Torque distribution method, vehicle and storage medium

Abstract

This application provides a torque distribution method, a vehicle, and a storage medium, relating to the field of automotive technology. The method includes: determining the vehicle's driving conditions based on driving data; if the driving conditions are braking conditions, determining the driver's input torque, the average speed of multiple motors, and a target speed range for each motor, wherein the target speed range is a speed range where the motor's kinetic energy recovery efficiency is greater than a first preset threshold; determining the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the multiple motors, and the target speed range for each motor; and distributing torque between the front and rear axles of the vehicle based on the torque distribution ratio. This solution distributes torque between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the multiple motors, and the kinetic energy recovery efficiency of each motor, thereby making the torque distribution method more consistent with braking conditions and improving the accuracy of torque distribution.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and particularly relates to a torque distribution method, a vehicle, and a storage medium. Background Technology

[0002] Currently, vehicles typically use electric motors in their drive systems to rotate the front and rear axles, which in turn rotate the wheels at the axle ends, thus achieving forward and backward movement. Therefore, the total torque of the vehicle is determined by the degree to which the driver depresses the accelerator pedal, and then this total torque is distributed to different axle ends to control the vehicle's driving state.

[0003] In related technologies, when distributing total torque, the torque distribution between the front and rear axles of the vehicle is generally based on the mode of the motor in the vehicle's drive system. For example, in the case where the vehicle includes front and rear motors, and both front and rear motors are permanent magnet motors, a centralized four-wheel drive system is used for torque distribution.

[0004] In the aforementioned related technologies, torque distribution is only achieved through the mode of the motor in the drive system, resulting in a relatively simple torque distribution method. Summary of the Invention

[0005] The purpose of this application is to provide a torque distribution method, a vehicle, and a storage medium, which aims to solve the problem that the torque distribution method is relatively simple in the traditional torque distribution process.

[0006] A first aspect of this application provides a torque distribution method, the method comprising:

[0007] Based on the vehicle's driving data, the vehicle's driving conditions are determined.

[0008] If the driving condition is a braking driving condition, determine the driver input torque, the average speed of multiple motors and the target speed range of each motor. The target speed range is the speed range in which the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0009] Based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor, the torque distribution ratio between the front and rear axles of the vehicle is determined;

[0010] Based on the torque distribution ratio of the front and rear axles of the vehicle, torque is distributed to the front and rear axles of the vehicle.

[0011] In some embodiments, determining the torque distribution ratio between the front and rear axles of the vehicle based on the driver input torque, the average speed of the plurality of motors, and the target speed range of each motor includes:

[0012] Determine the target correspondence for matching the target speed range. The target correspondence is the correspondence between the driver's input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle.

[0013] Based on the driver's input torque and the average speed of the multiple motors, the torque distribution ratio corresponding to the driver's input torque and the average speed of the multiple motors is determined from the target correspondence.

[0014] In some embodiments, before determining the torque distribution ratio between the front and rear axles of the vehicle based on the driver input torque, the average speed of the plurality of motors, and the target speed range of each motor, the method further includes:

[0015] Determine the conversion relationship between the motor speed of each motor, the torque of the corresponding shaft of the motor, and the energy recovery power of each motor;

[0016] Based on the target speed range and the conversion relationship, the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle are calibrated to obtain the target correspondence relationship matching the target speed range.

[0017] In some embodiments, the braking driving conditions include straight-line braking driving state, reverse braking driving state, creep braking driving state, and launch start driving state.

[0018] In some embodiments, the process of determining the straight-line braking driving state includes:

[0019] The driving data is acquired, including longitudinal acceleration and a D-gear indicator; if the longitudinal acceleration is less than 0, and the D-gear indicator shows that the vehicle is in D-gear mode, then the vehicle is determined to be in a straight-line braking state; or...

[0020] The driving data is acquired, including a brake pedal indicator; if the brake pedal indicator indicates that the brake pedal is depressed, the vehicle is determined to be in a straight-line braking driving state.

[0021] In some embodiments, the process of determining the reversing braking driving state includes:

[0022] The driving data is acquired, including the reverse gear indicator and the driver input torque indicator.

[0023] If the R gear indicator indicates that the vehicle is in reverse gear, and the driver input torque indicator indicates that the vehicle's current torque is positive, then the vehicle is confirmed to be in reverse braking mode.

[0024] In some embodiments, the process of determining the creep braking driving state includes:

[0025] The driving data is acquired, including the crawl indicator, the D gear indicator, the positive and negative indicators of the driver's requested torque, and the vehicle speed.

[0026] If the creep flag indicates that the vehicle is currently in creep mode, the D gear flag indicates that the vehicle is in D gear mode, the positive / negative flag of the driver's requested torque indicates that the current torque of the vehicle is negative, and the vehicle speed is less than the preset speed, then the vehicle is determined to be in creep braking mode.

[0027] In some embodiments, the process of determining the launch start driving state includes:

[0028] The driving data is acquired, including the accelerator pedal indicator, the brake pedal indicator, and the crawl indicator.

[0029] If the accelerator pedal indicator shows that the accelerator pedal of the vehicle is pressed, the brake pedal indicator shows that the brake pedal of the vehicle is pressed, and the creep brake indicator shows that the vehicle is in a creeping state, then the vehicle is determined to be in a launch start driving state.

[0030] A second aspect of this application provides a torque distribution device, the device comprising:

[0031] The first determining unit is used to determine the driving conditions of the vehicle based on the vehicle's driving data.

[0032] The second determining unit is used to determine the driver input torque, the average speed of multiple motors and the target speed range of each motor if the driving condition is a braking driving condition. The target speed range is the speed range in which the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0033] The third determining unit is used to determine the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor.

[0034] A torque distribution unit is used to distribute torque between the front and rear axles of the vehicle based on the torque distribution ratio between the front and rear axles.

[0035] In some embodiments, the third determining unit is configured to determine a target correspondence relationship for matching the target speed range, wherein the target correspondence relationship is a correspondence relationship between the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle; and based on the driver input torque and the average speed of the multiple motors, determine the torque distribution ratio corresponding to the driver input torque and the average speed of the multiple motors from the target correspondence relationship.

[0036] In some embodiments, the apparatus further includes:

[0037] The fourth determining unit is used to determine the conversion relationship between the motor speed of each motor, the torque of the corresponding shaft of the motor, and the energy recovery power of each motor;

[0038] The calibration unit is used to calibrate the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle based on the target speed range and the conversion relationship, so as to obtain the target correspondence relationship matching the target speed range.

[0039] In some embodiments, the braking driving conditions include straight-line braking driving state, reverse braking driving state, creep braking driving state, and launch start driving state.

[0040] In some embodiments, the first determining unit is configured to acquire the driving data, the driving data including longitudinal acceleration and a D-gear flag; if the longitudinal acceleration is less than 0 and the D-gear flag indicates that the vehicle is in D-gear driving mode, the vehicle is determined to be in a straight-line braking driving state; or...

[0041] The first determining unit is used to acquire the driving data, which includes a brake pedal marker; if the brake pedal marker indicates that the brake pedal is depressed, the vehicle is determined to be in a straight-line braking driving state.

[0042] In some embodiments, the first determining unit is used to acquire the driving data, the driving data including an R gear indicator and a driver input torque indicator; if the R gear indicator indicates that the vehicle is in reverse gear driving state, and the driver input torque indicator indicates that the current torque of the vehicle is positive torque, then it is determined that the vehicle is in reverse braking driving state.

[0043] In some embodiments, the first determining unit is configured to acquire the driving data, the driving data including a creep flag, a D gear flag, a positive / negative flag for driver-requested torque, and vehicle speed; if the creep flag indicates that the vehicle is currently in a creep state, the D gear flag indicates that the vehicle is in D gear driving state, the positive / negative flag for driver-requested torque indicates that the current torque of the vehicle is negative, and the vehicle speed is less than a preset vehicle speed, then the vehicle is determined to be in a creep braking driving state.

[0044] In some embodiments, the first determining unit is used to acquire the driving data, which includes an accelerator pedal marker, a brake pedal marker, and a creep marker; if the accelerator pedal marker indicates that the accelerator pedal of the vehicle is depressed, the brake pedal marker indicates that the brake pedal of the vehicle is depressed, and the creep brake marker indicates that the vehicle is in a creeping state, then the vehicle is determined to be in a launch start driving state.

[0045] A third aspect of this application provides a terminal including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the torque distribution method described above.

[0046] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method described above.

[0047] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows: When distributing torque between the front and rear axles of a vehicle under braking conditions, the torque input by the driver, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution. Attached Figure Description

[0048] Figure 1 A schematic diagram of a torque distribution system provided in an exemplary embodiment is shown;

[0049] Figure 2 A schematic diagram of a torque distribution system provided in an exemplary embodiment is shown;

[0050] Figure 3 A schematic flowchart of a torque distribution method provided in this application is shown;

[0051] Figure 4A schematic flowchart of a torque distribution method provided in this application is shown;

[0052] Figure 5 A schematic flowchart of a torque distribution method provided in this application is shown;

[0053] Figure 6 A schematic flowchart of a torque distribution method provided in this application is shown;

[0054] Figure 7 A schematic flowchart of a torque distribution method provided in this application is shown;

[0055] Figure 8 A schematic diagram of the structure of a torque distribution device provided in this application is shown;

[0056] Figure 9 This is a schematic diagram of the structure of a device for torque distribution in a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0057] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0058] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0059] The following is an explanation of the terms used in this application.

[0060] Driving data: Data indicating the status of various components during vehicle transportation and operation.

[0061] Operating conditions: The working conditions of a vehicle during transportation. This can be classified according to the vehicle's motion, driver control method, or load conditions.

[0062] Torque: The torque output from the crankshaft end of a vehicle engine, reflecting the vehicle's load capacity within a certain range.

[0063] Slip ratio: When a tire applies traction or braking force, relative motion occurs between the tire and the ground. The slip ratio is the proportion of slippage in the wheel's motion.

[0064] Please refer to Figure 1The diagram illustrates a torque distribution system provided by an exemplary embodiment. The system includes a driving data acquisition module 10, a driving state detection module 20, and a torque distribution module 30. This system can be applied to any terminal with vehicle control functions to achieve torque distribution to the vehicle. For example, the system can be integrated into the vehicle's control chip. Alternatively, the system can be installed on the vehicle's onboard terminal. In this embodiment, the implementation of the system is not specifically limited.

[0065] It should be noted that the vehicle is equipped with multiple axles and multiple motors. For example, the vehicle may have two, three, or four motors. Accordingly, when the vehicle is equipped with two motors, one motor is installed on each of the front and rear axles. When the vehicle is equipped with three motors, one motor is installed on the front axle and two motors are installed on the rear axle. When the vehicle is equipped with four motors, two motors are installed on each of the front and rear axles. In this embodiment, the specific configuration of the motors is not limited.

[0066] The driving data acquisition module 10 acquires vehicle driving data and sends it to the driving status detection module 20. This driving data represents the status of various components of the vehicle during transportation. In some embodiments, the driving data includes: tire radius, vehicle speed, wheel speed, tire load, slip ratio, vehicle mass, slope angle, center of gravity sideslip angle, coefficient of friction, accelerator pedal status, brake pedal status, gear status, etc. In some embodiments, the driving data acquisition module 10 includes multiple data acquisition units, each acquiring different driving data. For example, the driving data acquisition module 10 includes a tire radius observation unit, which acquires the vehicle's tire radius, etc.

[0067] The driving data monitoring module is used to receive driving data sent by the driving data acquisition module 10, determine the driving status of the vehicle based on the driving data, determine the driving conditions of the vehicle based on the driving status, and send the driving conditions to the torque distribution module 30.

[0068] The torque distribution module 30 is used to receive driving conditions sent by the driving data monitoring module and determine the torque distribution method corresponding to the driving conditions based on the driving conditions. In some embodiments, the torque distribution module 30 is connected to a torque distribution strategy pool, and when a driving condition is received, it determines the torque distribution method corresponding to the driving condition from the torque distribution strategy pool according to the driving conditions.

[0069] In some embodiments, see Figure 2The system also includes a balance control module 40. This balance control module 40 is used to control the vehicle's balance. For example, the balance control module 40 can be a slip control module or an electronic stability control (ESC) module.

[0070] In some embodiments, please continue to see Figure 2 The system also includes a torque adjustment module 50. This torque adjustment module 50 receives the torque distribution mode sent by the torque distribution module 30 and adjusts the torque distribution mode based on preset conditions. Alternatively, the torque adjustment module 50 may also receive the torque sent by the balance control module 40 and adjust the torque distribution mode sent by the torque distribution module 30 based on that torque.

[0071] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle, the vehicle's driving data is taken into account. The vehicle's driving conditions are determined based on the driving data, and the torque distribution method is determined based on the vehicle's driving conditions. In this way, when distributing torque, the vehicle's driving conditions are taken into account, making the torque distribution methods more diverse and better meeting the needs of drivers and various working conditions.

[0072] In this embodiment, the vehicle determines its driving conditions, identifies the appropriate torque distribution method based on these conditions, determines the data required for that torque distribution method, and then determines the torque distribution ratio between the front and rear axles based on the corresponding data. See also... Figure 3 The process of determining the driving conditions of the vehicle is achieved through the following steps S301-S303. As an example and not a limitation, this method is applied to vehicles equipped with the above-mentioned torque distribution system.

[0073] S301, Vehicle acquires driving data.

[0074] During transportation, the vehicle acquires real-time driving data. In some embodiments, this driving data includes: tire radius, vehicle speed, wheel speed, tire load, slip ratio, vehicle mass, slope angle, sideslip angle, coefficient of friction, accelerator pedal status, brake pedal status, gear status, etc. The vehicle uses different data acquisition units to obtain different driving data. For example, the vehicle uses a tire radius observation unit to obtain the tire radius, etc.

[0075] S302, the vehicle determines its driving status based on this driving data.

[0076] The vehicle determines its driving status indication information based on this driving data, and then determines its driving status based on this driving status indication information. This driving status indication information is used to determine the vehicle's driving status. For example, this driving status indication information includes: longitudinal acceleration, lateral acceleration, brake pedal indicator, D gear indicator, coefficient of friction, R gear indicator, positive and negative indicators of driver input torque, and creep indicator, etc.

[0077] It should be noted that this driving status indication information is read directly from driving data, such as the vehicle's brake pedal indicator, D gear indicator, coefficient of friction, R gear indicator, positive / negative indicator for driver input torque, or creep indicator. This driving status indication information can also be calculated from the directly read driving data, such as longitudinal acceleration or lateral acceleration.

[0078] It should be noted that when calculating driving status indication information based on driving data, the driving data can be corrected, and the corresponding driving status indication information can be determined based on the corrected driving data. For example, when determining the longitudinal acceleration based on the longitudinal driving force F and the vehicle weight m, the longitudinal driving force F and the vehicle weight m can be corrected, and then, according to F=ma, the longitudinal acceleration a can be determined using the corrected longitudinal driving force F and the corrected vehicle weight m. The longitudinal driving force F is determined based on the tire radius and torque, and is corrected for wind resistance, rolling resistance, and slope resistance; the vehicle weight m is corrected for using the rotating mass of the motor.

[0079] This driving status refers to the vehicle's direction of travel, speed, and other conditions. For example, driving status includes steady-state straight-line driving, straight-line acceleration driving, straight-line braking driving, sudden turning driving, acceleration turning driving, reverse gear driving, reverse braking driving, D-gear creeping driving, creep braking driving, and launch control driving. Different driving statuses are determined based on different driving data.

[0080] Different driving states can be determined through different driving state indication information. For example, if the longitudinal acceleration is less than 0 and the D gear indicator shows that the vehicle is in D gear, it is determined that the vehicle is in a straight-line braking state; or, by acquiring driving data, including the brake pedal indicator, if the brake pedal indicator shows that the brake pedal is depressed, it is determined that the vehicle is in a straight-line braking state. The D gear indicator can be set as needed. For example, the D gear indicator can be set as follows: D gear indicator 0 indicates that the vehicle is not in D gear, and D gear indicator 1 indicates that the vehicle is in D gear. The brake pedal indicator can also be set as needed. For example, the brake pedal indicator can be set as follows: brake pedal indicator 0 indicates that the brake pedal is not depressed, and brake pedal indicator 1 indicates that the brake pedal is depressed.

[0081] If the R gear indicator shows the vehicle is in reverse, the driver input torque indicator shows the current positive torque, confirming the vehicle is in reverse braking mode. The R gear indicator can be set as needed. For example, it can be set as follows: 0 indicates the vehicle is not in reverse, and 1 indicates it is in reverse. The driver input torque indicator can also be set as needed. For example, 0 indicates negative torque, and 1 indicates positive torque.

[0082] If the creep indicator shows the vehicle is currently in creep mode, the D gear indicator shows the vehicle is in D gear, the driver-requested torque indicator shows the current torque is negative, and the vehicle speed is less than a preset speed, then the vehicle is determined to be in creep braking mode. The creep indicator can be set as needed. For example, a creep indicator of 0 indicates the vehicle is not in creep mode, while a creep indicator of 1 indicates the vehicle is in creep mode.

[0083] If the accelerator pedal indicator shows that the accelerator pedal is depressed, the brake pedal indicator shows that the brake pedal is depressed, and the creep brake indicator shows that the vehicle is in a creeping state, then the vehicle is confirmed to be in launch control mode. The accelerator pedal indicator can be set. For example, a 0 indicates that the accelerator pedal is not depressed, and a 1 indicates that the accelerator pedal is depressed.

[0084] If the longitudinal acceleration is within a first preset range, and the brake pedal indicator shows that the brake pedal is not depressed, and the lateral acceleration is within a second preset range, and the D gear indicator shows that the vehicle is in D gear, then the vehicle is determined to be in a steady-state straight-line driving state. The first and second preset ranges can be set as needed; in this embodiment, these ranges are not specifically limited. For example, the first preset range is 0 to 2μ, and the second preset range is 0 to 4μ. Here, μ represents the vehicle's current coefficient of friction.

[0085] If the R gear indicator shows that the vehicle is in reverse gear, and the positive / negative indicator of the driver's input torque shows that the current torque of the vehicle is negative, then the vehicle is confirmed to be in reverse gear.

[0086] If the creep indicator shows the vehicle is in creep mode, the D gear indicator shows the vehicle is in D gear, the driver input torque indicator shows the current torque is positive, and the accelerator pedal indicator shows the accelerator pedal is not depressed, then the vehicle is confirmed to be in D gear creep mode. The preset speed can be set as needed; in this embodiment, the preset speed is not specifically limited. For example, the preset speed could be 4 meters per second.

[0087] If the lateral acceleration is within the third preset range, the vehicle speed is within the fourth preset range, the reverse (R) gear indicator shows the vehicle is not in reverse, and the longitudinal acceleration is within the fifth preset range, the vehicle is determined to be in a sudden turning motion. The third, fourth, and fifth preset ranges can all be set as needed. For example, the third preset range can be 2μ to 4μ, the fourth preset range can be greater than 3 km / h, and the fifth preset range can be greater than 2μ. Here, μ represents the vehicle's current coefficient of friction.

[0088] If the longitudinal acceleration is within the sixth preset range, the lateral acceleration is within the seventh preset range, the R gear indicator shows the vehicle is not in reverse gear, and the driver's input torque indicator shows the current torque is positive, then the vehicle is determined to be in an acceleration-turning state. The sixth and seventh preset ranges can be set as needed. For example, the sixth preset range can be greater than 0μ, and the seventh preset range can be greater than 4μ. μ represents the vehicle's current coefficient of friction.

[0089] If the longitudinal acceleration is within the eighth preset range, and the brake pedal indicator shows that the brake pedal is not depressed, and the lateral acceleration is within the ninth preset range, then the vehicle is determined to be in a straight-line acceleration state. The eighth and ninth preset ranges can be set as needed; in this embodiment, the eighth and ninth preset ranges are not specifically limited. For example, the eighth preset range can be greater than 2μ, and the ninth preset range can be greater than 0 and less than 2μ, where μ represents the vehicle's current coefficient of friction.

[0090] It should be noted that the above process for determining the vehicle's driving status is an exemplary embodiment. The driving data monitoring module can also determine the vehicle's driving status through other driving status indicators, but this embodiment does not specifically limit this.

[0091] S303, the vehicle determines the corresponding driving condition based on the correspondence between driving status and driving conditions.

[0092] Driving conditions refer to the working conditions of a vehicle during transportation. These driving conditions can be classified according to the vehicle's motion, driver control method, or load conditions. In the embodiments of this application, the types and number of driving conditions can be set as needed, and no specific limitation is made on the types and number of driving conditions. For example, if the driving conditions can be classified according to the vehicle's motion, then the driving conditions include longitudinal economic driving conditions, straight-line acceleration driving conditions, braking driving conditions, and turning driving conditions.

[0093] In some embodiments, the vehicle stores a correspondence between its driving states and driving conditions. Accordingly, the vehicle determines the driving condition corresponding to its driving state based on this correspondence. The relationship between the driving states and driving conditions can be many-to-one. For example, driving conditions include longitudinal economic driving conditions, straight-line acceleration driving conditions, braking driving conditions, and turning driving conditions. Longitudinal economic driving conditions include: steady-state straight-line driving state, reverse gear driving state, and D-gear creeping state; straight-line acceleration driving conditions include: straight-line acceleration driving state; braking driving conditions include: straight-line braking driving state, reverse braking driving state, creeping braking driving state, and launch control driving state; turning conditions include: sudden turning driving state and accelerated turning driving state.

[0094] In this embodiment of the application, the driving status of the vehicle is determined by driving data, and then the driving condition of the vehicle is determined from the correspondence between the driving status and the driving condition, thereby improving the accuracy of determining the driving condition of the vehicle.

[0095] Please refer to Figure 4The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0096] S401, the vehicle determines its operating conditions based on its driving data.

[0097] This step can be achieved through steps S301 to S303, and will not be elaborated further here. If the vehicle's driving condition is a braking driving condition, step S402 is executed. If the vehicle's driving condition is another condition, the vehicle distributes torque to the front and rear axles based on the torque distribution method corresponding to that driving condition. The braking driving condition includes the vehicle's braking driving states, such as sudden turning and accelerated turning. The longitudinal economic driving conditions include straight-line braking, reverse braking, creep braking, and launch control.

[0098] It should be noted that the torque distribution method corresponding to the other operating conditions can be any distribution method. For example, the vehicle determines the correspondence between driving conditions and torque distribution methods through the torque distribution strategy pool, and determines the first torque distribution method corresponding to the current operating condition based on the correspondence between driving conditions and torque distribution methods.

[0099] S402, if the driving condition is a braking driving condition, the vehicle determines the driver input torque, the average speed of multiple motors and the target speed range of each motor, the target speed range being the speed range where the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0100] The driver input torque is the torque input by the driver through the accelerator pedal, etc. The vehicle reads the torque value input by the driver and determines this torque value as the driver input torque. The average speed of the multiple motors is the average of the current speeds of the multiple motors in the vehicle. Accordingly, the vehicle reads the current motor speeds of the multiple motors, determines the average of the motor speeds of the multiple motors, and obtains the average speed of the multiple motors. The target speed range is the speed range in which the motor kinetic energy recovery efficiency is greater than a first preset threshold. The motor kinetic energy recovery efficiency can be determined based on the motor characteristics. Accordingly, the vehicle acquires the motor characteristics and determines the target speed range based on the motor characteristics. The first preset threshold can be set as needed, for example, the first preset threshold can be 45%, 50%, etc.

[0101] The vehicle determines the corresponding data through a data acquisition unit on the vehicle. For example, this data acquisition unit includes a torque acquisition unit and a speed acquisition unit. The vehicle reads the torque input by the driver through the torque acquisition unit and reads the motor speeds of multiple motors through the speed acquisition unit.

[0102] S403, the vehicle determines the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor.

[0103] In some embodiments, the vehicle distributes the driver's input torque based on the target speed range and the average speed of the plurality of motors to obtain the torque distribution ratio between the front and rear axles of the vehicle. The distribution principle includes: when the torque distributed by the plurality of motors is equal to the driver's input torque, the energy recovered by the plurality of motors is maximized.

[0104] In some embodiments, the vehicle determines a target correspondence for the target speed range, which is a correspondence between the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle; based on the driver input torque and the average speed of the multiple motors, the torque distribution ratio corresponding to the driver input torque and the average speed of the multiple motors is determined from the target correspondence.

[0105] The target correspondence for matching the target speed range is a correspondence between the driver input torque, the average speed of multiple motors, and the torque distribution ratio of the front and rear axles of the vehicle, calibrated based on the target speed range. Accordingly, the vehicle calibrates this target correspondence before this step. This process includes: determining the conversion relationship between the motor speed of each motor, the torque of the shaft corresponding to the motor, and the energy recovery power of each motor; and calibrating the driver input torque, the average speed of multiple motors, and the torque distribution ratio of the front and rear axles of the vehicle based on the target speed range and the conversion relationship to obtain the target correspondence for matching the target speed range. In some embodiments, the vehicle calibrates the driver input torque, the average speed of multiple motors, and the torque distribution ratio of the front and rear axles of the vehicle based on the relationship between energy recovery and motor speed and torque.

[0106] It should be noted that this calibration process can be implemented by the vehicle itself or by other electronic devices or servers. When the calibration process is implemented by other electronic devices or servers, the vehicle receives the target mapping relationship sent by those devices or servers. The process by which other electronic devices or servers calibrate the driver's input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle is based on the same principle as the process by which the vehicle calibrates the driver's input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles, and will not be elaborated further here.

[0107] S404, The vehicle distributes torque to the front and rear axles of the vehicle based on the torque distribution ratio of the front and rear axles.

[0108] The vehicle determines its current total torque and, based on this torque distribution ratio, distributes the total torque to the front and rear axles of the vehicle.

[0109] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle under braking conditions, the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution.

[0110] Please refer to Figure 5 The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0111] S501, the vehicle determines its operating conditions based on its driving data.

[0112] This step is based on the same principle as step S401, and will not be repeated here.

[0113] S502, if the driving condition is a braking driving condition, the vehicle determines the driver input torque, the average speed of multiple motors and the target speed range of each motor, the target speed range being the speed range where the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0114] This step is based on the same principle as step S402, and will not be repeated here.

[0115] S503, the vehicle determines the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor.

[0116] This step is based on the same principle as step S403, and will not be repeated here.

[0117] S504, the vehicle determines the maximum power of each of the multiple motors in the vehicle's drive system.

[0118] In this embodiment, the vehicle is equipped with multiple motors. For example, the vehicle may have two, three, or four motors. The maximum power of these multiple motors may be the same or different. This embodiment does not impose specific limitations on this.

[0119] In some embodiments, the vehicle stores the maximum power of each motor. In this step, the vehicle reads the stored maximum power of each motor. The stored maximum power values ​​can be the maximum power of a motor input by the user. In some embodiments, the vehicle determines the maximum power of each motor based on its current attribute information. For example, this attribute information includes the motor's temperature and battery charge level; the vehicle determines the maximum power of the motor based on these parameters.

[0120] The vehicle compares the current power of each motor with the maximum power of that motor. If the power of each motor is less than the maximum power of that motor, step S505 is executed; if there is at least one motor whose power is not less than the maximum power of that motor, step S506 is executed.

[0121] S505, if the power of each motor is less than the maximum power of that motor, the vehicle distributes torque between the front and rear axles based on this torque distribution ratio.

[0122] This step is based on the same principle as step S404, and will not be repeated here.

[0123] S506 If there is at least one target motor whose power is not less than its maximum power, the vehicle adjusts the torque distribution ratio based on the maximum power of each motor.

[0124] The vehicle determines its maximum torque based on the maximum power of each motor. Torque on axles exceeding the maximum power of a motor is reduced, bringing the motor's power below its maximum. In some embodiments, based on the torque reduction ratio of the motor, the vehicle also appropriately reduces the torque of other axles to obtain an adjusted torque distribution ratio. By reducing the torque of other axles, torque balance between the front and rear axles is maintained, preventing accidents such as rollovers. In some embodiments, the vehicle increases the torque of other axles to obtain an adjusted torque distribution ratio, ensuring that the vehicle's total power remains constant.

[0125] S507, the vehicle distributes torque between the front and rear axles based on a modified torque distribution ratio.

[0126] This step is based on the same principle as step S404, and will not be repeated here.

[0127] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle under braking conditions, the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution.

[0128] Furthermore, when determining the torque distribution method based on the vehicle's driving conditions, the maximum power of the motor was also taken into account to prevent the motor from working under overload, thereby extending its service life.

[0129] Please refer to Figure 6 The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0130] S601, the vehicle determines its driving conditions based on its driving data.

[0131] This step is based on the same principle as step S401, and will not be repeated here.

[0132] S602, if the driving condition is a braking driving condition, the vehicle determines the driver input torque, the average speed of multiple motors and the target speed range of each motor, the target speed range being the speed range where the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0133] This step is based on the same principle as step S402, and will not be repeated here.

[0134] S603, the vehicle determines the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor.

[0135] This step is based on the same principle as step S403, and will not be repeated here.

[0136] S604, the vehicle acquires a first slip ratio generated by the front axle of the vehicle and a second slip ratio generated by the rear axle of the vehicle.

[0137] The first slip ratio and the second slip ratio can be determined by the slip control modules of the front and rear axles, respectively. The vehicle determines the difference between the first slip ratio and the second slip ratio. If the difference is not greater than a preset threshold, step S605 is executed; if the difference is greater than the preset threshold, step S606 is executed.

[0138] S605, if the difference between the first slip ratio and the second slip ratio is not greater than a preset threshold, the vehicle distributes torque to the front and rear axles of the vehicle based on the torque distribution ratio.

[0139] The vehicle compares the difference between the first slip ratio and the second slip ratio with a preset threshold. This preset threshold can be set as needed; however, in this embodiment, the value of the preset threshold is not specifically limited. For example, the difference could be 3% or 5%.

[0140] In this step, the principle of distributing torque between the front and rear axles of the vehicle based on the torque distribution ratio is the same as that in step S404, and will not be repeated here.

[0141] S606, if the difference between the first slip ratio and the second slip ratio is greater than a preset threshold, the vehicle corrects the torque distribution ratio based on the first slip ratio and the second slip ratio.

[0142] The vehicle determines its front and rear axle torque adjustment method based on a first slip ratio and a second slip ratio, and then determines a corrected torque distribution ratio based on this torque adjustment method. For example, the vehicle reduces the torque on the axle with a higher slip ratio and distributes the reduced torque on that axle to another axle.

[0143] S607, the vehicle distributes torque between the front and rear axles based on a modified torque distribution ratio.

[0144] This step is based on the same principle as step S404, and will not be repeated here.

[0145] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle under braking conditions, the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution.

[0146] Furthermore, when determining the torque distribution method based on the vehicle's driving conditions, the vehicle's slip ratio was also taken into account to prevent an inappropriate torque distribution method from resulting in a high slip ratio, thereby improving vehicle safety.

[0147] When distributing torque, the vehicle typically uses a balance control module to control its balance. This module outputs torque to adjust the vehicle's balance when it detects an imbalance. Please refer to [link / reference]. Figure 7 The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0148] S701, if a target torque is received for at least one axle of the vehicle, the vehicle adjusts the torque distribution ratio based on the target torque for the at least one axle, and the adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque.

[0149] The target torque is input to the balance control module. This balance control module can be a slip control module or an electronic stability control (ESC) module, etc.

[0150] It should be noted that this balance control module can be a balance control module for the entire vehicle, or it can be a balance control module corresponding to each tire. For example, when the balance control module is a slip control module, there are four slip control modules, each corresponding to one of the four tires of the vehicle. When the slip control of any slip control module is activated, the slip control module outputs the torque of the tire corresponding to that slip control module, and the target torque of the axle corresponding to that tire is determined based on the torque of that tire.

[0151] In some embodiments, the target torque is the torque of one shaft, and the vehicle adjusts the torque distribution ratio of the other shafts based on the target torque. This process is similar in principle to step 506, where the torque of the other shafts is determined based on the torque of the motor with the highest power, and will not be described again here. In some embodiments, the target torque includes the torques of multiple shafts, and the vehicle distributes the torques of these multiple shafts to the vehicle.

[0152] S702, the vehicle distributes torque to the front and rear axles of the vehicle based on the target torque corresponding to at least one axle and the adjusted torque distribution ratio.

[0153] For the axle corresponding to the target torque, after the target torque is determined, the vehicle can switch the torque of that axle from the driver's input torque to the target torque; for the torque of other axles, the torque of that axle is adjusted according to the adjusted torque distribution ratio.

[0154] In some embodiments, for an axle corresponding to a target torque, after determining the target torque, the vehicle switches the torque of that axle from the driver-input torque to the target torque. In some embodiments, for an axle corresponding to a target torque, after determining the target torque, the vehicle selects a torque from the target torque and the current torque that satisfies the torque change state, thereby gradually switching the torque to the target torque. This process is implemented through the following steps S7021-S7023, including:

[0155] S7021, the vehicle determines the torque variation state of the vehicle.

[0156] The torque change state is used to represent the magnitude change between the current torque and the desired torque during torque adjustment. For example, this torque change state can be a torque increase state or a torque decrease state.

[0157] S7022, the vehicle determines the torque that satisfies the torque change state at the current moment from the target torque and the torque input by the driver of the vehicle, based on the torque change state.

[0158] For torque increase conditions, the vehicle determines the maximum value between the target torque and the driver's input torque as the torque required to satisfy this torque change state. For torque decrease conditions, the vehicle determines the minimum value between the target torque and the driver's input torque as the torque required to satisfy this torque change state.

[0159] S7023, the vehicle adjusts the torque of the shaft corresponding to the target torque based on the torque that satisfies the torque change state.

[0160] If the torque that satisfies the torque change state is the original input torque for driving, then the current torque is maintained; if the torque that satisfies the torque change state is the target torque, then the torque of this shaft is switched to the target torque.

[0161] In this embodiment, the torque that satisfies the torque change state is determined from the driver's input torque and the target torque, and the torque corresponding to the shaft of the target torque is adjusted so that the torque change process is more in line with the torque change state, thereby improving the difference between the current torque and the expected torque during the torque adjustment process and making the torque adjustment process smoother.

[0162] It should be noted that when adjusting the torque of the shaft based on the torque change state, when switching from the driver input torque to the target torque, the different trends of the two torques may lead to a sudden torque change. To further prevent this sudden torque change, the process of switching from the driver input torque to the target torque is smoothed. This process is achieved through the following steps (1)-(4):

[0163] (1) When the torque that satisfies the torque change state changes from the driver input torque to the target torque, the vehicle determines the smoothing coefficient a, where a is greater than or equal to 0 and a is less than 1.

[0164] (2) Based on the smoothing coefficient a, the vehicle calculates the smoothed torque by weighting the driver input torque and the target torque, where the weight of the target torque is a, and the sum of the weight of the driver input torque and the weight of the target torque is 1.

[0165] (3) The vehicle adjusts the torque of the shaft corresponding to the target torque based on the smooth torque.

[0166] (4) The vehicle increases the smoothing coefficient a with a preset step size and a preset frequency. Based on the increased smoothing coefficient a, the vehicle continues to perform the step of weighted summation of the driver input torque and the target torque based on the smoothing coefficient a to obtain the smoothed torque, until a equals 1.

[0167] In this embodiment, when the torque that satisfies the torque change state switches from the driver's input torque to the target torque, the switching process is smoothed by a smoothing coefficient a, thereby preventing sudden torque changes and improving the stability of vehicle driving.

[0168] It should be noted that when the balance control module exits control, the vehicle can also switch from the target torque back to the driver torque through steps similar to those in steps S7021-S7023. This process will not be described further in this embodiment.

[0169] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle under braking conditions, the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution.

[0170] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0171] See Figure 8 The diagram illustrates a structural schematic of a torque distribution device provided in this application, comprising various units used to perform the steps in the above embodiments. See also... Figure 8 The torque distribution device includes:

[0172] The first determining unit 801 is used to determine the driving conditions of the vehicle based on the vehicle's driving data.

[0173] The second determining unit 802 is used to determine the driver input torque, the average speed of multiple motors and the target speed range of each motor if the driving condition is a braking driving condition. The target speed range is the speed range in which the motor kinetic energy recovery efficiency is greater than a first preset threshold.

[0174] The third determining unit 803 is used to determine the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors and the target speed range of each motor.

[0175] The torque distribution unit 804 is used to distribute torque to the front and rear axles of the vehicle based on the torque distribution ratio of the front and rear axles.

[0176] In some embodiments, the third determining unit 803 is used to determine the target correspondence relationship for matching the target speed range, wherein the target correspondence relationship is the correspondence relationship between the driver input torque, the average speed of multiple motors and the torque distribution ratio of the front and rear axles of the vehicle; based on the driver input torque and the average speed of the multiple motors, the torque distribution ratio corresponding to the driver input torque and the average speed of the multiple motors is determined from the target correspondence relationship.

[0177] In some embodiments, the device further includes:

[0178] The fourth determining unit is used to determine the conversion relationship between the motor speed of each motor, the torque of the corresponding shaft of the motor, and the energy recovery power of each motor;

[0179] The calibration unit is used to calibrate the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle based on the target speed range and the conversion relationship, so as to obtain the target correspondence relationship matching the target speed range.

[0180] In some embodiments, the braking driving conditions include straight-line braking driving state, reverse braking driving state, creep braking driving state, and launch start driving state.

[0181] In some embodiments, the first determining unit 801 is configured to acquire the driving data, which includes longitudinal acceleration and a D-gear indicator; if the longitudinal acceleration is less than 0 and the D-gear indicator indicates that the vehicle is in D-gear driving mode, it is determined that the vehicle is in a straight-line braking driving state; or...

[0182] The first determining unit 801 is used to acquire the driving data, which includes a brake pedal marker; if the brake pedal marker indicates that the brake pedal is depressed, the vehicle is determined to be in a straight-line braking driving state.

[0183] In some embodiments, the first determining unit 801 is used to acquire the driving data, which includes an R gear indicator and a driver input torque indicator; if the R gear indicator indicates that the vehicle is in reverse gear driving mode, and the driver input torque indicator indicates that the current torque of the vehicle is positive torque, then it is determined that the vehicle is in reverse braking driving mode.

[0184] In some embodiments, the first determining unit 801 is used to acquire the driving data, which includes a creep flag, a D gear flag, a positive and negative flag for the driver's requested torque, and the vehicle speed; if the creep flag indicates that the vehicle is currently in a creep state, the D gear flag indicates that the vehicle is in D gear driving state, the positive and negative flag for the driver's requested torque indicates that the current torque of the vehicle is negative, and the vehicle speed is less than a preset vehicle speed, then the vehicle is determined to be in a creep braking driving state.

[0185] In some embodiments, the first determining unit 801 is used to acquire the driving data, which includes an accelerator pedal marker, a brake pedal marker, and a creep marker; if the accelerator pedal marker indicates that the accelerator pedal of the vehicle is depressed, the brake pedal marker indicates that the brake pedal of the vehicle is depressed, and the creep brake marker indicates that the vehicle is in a creeping state, then the vehicle is determined to be in a launch start driving state.

[0186] In this embodiment of the application, when distributing torque between the front and rear axles of a vehicle under braking conditions, the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor are taken into account. Thus, based on the driver's input torque, the average speed of multiple motors, and the kinetic energy recovery efficiency of each motor, the torque distribution between the front and rear axles of the vehicle is performed, thereby making the torque distribution method more suitable for braking conditions and improving the accuracy of torque distribution.

[0187] Figure 9 This is a schematic diagram of a torque distribution device for a vehicle according to an embodiment of this application. Figure 9 As shown, the device 9 for torque distribution in the vehicle of this embodiment includes: a processor 90, a memory 91, and a computer program 92 stored in the memory 91 and executable on the processor 90, such as a torque distribution program. When the processor 90 executes the computer program 92, it implements the steps in the various torque distribution method embodiments described above, for example... Figure 4 Steps 401 to 404 are shown. Alternatively, when the processor 90 executes the computer program 92, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 8 The functions of modules 801 to 804 are shown.

[0188] For example, the computer program 92 can be divided into one or more modules / units, which are stored in the memory 91 and executed by the processor 90 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 92 in the torque distribution device 9 of the vehicle. For example, the computer program 92 can be divided into a first determining unit, a second determining unit, a third determining unit, and a torque distribution unit, with the specific functions of each module as follows:

[0189] The first determining unit 801 is used to determine the driving conditions of the vehicle based on the vehicle's driving data.

[0190] The second determining unit 802 is used to determine the axle end loads of the front and rear axles of the vehicle based on the driving data if the driving condition is a straight-line acceleration condition.

[0191] The third determining unit 803 is used to determine the torque distribution ratio of the front and rear axles of the vehicle based on the axle end loads of the front and rear axles of the vehicle.

[0192] The torque distribution unit 804 is used to distribute torque to the front and rear axles of the vehicle based on the torque distribution ratio of the front and rear axles.

[0193] The device 9 for torque distribution in the vehicle can be a computing device such as an in-vehicle terminal, a handheld computer, or a cloud server. This device may include, but is not limited to, a processor 90 and a memory 91. Those skilled in the art will understand that... Figure 9 This is merely an example of a device 9 for torque distribution in a vehicle and does not constitute a limitation on the device 9 for torque distribution in that vehicle. It may include more or fewer components than shown, or combine certain components, or different components. For example, the device for torque distribution in that vehicle may also include input / output devices, network access devices, buses, etc.

[0194] The processor 90 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0195] The memory 91 can be an internal storage unit of the terminal device 9, such as a hard disk or RAM of the terminal device 9. The memory 91 can also be an external storage device of the terminal device 9, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the terminal device 9. Furthermore, the memory 91 can include both internal and external storage units of the terminal device 9. The memory 91 is used to store the computer program and other programs and data required by the terminal device. The memory 91 can also be used to temporarily store data that has been output or will be output.

[0196] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0197] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0198] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0199] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0200] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0201] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0202] If the integrated module / unit is implemented as 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, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0203] This application also provides a terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps described in the various method embodiments above.

[0204] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the above method embodiments.

[0205] This application also provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to implement the steps described in the various method embodiments above.

[0206] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A torque distribution method, characterized by, The method includes: Based on the vehicle's driving data, the vehicle's driving conditions are determined. If the driving condition is a braking driving condition, determine the driver input torque, the average speed of multiple motors and the target speed range of each motor. The target speed range is the speed range in which the motor kinetic energy recovery efficiency is greater than a first preset threshold. The target correspondence for matching the target speed range is determined. The target correspondence is the correspondence between the driver's input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle. The target correspondence is calibrated based on the principle that the energy recovered by the multiple motors is maximized when the torque distributed by the multiple motors is equal to the driver's input torque. Based on the driver's input torque and the average speed of the multiple motors, the torque distribution ratio corresponding to the driver's input torque and the average speed of the multiple motors is determined from the target correspondence. Based on the torque distribution ratio of the front and rear axles of the vehicle, torque is distributed to the front and rear axles of the vehicle.

2. The method of claim 1, wherein, Before determining the torque distribution ratio between the front and rear axles of the vehicle based on the driver's input torque, the average speed of the plurality of motors, and the target speed range of each motor, the method further includes: Determine the conversion relationship between the motor speed of each motor, the torque of the corresponding shaft of the motor, and the energy recovery power of each motor; Based on the target speed range and the conversion relationship, the driver input torque, the average speed of multiple motors, and the torque distribution ratio between the front and rear axles of the vehicle are calibrated to obtain the target correspondence relationship matching the target speed range.

3. The method according to any one of claims 1-2, characterized in that, The braking and driving conditions include straight-line braking, reverse braking, creep braking, and launch start.

4. The method as described in claim 3, characterized in that, The process of determining the straight-line braking driving state includes: The driving data is acquired, including longitudinal acceleration and a D-gear indicator; if the longitudinal acceleration is less than 0, and the D-gear indicator shows that the vehicle is in D-gear mode, then the vehicle is determined to be in a straight-line braking state; or... The driving data is acquired, including a brake pedal indicator; if the brake pedal indicator indicates that the brake pedal is depressed, the vehicle is determined to be in a straight-line braking driving state.

5. The method of claim 3, wherein, The process of determining the reversing braking driving state includes: The driving data is acquired, including the reverse gear indicator and the driver input torque indicator. If the R gear indicator indicates that the vehicle is in reverse gear, and the driver input torque indicator indicates that the current torque of the vehicle is positive, then the vehicle is determined to be in reverse braking mode.

6. The method as described in claim 3, characterized in that, The process of determining the creep braking driving state includes: The driving data is acquired, including the crawl indicator, the D gear indicator, the positive and negative indicators of the driver's requested torque, and the vehicle speed. If the creep flag indicates that the vehicle is currently in creep mode, the D gear flag indicates that the vehicle is in D gear mode, the positive / negative flag of the driver's requested torque indicates that the current torque of the vehicle is negative, and the vehicle speed is less than the preset speed, then the vehicle is determined to be in creep braking mode.

7. The method as described in claim 3, characterized in that, The process of determining the launch start driving state includes: The driving data is acquired, including the accelerator pedal indicator, the brake pedal indicator, and the crawl indicator. If the accelerator pedal indicator indicates that the accelerator pedal of the vehicle is depressed, the brake pedal indicator indicates that the brake pedal of the vehicle is depressed, and the creep indicator indicates that the vehicle is in a creeping state, then the vehicle is determined to be in a launch start driving state.

8. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the torque distribution method as described in any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, characterized in that, when the computer program is executed by a processor, it implements the torque distribution method as described in any one of claims 1 to 7.

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