed difference threshold corresponding to the electric drive axles, the speed control mode is adopted at this time to control the shaft speeds of the two electric drive axles so that the shaft speeds of the two electric drive axles drop to the target speed.

[0092] In an embodiment of the present application, the shaft speed difference between the trailing axle and the two electric drive axles of the target vehicle is obtained as the current shaft speed difference corresponding to the two electric drive axles; based on the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle, it is determined whether the two electric drive axles are in a preset wheel slip condition; if one of the two electric drive axles is in the preset wheel slip condition, then based on the current shaft speed difference corresponding to the two electric drive axles, a torque control mode is adopted to control one electric drive axle to transfer torque to the other electric drive axle; if both electric drive axles meet the preset wheel slip condition, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the target speed. The present application determines the control mode of the electric drive axle of the target vehicle according to whether the two electric drive axles are in a preset wheel slip condition. The electric drive axle can be controlled not only by a torque control mode but also by a speed control mode. The target speed control adaptively changes according to the shaft speed difference, so that the shaft speed of the electric drive axle will not change suddenly, and the wheel speed of the drive wheel corresponding to the electric drive axle is guaranteed to be stable, and the target vehicle has better ride comfort under wheel slip conditions. The accuracy of the control of the dual electric drive axles is improved, and the target vehicle is prevented from being in a wheel slip condition continuously.

[0093] On the basis of the above embodiments, the present application further provides a process for determining whether the electric drive axle is in a preset wheel slip condition in a dual electric drive axle power control method. Figure 2 A schematic diagram of a flow chart of determining whether an electric drive axle is in a preset wheel slip condition in a dual electric drive axle power control method provided in an embodiment of the present application, such as Figure 2 As shown, in the above step 102, according to the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle, determining whether the two electric drive axles are in the preset wheel slip condition includes:

[0094] Step 201 : Determine whether a first shaft speed difference corresponding to a slave drive axle of two electric drive axles is greater than or equal to a first preset shaft speed difference threshold corresponding to the slave drive axle.

[0095] The slave drive axle is generally the middle axle of the target vehicle. The first preset shaft speed difference threshold corresponding to the slave drive axle is determined according to the model of the target vehicle.

[0096] Optionally, the shaft speed corresponding to the slave drive axle and the shaft speed of the follower axle in the two electric drive axles are obtained, and the difference between the shaft speed of the slave drive axle and the shaft speed of the follower axle is determined as the first speed difference, and the first speed is compared with a first preset shaft speed difference threshold corresponding to the slave drive axle to determine whether the first shaft speed difference is greater than or equal to the first preset shaft speed difference threshold corresponding to the slave drive axle.

[0097] Step 202: If the first shaft speed difference corresponding to the slave drive axle is greater than or equal to a first preset shaft speed difference threshold, it is determined that the slave drive axle is in a preset wheel slip condition.

[0098] Optionally, if the first shaft speed difference corresponding to the slave drive axle is greater than or equal to a first preset shaft speed difference threshold, that is, the driving force provided by the slave drive axle is too large and exceeds the maximum static friction between the wheel and the ground, the wheel corresponding to the slave electric drive axle idles, and the slave drive axle is in a preset wheel slip condition.

[0099] Step 203: If the first shaft speed difference corresponding to the slave drive axle is less than the first preset shaft speed difference threshold, it is determined that the slave drive axle is not in a preset wheel slip condition.

[0100] Optionally, if the first shaft speed difference corresponding to the slave drive axle is less than a first preset shaft speed difference threshold, that is, the driving force provided by the slave drive axle is less than the maximum static friction between the wheel and the ground, the wheel corresponding to the slave electric drive axle does not idle, and the slave drive axle is not in a preset wheel slip condition.

[0101] In an embodiment of the present application, it is determined whether the first shaft speed difference corresponding to the slave drive axle in the two electric drive axles is greater than or equal to the first preset shaft speed difference threshold corresponding to the slave drive axle; if the first shaft speed difference corresponding to the slave drive axle is greater than or equal to the first preset shaft speed difference threshold, it is determined that the slave drive axle is in a preset wheel slip condition; if the first shaft speed difference corresponding to the slave drive axle is less than the first preset shaft speed difference threshold, it is determined that the slave drive axle is not in a preset wheel slip condition. The present application determines whether the slave drive axle is in a preset wheel slip condition based on the shaft speed difference between the slave drive axle and the follower axle, can monitor the target vehicle in real time, more accurately identify whether the target vehicle is in a preset wheel slip condition, and improves the accuracy of power control of the dual electric drive axles.

[0102] On the basis of the above-mentioned embodiment, the present application also provides another process for determining whether the electric drive axle is in a preset wheel slip condition in a dual electric drive axle power control method. Figure 3 A schematic diagram of a flow chart for determining whether an electric drive axle is in a preset wheel slip condition in another dual electric drive axle power control method provided in an embodiment of the present application, such as Figure 3 As shown, in the above step 102, according to the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each electric drive axle, determining whether the two electric drive axles are in the preset wheel slip condition includes:

[0103] Step 301: Determine whether a second shaft speed difference corresponding to a main drive axle of two electric drive axles is greater than or equal to a second preset shaft speed difference threshold.

[0104] The main drive axle is generally the rear axle of the target vehicle. The second preset shaft speed difference threshold corresponding to the main drive axle is determined according to the model of the target vehicle. The second preset shaft speed difference threshold is greater than the first preset shaft speed difference threshold.

[0105] Optionally, the shaft speed corresponding to the main drive axle and the shaft speed of the tag axle of the two electric drive axles are obtained, and the difference between the shaft speed of the main drive axle and the shaft speed of the tag axle is determined as a second shaft speed difference, and the second shaft speed difference is compared with a second preset shaft speed difference threshold corresponding to the main drive axle to determine whether the second shaft speed difference is greater than or equal to the second preset shaft speed difference threshold corresponding to the main drive axle.

[0106] Step 302: If the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, it is determined that the main drive axle is in a preset wheel slip condition.

[0107] Optionally, if the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, that is, the driving force provided by the main drive axle is too large and exceeds the maximum static friction between the wheels and the ground, the wheels corresponding to the main electric drive axle idle, and the main drive axle is in a preset wheel slip condition.

[0108] Step 303: If the second shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, it is determined that the main drive axle is not in a preset wheel slip condition.

[0109] Optionally, if the second shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, that is, the driving force provided by the main drive axle is less than the maximum static friction between the wheel and the ground, the wheels corresponding to the main electric drive axle do not idle, and the main drive axle is not in a preset wheel slip condition.

[0110] In an embodiment of the present application, it is determined whether the second shaft speed difference corresponding to the main drive axle of the two electric drive axles is greater than or equal to the second preset shaft speed difference threshold corresponding to the main drive axle; if the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, it is determined that the main drive axle is in a preset wheel slip condition; if the second shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, it is determined that the main drive axle is not in a preset wheel slip condition. The present application determines whether the main drive axle is in a preset wheel slip condition based on the shaft speed difference between the main drive axle and the trailing axle, can monitor the target vehicle in real time, more accurately identify whether the target vehicle is in a preset wheel slip condition, and improves the accuracy of power control of the dual electric drive axles.

[0111] Based on the above embodiments, the present application also provides a process of controlling the torque control mode in the first dual electric drive axle power control method. Figure 4 A schematic diagram of the flow of the torque control mode control in the first dual electric drive axle power control method provided in the embodiment of the present application, such as Figure 4 As shown, in the above step 103, according to the current shaft speed difference corresponding to the two electric drive axles, a torque control mode is adopted to control one electric drive axle to transfer torque to another electric drive axle, including:

[0112] Step 401: Calculate torque distribution coefficients corresponding to the two electric drive axles according to the current shaft speed difference corresponding to the two electric drive axles.

[0113] Optionally, the torque distribution coefficient of one electric drive axle is calculated by formula (1) according to the current shaft speed difference corresponding to the two electric drive axles: .

[0114]

[0115] in, is the torque distribution coefficient of an electric drive axle, is the current shaft speed difference of an electric drive axle, is the current shaft speed difference of the other electric drive axle.

[0116] Optionally, when the total torque remains unchanged, the torque distribution coefficient of another electric drive axle is determined by formula (2) according to the torque distribution coefficient of one electric drive axle: .

[0117]

[0118] Step 402: According to the torque distribution coefficients corresponding to the two electric drive axles, a torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, one electric drive axle is controlled to transfer torque to the other electric drive axle.

[0119] Optionally, at this time, the torque distribution coefficient of the two electric drive axles is the torque distribution coefficient in the wheel slip condition, so the torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, control one electric drive axle to reduce the torque, and transfer the reduced torque to the other electric drive axle.

[0120] Optionally, according to the redistributed torque, the specific process of controlling one electric drive axle to transfer torque to another electric drive axle may be: according to the redistributed torque, calculating the torque transfer amount of one electric drive axle, according to the torque transfer amount, calculating the torque transfer rate, and according to the torque transfer rate, controlling one electric drive axle to transfer torque to another electric drive axle. The torque transfer rate is the ratio of the torque transfer amount to the torque transfer time interval.

[0121] In the embodiment of the present application, according to the current shaft speed difference corresponding to the two electric drive axles, the torque distribution coefficients corresponding to the two electric drive axles are calculated respectively, and according to the torque distribution coefficients corresponding to the two electric drive axles, the torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, control one electric drive axle to transfer torque to another electric drive axle. In the present application, the preset total torque is distributed according to the torque distribution coefficient, and the torque transfer from one electric drive axle to another electric drive axle is controlled, which can accurately distribute the torque, reduce the energy loss of the target vehicle, and improve the energy efficiency of the target vehicle.

[0122] On the basis of the above embodiments, the present application also provides a process of controlling the torque control mode in the second dual electric drive axle power control method. Figure 5 A schematic diagram of a flow chart of a torque control mode control in a second dual electric drive axle power control method provided in an embodiment of the present application, such as Figure 5 As shown, after the torque control mode is adopted in the above step 103 according to the current shaft speed difference corresponding to the two electric drive axles to control the torque transfer from one electric drive axle to the other electric drive axle, the method further includes:

[0123] Step 501: reacquire the shaft speed difference between another electric drive axle and the follower axle as a new shaft speed difference of the other electric drive axle.

[0124] Optionally, the shaft speed of the other electric drive axle and the shaft speed of the tag axle are respectively obtained to determine the shaft speed difference between the other electric drive axle and the tag axle, and the shaft speed difference between the other electric drive axle and the tag axle is used as the new shaft speed difference of the other electric drive axle.

[0125] Step 502: Re-determine whether the other electric drive axle is in a preset wheel slip condition according to the new shaft speed difference of the other electric drive axle.

[0126] Optionally, the new shaft speed difference of the other electric drive axle is compared with a preset shaft speed difference threshold, and whether the other electric drive axle is in a preset wheel slip condition is re-determined based on the comparison result. If the other electric drive axle is a slave drive axle, the new shaft speed difference of the other electric drive axle is determined to be compared with a first preset shaft speed difference threshold, and whether the other electric drive axle is in a preset wheel slip condition is re-determined. If the other electric drive axle is a master drive axle, the new shaft speed difference of the other electric drive axle is determined to be compared with a second preset shaft speed difference threshold, and whether the other electric drive axle is in a preset wheel slip condition is re-determined.

[0127] If the other electric drive axle is still not in the preset wheel slip condition, step 503 is executed.

[0128] Step 503: adopt the torque control mode to control one electric drive axle and the other electric drive axle to restore to the preset torque.

[0129] The preset torque is the torque ratio coefficient when the target vehicle is not in a normal wheel slip condition.

[0130] Optionally, if the other electric drive axle is still not in the preset wheel slip condition, it means that the shaft speed difference of the other electric drive axle is indeed less than the preset shaft speed difference threshold corresponding to the other electric drive axle, then the preset torque of the target vehicle is determined, and the torque control mode is adopted to control one electric drive axle and the other electric drive axle to restore to the preset torque.

[0131] By way of example, the torque control process provided in the embodiments of the present application is described with reference to the accompanying drawings. Figure 6 A schematic diagram of the torque transfer process in a dual electric drive axle power control method provided in an embodiment of the present application is shown in FIG. Figure 6As shown, the horizontal axis is time T in seconds S, and the vertical axis is torque T in Newton meters Nm. At t0, the target vehicle is driven normally, and the torque is distributed to each electric drive axle according to the preset coefficient. At t1, the wheel corresponding to one electric drive axle begins to slip. At this time, it can be determined that the wheel adhesion coefficient corresponding to one electric drive axle is low, and the wheel adhesion coefficient corresponding to the other electric drive axle is high. The torque of the other electric drive axle is distributed to the torque of one electric drive axle. At t2, the torque distribution is completed. At t3, the target vehicle is driving stably, and the torque distribution coefficient returns to the preset ratio. At t4, the wheel corresponding to one electric drive axle begins to slip again, but this time the slippage is larger. In order to prevent the motor from overspeeding, more torque needs to be transferred, and the torque transfer rate is larger.

[0132] In the embodiment of the present application, the shaft speed difference between the other electric drive axle and the trailing axle is re-acquired as the new shaft speed difference of the other electric drive axle, and whether the other electric drive axle is in the preset wheel slip condition is re-determined according to the new shaft speed difference of the other electric drive axle. If the other electric drive axle is still not in the preset wheel slip condition, the torque control mode is adopted to control one electric drive axle and the other electric drive axle to restore to the preset torque. After adjusting the shaft speed difference of the electric drive axle, the driving state of the target vehicle can still be kept unchanged, so that the target vehicle can drive more smoothly.

[0133] On the basis of the above embodiments, the present application also provides a process of controlling the speed control mode in the first dual electric drive axle power control method. Figure 7 A schematic diagram of a flow chart of a speed control mode control in a first dual electric drive axle power control method provided in an embodiment of the present application, such as Figure 7 As shown, after the torque control mode is adopted in the above step 103 according to the current shaft speed difference corresponding to the two electric drive axles to control the torque transfer from one electric drive axle to the other electric drive axle, the method further includes:

[0134] If the other electric drive axle is in the preset wheel slip condition, step 701 is executed.

[0135] Step 701: Determine a new shaft speed of another electric drive axle after the torque transfer as a first target speed.

[0136] Optionally, if the other electric drive axle is in a preset wheel slip condition, it means that both electric drive axles are in a preset wheel slip condition, and the two electric drive axles cannot be controlled by the torque control mode, and need to be controlled by the speed control mode. At this time, it is necessary to determine the target control speed of the speed control mode, that is, the first target speed, and the new shaft speed of the other electric drive axle after the torque transfer can be used as the first target speed, that is, the new shaft speed of the electric drive axle corresponding to the rear slipping wheel is used as the first target speed.

[0137] Step 702: adopt the speed control mode to control the shaft speed of an electric drive axle to drop to a first target speed.

[0138] Optionally, a speed control mode is adopted to control the shaft speed of the electric drive axle corresponding to the wheel that slips first to decrease, so that the shaft speed of one electric drive axle is the same as the shaft speed of another electric drive axle, that is, the shaft speed of one electric drive axle is controlled to decrease to the first target speed.

[0139] In an embodiment of the present application, if the target vehicle is still in a wheel slip condition after the torque control mode is controlled, the two electric drive axles need to be controlled through the speed control mode. When both electric drive axles are in a wheel slip condition, the corresponding drive wheel speeds can be stabilized, and the shaft speeds of the two electric drive axles can be kept consistent, thereby making the target vehicle run more smoothly.

[0140] On the basis of the above embodiments, the present application also provides a process of controlling the speed control mode in the first dual electric drive axle power control method, such as using the speed control mode in the above step 702 to control the shaft speed of one electric drive axle to drop to the first target speed, including:

[0141] The speed control mode is adopted, and the shaft speed of an electric drive axle is controlled to decrease to the first target speed step by step according to the first speed correction coefficients corresponding to the plurality of first preset speed control stages.

[0142] Among them, the first preset speed control stage corresponds to the first speed correction coefficient. When the first preset speed control stage is one stage, the first speed correction coefficient is 1. When the first preset speed control stage is one stage and there are multiple first speed correction coefficients, the sum of the first speed correction coefficients is 1.

[0143] For example, Figure 8 A schematic diagram of the process of controlling the first preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application, such as Figure 8 As shown, the horizontal axis is time T in seconds S, the vertical axis is speed V in revolutions per minute RPM, the shaft speed of an electric drive axle differs from the first target speed by dv1, the first preset speed control stage is three stages, and there are correspondingly three first speed correction coefficients k1, k2 and k3, and the sum of the three first speed correction coefficients k1, k2 and k3 is 1. In the speed control mode, according to the three first speed correction coefficients corresponding to the three first preset speed control stages, the shaft speed of an electric drive axle is controlled to drop to the first target speed stage by stage.

[0144] In an embodiment of the present application, a speed control mode is adopted to control the shaft speed of an electric drive axle to decrease according to the first speed correction coefficients corresponding to multiple first preset speed control stages, so that the target vehicle can travel more smoothly and avoid accidents of the target vehicle.

[0145] On the basis of the above embodiment, if the shaft speed of the tag axle is greater than the preset minimum shaft speed, the present application also provides a process of controlling the speed control mode in the second dual electric drive axle power control method, Fig. 9 A schematic diagram of a flow chart of a speed control mode control in a second dual electric drive axle power control method provided in an embodiment of the present application, such as Fig. 9 As shown, as in the above step 702, after the speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the first target speed, the method further includes:

[0146] Step 901, determine the shaft speed of the tag axle and the first target speed, and calculate the target shaft speed difference.

[0147] The first target speed is the shaft speed of the two electric drive axles, and the preset minimum shaft speed is 0.

[0148] Optionally, if the shaft speed of the taggant axle is greater than a preset minimum shaft speed, that is, the shaft speed of the taggant axle is greater than 0, the shaft speed of the taggant axle and the first target speed are subtracted to calculate the target shaft speed difference.

[0149] Step 902: Determine whether the two electric drive axles are still in a preset wheel slip condition based on the target shaft speed difference and the preset shaft speed difference threshold corresponding to each electric drive axle.

[0150] The preset shaft speed difference threshold is a first preset shaft speed difference threshold and a second preset shaft speed difference threshold.

[0151] Optionally, the target shaft speed difference is compared with a first preset shaft speed difference threshold and a second preset shaft speed difference threshold respectively to determine whether the two electric drive axles are still in a preset wheel slip condition.

[0152] Step 903: If the two electric drive axles are still in the preset wheel slip condition, determine the shaft speed of the trailing axle to be the second target speed.

[0153] Optionally, if both electric drive axles are still in the preset wheel slip condition, it means that the target shaft speed difference is greater than or equal to any one of the first preset shaft speed difference threshold and the second preset shaft speed difference threshold, and the two electric drive axles cannot be controlled according to the shaft speeds of the two electric drive axles. At this time, the second stage of the speed control mode is entered, and the shaft speed of the trailing axle is used as the second target speed to control the two electric drive axles.

[0154] Step 904: adopt the speed control mode to continue to control the shaft speeds of the two electric drive axles to drop to the second target speed.

[0155] Optionally, in the second stage of the speed control mode, the shaft speeds of the two electric drive axles are reduced, so that the shaft speeds of the two electric drive axles are reduced to the shaft speed of the trailing axle, that is, the second target speed.

[0156] In an embodiment of the present application, after the shaft speeds of the two electric drive axles are controlled by the speed control mode, the two electric drive axles are still in a preset wheel slip condition, and the shaft speeds of the two electric drive axles are controlled by the second stage of the speed control mode, so that the shaft speeds of the two electric drive axles are both reduced to the shaft speed of the trailing axle, thereby ensuring accurate control of the target vehicle, avoiding continuous slipping of the target vehicle, and the speed will not change suddenly, thereby keeping the wheel speed of the electric drive axle stable.

[0157] On the basis of the above embodiment, the present application also provides a process of controlling the speed control mode in the third dual electric drive axle power control method, such as using the speed control mode in the above step 904 to continue to control the shaft speeds of the two electric drive axles to drop to the second target speed, including:

[0158] The speed control mode is adopted, and the shaft speeds of the two electric drive axles are controlled to drop to the second target speed in stages according to the second speed correction coefficients corresponding to the plurality of second preset speed control stages.

[0159] Among them, the second preset speed control stage corresponds to the second speed correction coefficient. When the second preset speed control stage is one stage, the second speed correction coefficient is 1. When the second preset speed control stage is multiple stages, the second speed correction coefficient is also multiple, and the sum of the multiple second speed correction coefficients is 1.

[0160] For example, Fig.10 A schematic diagram of the process of controlling the second preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application, such as Fig.10 As shown, the horizontal axis is time T in seconds S, the vertical axis is speed V in revolutions per minute RPM, the shaft speed of one electric drive axle differs from the first target speed by dv1, the second target speed differs from the first target speed by dv2, the second preset speed control stage is three stages, and there are correspondingly three second speed correction coefficients a1, a2 and a3, and the sum of the three second speed correction coefficients a1, a2 and a3 is 1. The speed control mode is adopted, and the shaft speeds of the two electric drive axles are controlled to drop to the second target speed stage by stage according to the three second speed correction coefficients corresponding to the three second preset speed control stages.

[0161] In an embodiment of the present application, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to decrease according to the second speed correction coefficients corresponding to multiple second preset speed control stages, so that the target vehicle can travel more smoothly and avoid accidents of the target vehicle.

[0162] Based on the above embodiments, the present application also provides a fourth process of controlling the speed control mode in the dual electric drive axle power control method. Fig.11 A schematic diagram of a flow chart of a speed control mode control in a fourth dual electric drive axle power control method provided in an embodiment of the present application, such as Fig.11 As shown, in the above step 104, the speed control mode is adopted to continue to control the shaft speeds of the two electric drive axles to drop to the target speed, including:

[0163] Step 1101: If both electric drive axles are in a preset wheel slip condition, and the shaft speed of the tag axle is greater than a preset minimum shaft speed, the shaft speed of the tag axle is determined to be a third target speed.

[0164] Among them, the preset minimum shaft speed difference is 0.

[0165] Optionally, when the shaft speed of the tag axle is greater than a preset minimum shaft speed, that is, when the two electric drive axles are in a preset wheel slip condition during the driving of the target vehicle, the shaft speeds of the two electric drive axles may be the same or different, and the shaft speeds of the two electric drive axles need to be reduced to the target speed, so that the shaft speeds of the tag axle and the two electric drive axles of the target vehicle are the same.

[0166] Step 1102: adopt the speed control mode to control the shaft speeds of the two electric drive axles to drop to a third target speed.

[0167] Optionally, a speed control mode is adopted, and the third target speed is used as a control target for the speeds of the two electric drive axle shafts, and the speeds of the two electric drive axle shafts are controlled to drop to the third target speed respectively.

[0168] In the embodiment of the present application, if both electric drive axles are in a preset wheel slip condition and the shaft speed of the tag axle is greater than the preset minimum shaft speed, the shaft speed of the tag axle is determined to be the third target speed, and the speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the third target speed.

[0169] On the basis of the above embodiments, the present application also provides a fifth process of controlling the speed control mode in the dual electric drive axle power control method, such as using the speed control mode in the above step 1102 to control the shaft speeds of the two electric drive axles to drop to a third target speed, including:

[0170] The speed control mode is adopted, and according to the third speed correction coefficient and the fourth speed correction number corresponding to multiple third preset speed control stages, the shaft speeds of the two electric drive axles are controlled to drop to the third target speed in each stage.

[0171] The shaft speeds of the target vehicle's tag axle and two electric drive axles are made consistent, so that the target vehicle is not in a preset wheel slip condition, thereby ensuring the driving safety of the target vehicle.

[0172] Among them, the two electric drive axles respectively have multiple third preset speed control stages, and the third preset speed control stage corresponds to the third speed correction coefficient and the fourth speed correction coefficient. When the third preset speed control stage is three stages, the third speed correction coefficient and the fourth speed correction coefficient are 1. When the third preset speed control stage is multiple stages, the third speed correction coefficient and the fourth speed correction coefficient are multiple, the sum of the third speed correction coefficient is 1, and the sum of the fourth speed correction coefficient is 1.

[0173] For example, Fig.12 A schematic diagram of the control process of the third preset speed control stage in a dual electric drive axle control method provided in an embodiment of the present application, such as Fig.12 As shown, the horizontal axis is time T in seconds S, the vertical axis is speed V in revolutions per minute RPM, the shaft speed of one electric drive axle differs from the third target speed by dv3, the shaft speed of the other electric drive axle differs from the third target speed by dv4, when the target vehicle is in the preset wheel slip condition, the shaft speeds of the two electric drive axles are different, the third preset speed control stage is three stages, and there are correspondingly three third speed correction coefficients q1, q2 and q3, the sum of the three third speed correction coefficients q1, q2 and q3 is 1, and three fourth speed correction coefficients p1, p2 and p3, the sum of the three fourth speed correction coefficients p1, p2 and p3 is 1. The speed control mode is adopted, and according to the three third speed correction coefficients and the three fourth speed correction coefficients corresponding to the three third preset speed control stages, the shaft speeds of the two electric drive axles are controlled to drop to the third target speed stage by stage.

[0174] In an embodiment of the present application, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to decrease according to the third speed correction coefficient and the fourth speed correction coefficient corresponding to multiple third preset speed control stages, so that the target vehicle can run more smoothly and avoid accidents of the target vehicle.

[0175] Based on the same inventive concept, a dual electric drive axle power control device corresponding to the dual electric drive axle power control method is also provided in the embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the above-mentioned dual electric drive axle power control method in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0176] Fig.13 A schematic diagram of the structure of a dual electric drive axle power control device provided in an embodiment of the present application is shown in FIG. Fig.13 As shown, the device comprises:

[0177] An acquisition module 1301 is used to acquire the shaft speed difference between the tag axle and the two electric drive axles of the target vehicle as the current shaft speed difference corresponding to the two electric drive axles;

[0178] A determination module 1302 is used to determine whether the two electric drive axles are in a preset wheel slip condition according to the current shaft speed difference corresponding to the two electric drive axles and a preset shaft speed difference threshold corresponding to each electric drive axle;

[0179] The first control module 1303 is used to control the torque transfer from one electric drive axle to the other electric drive axle in a torque control mode according to the current shaft speed difference between the two electric drive axles if one of the two electric drive axles is in a preset wheel slip condition;

[0180] The second control module 1304 is used to control the shaft speeds of the two electric drive axles to drop to a target speed by adopting a speed control mode if both electric drive axles meet a preset wheel slip condition.

[0181] In a possible implementation manner, the determination module 1302 is specifically used to: determine whether a first shaft speed difference corresponding to a slave drive axle of the two electric drive axles is greater than or equal to a first preset shaft speed difference threshold corresponding to the slave drive axle;

[0182] If the first shaft speed difference corresponding to the slave drive axle is greater than or equal to the first preset shaft speed difference threshold, it is determined that the slave drive axle is in a preset wheel slip condition;

[0183] If the first shaft speed difference corresponding to the slave drive axle is less than the first preset shaft speed difference threshold, it is determined that the slave drive axle is not in the preset wheel slip condition;

[0184] Determine whether a second shaft speed difference corresponding to the main drive axle of the two electric drive axles is greater than or equal to a second preset shaft speed difference threshold, wherein the second preset shaft speed difference threshold is greater than the first preset shaft speed difference threshold;

[0185] If the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, it is determined that the main drive axle is in a preset wheel slip condition;

[0186] If the second shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, it is determined that the main drive axle is not in the preset wheel slip condition.

[0187] In a possible implementation manner, the first control module 1303 is specifically configured to: calculate torque distribution coefficients corresponding to the two electric drive axles according to the current shaft speed difference corresponding to the two electric drive axles;

[0188] According to the torque distribution coefficients corresponding to the two electric drive axles, the torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, control one electric drive axle to transfer torque to another electric drive axle.

[0189] In a possible implementation manner, the first control module 1303 is further configured to: reacquire the shaft speed difference between another electric drive axle and the tag axle as a new shaft speed difference of the other electric drive axle;

[0190] Re-determining whether the other electric drive axle is in a preset wheel slip condition according to the new shaft speed difference of the other electric drive axle;

[0191] If the other electric drive axle is still not in the preset wheel slip condition, the torque control mode is adopted to control one electric drive axle and the other electric drive axle to restore to the preset torque.

[0192] In a possible implementation manner, the first control module 1303 is further configured to: if the other electric drive axle enters a preset wheel slip condition, determine a new shaft speed of the other electric drive axle after the torque transfer as the first target speed;

[0193] The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the first target speed.

[0194] In a possible implementation, the first control module 1303 is specifically used to: adopt a speed control mode, and control the shaft speed of an electric drive axle to decrease to a first target speed step by step according to first speed correction coefficients corresponding to multiple first preset speed control stages.

[0195] In a possible implementation manner, the first control module 1303 is further used to: determine the shaft speed of the tag axle and the first target speed, and calculate the target shaft speed difference;

[0196] Determining whether the two electric drive axles are still in a preset wheel slip condition according to the target shaft speed difference and the preset shaft speed difference threshold corresponding to each electric drive axle;

[0197] If both electric drive axles are still in the preset wheel slip condition, the shaft speed of the trailing axle is determined to be the second target speed;

[0198] The speed control mode is adopted to continue to control the shaft speeds of the two electric drive axles to drop to the second target speed.

[0199] In a possible implementation, the first control module 1303 is specifically used to: adopt a speed control mode, and control the shaft speeds of the two electric drive axles to drop to the second target speed stage by stage according to the second speed correction coefficients corresponding to multiple second preset speed control stages.

[0200] In a possible implementation manner, the second control module 1304 is specifically configured to: if both electric drive axles are in a preset wheel slip condition and the shaft speed of the tag axle is greater than a preset minimum shaft speed, determine that the shaft speed of the tag axle is a third target speed;

[0201] The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the third target speed.

[0202] In a possible implementation, the second control module 1304 is specifically used to: adopt a speed control mode, and control the shaft speeds of the two electric drive axles to drop to a third target speed in stages according to a third speed correction coefficient and a fourth speed correction number corresponding to multiple third preset speed control stages.

[0203] For descriptions of the processing flow of each module in the device and the interaction flow between each module, reference may be made to the relevant descriptions in the above method embodiment, which will not be described in detail here.

[0204] The embodiment of the present application also provides a vehicle control device, Fig.14 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application includes: a processor 1401 and a memory 1402. The memory 1402 stores machine-readable instructions executable by the processor 1401. When the vehicle control device is running, the processor 1401 communicates with the memory 1402, and when the machine-readable instructions are executed by the processor 1401, the steps of the above-mentioned dual electric drive axle power control method are executed.

[0205] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the dual electric drive axle power control method are executed.

[0206] Another embodiment of the present application further provides a vehicle power system, Fig.15 A schematic diagram of a vehicle power system provided in an embodiment of the present application is shown in FIG. Fig.15 As shown, the vehicle power system at least includes: a vehicle control device 1501, a power battery 1502, a follower bridge 1503, and a dual electric drive bridge 1504. The dual electric drive bridge 1504 is also provided with a drive motor 1505 and a first speed sensor 1506, respectively. The follower bridge 1503 is also provided with a second speed sensor 1507. The first speed sensor 1506 and the second speed sensor 1507 are both communicatively connected to the vehicle control device 1501. The vehicle control device 1501 is communicatively connected to the power battery 1502. The power battery 1502 is electrically connected to the drive motor 1505 on the dual electric drive bridge 1504 to control the dual electric drive bridge 1504. The vehicle control device 1501 is used to execute the steps of the above-mentioned dual electric drive bridge power control method.

[0207] There is no need for a transmission shaft to mechanically connect the dual electric drive bridges 1504. The dotted line is a communication connection, and the solid line is an electrical connection.

[0208] Another embodiment of the present application provides an electric vehicle, Fig.16A schematic diagram of the structure of an electric vehicle provided in an embodiment of the present application is shown in FIG. Fig.16 As shown, the electric vehicle includes a vehicle body 1601 and the above-mentioned vehicle power system 1600 arranged on the vehicle body.

[0209] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0210] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or part of the technical solution that contributes to the prior art or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), disk or optical disk and other media that can store program code.

[0211] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. A dual electric drive axle power control method, characterized in that: The method comprises: Obtaining a shaft speed difference between the tag axle and the two electric drive axles of the target vehicle as a current shaft speed difference corresponding to the two electric drive axles; Determining whether the two electric drive axles are in a preset wheel slip condition according to a current shaft speed difference corresponding to the two electric drive axles and a preset shaft speed difference threshold corresponding to each of the electric drive axles; If one of the two electric drive axles is in the preset wheel slip condition, a torque control mode is adopted to control the one electric drive axle to transfer torque to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles; If both of the two electric drive axles meet the preset wheel slip condition, a speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to a target speed; After the torque control mode is adopted to control the torque transfer from one electric drive axle to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles, the method further includes: Re-acquiring the shaft speed difference between the other electric drive axle and the tag axle as a new shaft speed difference of the other electric drive axle; re-determining whether the other electric drive axle is in the preset wheel slip condition according to the new shaft speed difference of the other electric drive axle; If the other electric drive axle is still not in the preset wheel slip condition, the torque control mode is adopted to control the one electric drive axle and the other electric drive axle to restore to the preset torque; After the torque control mode is adopted to control the torque transfer from one electric drive axle to the other electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles, the method further includes: If the other electric drive axle is in the preset wheel slip condition, determining a new shaft speed of the other electric drive axle after the torque transfer as a first target speed; The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the first target speed; If the shaft speed of the tag axle is greater than the preset minimum shaft speed; the speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the first target speed, the method further includes: Determine the shaft speed of the tag axle and the first target speed, and calculate a target shaft speed difference; Determining whether the two electric drive axles are still in the preset wheel slip condition according to the target shaft speed difference and the preset shaft speed difference threshold corresponding to each of the electric drive axles; If the two electric drive axles are still in the preset wheel slip condition, determining the shaft speed of the trailing axle to be the second target speed; The speed control mode is adopted to continue to control the shaft speeds of the two electric drive axles to drop to the second target speed.

2. The dual electric drive axle power control method according to claim 1, characterized in that: The determining whether the two electric drive axles are in a preset wheel slip condition according to the current shaft speed difference corresponding to the two electric drive axles and the preset shaft speed difference threshold corresponding to each of the electric drive axles includes: Determine whether a first shaft speed difference corresponding to a slave drive axle of the two electric drive axles is greater than or equal to a first preset shaft speed difference threshold corresponding to the slave drive axle; If the first shaft speed difference corresponding to the slave drive axle is greater than or equal to the first preset shaft speed difference threshold, it is determined that the slave drive axle is in a preset wheel slip condition; If the first shaft speed difference corresponding to the slave drive axle is less than the first preset shaft speed difference threshold, it is determined that the slave drive axle is not in a preset wheel slip condition; Determine whether a second shaft speed difference corresponding to the main drive axle of the two electric drive axles is greater than or equal to a second preset shaft speed difference threshold, wherein the second preset shaft speed difference threshold is greater than the first preset shaft speed difference threshold; If the second shaft speed difference corresponding to the main drive axle is greater than or equal to the second preset shaft speed difference threshold, it is determined that the main drive axle is in a preset wheel slip condition; If the first shaft speed difference corresponding to the main drive axle is less than the second preset shaft speed difference threshold, it is determined that the main drive axle is not in a preset wheel slip condition.

3. The dual electric drive axle power control method according to claim 1, characterized in that: The method adopts a torque control mode to control the torque transfer from one electric drive axle to another electric drive axle according to the current shaft speed difference corresponding to the two electric drive axles, including: Calculating torque distribution coefficients corresponding to the two electric drive axles according to the current shaft speed difference corresponding to the two electric drive axles; According to the torque distribution coefficients corresponding to the two electric drive axles, the torque control mode is adopted to redistribute the preset total torque, and according to the redistributed torque, the one electric drive axle is controlled to transfer the torque to the other electric drive axle.

4. The dual electric drive axle power control method according to claim 1, characterized in that: The adopting the speed control mode to control the shaft speeds of the two electric drive axles to drop to the first target speed includes: The speed control mode is adopted, and according to the first speed correction coefficients corresponding to the plurality of first preset speed control stages, the shaft speed of the one electric drive axle is controlled step by step to decrease to the first target speed.

5. The dual electric drive axle power control method according to claim 1, characterized in that: The adopting the speed control mode to continue controlling the shaft speeds of the two electric drive axles to drop to the second target speed includes: By adopting the speed control mode, the shaft speeds of the two electric drive axles are controlled to drop to the second target speed in stages according to the second speed correction coefficients corresponding to the plurality of second preset speed control stages.

6. The dual electric drive axle power control method according to claim 1, characterized in that: The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the target speeds, including: If the two electric drive axles are both in the preset wheel slip condition, and the shaft speed of the tag axle is greater than the preset minimum shaft speed, determining the shaft speed of the tag axle to be the third target speed; The speed control mode is adopted to control the shaft speeds of the two electric drive axles to drop to the third target speed.

7. The dual electric drive axle power control method according to claim 6, characterized in that: The adopting the speed control mode to control the shaft speeds of the two electric drive axles to drop to the third target speed includes: By adopting the speed control mode, according to the third speed correction coefficient and the fourth speed correction number corresponding to a plurality of third preset speed control stages, the shaft speeds of the two electric drive axles are controlled to drop to the third target speed in stages.

Images