Torque distribution method for P1 architecture vehicle

Abstract

The invention provides a torque distribution method for a P1 architecture vehicle. The method comprises the steps that the current operation mode of a target vehicle is determined; determining a current working mode of the controlled motor according to the current operation mode; wherein the working mode comprises a mode of working by taking the controlled motor as a driver and a mode of working by taking the controlled motor as a generator; determining a target torque distribution strategy according to the current operation mode, and determining a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque distribution strategy; and controlling the controlled motor to work according to the current working mode according to a first target torque, and controlling the controlled engine to work according to a second target torque. Through the method, the vehicle can more effectively manage the working mode and the torque output of the power system of the vehicle, so that the performance, the efficiency and the driving experience of the whole vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a torque distribution method for a P1 architecture vehicle. Background Art

[0002] In the development process of modern automobile technology, the architecture design of vehicle power systems has been continuously innovated to meet higher performance requirements and diversified driving experience. For vehicles using the P1 architecture, its core feature is that the motor is integrated between the engine and the clutch, and is located before the gearbox, forming a hybrid system layout. Vehicles under this architecture can not only take advantage of traditional internal combustion engines, but also use motors to achieve auxiliary drive, energy recovery and other functions.

[0003] The power transmission path of the P1 architecture vehicle is quite special: the engine drives the wheels directly through a mechanical connection, the engine and the motor are directly connected, and the torque output is controlled by controlling the working mode. The clutch is behind the motor and in front of the gearbox, and the working mode can be flexibly switched under different working conditions. For example, at the start or when driving at low speeds, the motor can be used alone to provide power, thereby reducing fuel consumption and emissions; while in situations where a larger torque output is required, such as acceleration and overtaking, the engine and the motor work together to provide stronger power support.

[0004] However, in such a power system, reasonable torque distribution is particularly important. In actual operation, accurately adjusting the torque contribution ratio between the engine and the motor can help optimize the vehicle's power performance, improve fuel economy and extend battery life. Summary of the invention

[0005] In view of this, the purpose of this application is to provide a torque distribution method for a P1 architecture vehicle, through which the vehicle can more effectively manage the operating mode and torque output of its power system, thereby improving the overall vehicle performance, efficiency and driving experience.

[0006] The present application provides a torque distribution method for a P1 architecture vehicle, the torque distribution method comprising:

[0007] determining a current operating mode of the target vehicle;

[0008] Determine the current working mode of the controlled motor according to the current operation mode; wherein the working mode includes a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode;

[0009] Determining a target torque distribution strategy according to the current operation mode, and determining a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque distribution strategy;

[0010] The controlled motor is controlled to operate in the current operating mode according to the first target torque, and the controlled engine is controlled to operate according to the second target torque.

[0011] Optionally, the current operating mode is one of the following modes: initialization mode, starting assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode and braking energy recovery mode.

[0012] Optionally, determining the current working mode of the controlled motor according to the current operating mode includes:

[0013] When the current operation mode is the starting assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0014] When the current operation mode is the driving charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0015] When the current operation mode is the engine direct drive mode, the current operation mode of the controlled motor is the free operation mode;

[0016] When the current operation mode is the parking charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0017] When the current operation mode is the driving power-assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0018] When the current operating mode is the braking energy recovery mode, the current operating mode of the controlled motor is a mode in which the controlled motor operates as a generator.

[0019] Optionally, when the current operating mode is a start assist mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0020] Acquiring a starting assist torque of a target vehicle, a driver demand torque, and a system maximum output torque of a power system of the target vehicle;

[0021] When the sum of the starting assist torque and the driver demand torque is not less than the system maximum output torque, the difference between the system maximum output torque and the driver demand torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine;

[0022] When the sum of the starting assist torque and the driver demand torque is less than the system maximum output torque, the starting assist torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine.

[0023] Optionally, when the current operating mode is the driving charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0024] Obtaining the optimal power generation torque of the controlled motor and the driver's required torque;

[0025] When the sum of the optimal power generation torque and the driver demand torque is within the optimal torque range of the controlled engine, the optimal power generation torque is used as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the driver demand torque is used as the second target torque of the controlled engine;

[0026] When the sum of the optimal power generation torque and the driver demand torque is not within the optimal torque range of the controlled engine, the first target torque is set to zero, and the driver demand torque is used as the second target torque of the controlled engine.

[0027] Optionally, when the current operating mode is the engine direct drive mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0028] Determining that a first target torque of the controlled motor is zero;

[0029] The driver's required torque is used as the second target torque of the controlled engine.

[0030] Optionally, when the current operating mode is the parking charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0031] Determining a preset torque as a first target torque of the controlled motor;

[0032] The torque corresponding to the preset speed is determined as the second target torque of the controlled engine.

[0033] Optionally, when the current operating mode is the driving power-assist mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0034] Obtaining the driving assist torque of the target vehicle and the driver's required torque;

[0035] When the driver demand torque is less than the upper limit of the optimal torque range of the controlled engine, the first target torque of the controlled motor is zero, and the driver demand torque is used as the second target torque of the controlled engine;

[0036] When the driver's required torque is not less than the upper limit of the optimal torque range of the controlled engine, the difference between the driving assist torque or the driver's required torque and the lower limit of the optimal torque range is used as the first target torque of the controlled motor, and the difference between the lower limit of the optimal torque range or the driver's required torque and the driving assist torque is used as the second target torque of the controlled engine.

[0037] Optionally, when the current operating mode is a braking energy recovery mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0038] Determining the current braking energy recovery negative torque as the first target torque of the controlled motor;

[0039] The second target torque of the controlled engine is determined to be zero.

[0040] Optionally, before controlling the controlled motor to work in the current working mode according to the first target torque and controlling the controlled engine to work according to the second target torque, the torque distribution method further includes:

[0041] respectively obtaining a current correction coefficient and a current torque limit value of the controlled motor and the controlled engine;

[0042] For any one of the first target torque and the second target torque, a correction process is performed using the current correction coefficient corresponding to the target torque, and then a limit process is performed on the correction process result using the current torque limit value corresponding to the target torque to obtain the processed first target torque and the processed second target torque.

[0043] The embodiment of the present application further provides a torque distribution device for a P1 architecture vehicle, the distribution device comprising:

[0044] A first determination module, used to determine the current operating mode of the target vehicle;

[0045] A second determination module is used to determine the current working mode of the controlled motor according to the current operation mode; wherein the working mode includes a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode;

[0046] an allocation module, configured to determine a target torque allocation strategy according to the current operation mode, and determine a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque allocation strategy;

[0047] The control module is used to control the controlled motor to work according to the current working mode according to the first target torque, and to control the controlled engine to work according to the second target torque.

[0048] An embodiment of the present application also provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and when the machine-readable instructions are executed by the processor, the steps of the torque distribution method as described above are performed.

[0049] 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 torque distribution method as described above are executed.

[0050] An embodiment of the present application provides a torque distribution method for a P1 architecture vehicle, the method comprising: determining a current operating mode of the target vehicle; determining a current working mode of a controlled motor based on the current operating mode; wherein the working modes include a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode; determining a target torque distribution strategy based on the current operating mode, and determining a first target torque of the controlled motor and a second target torque of the controlled engine based on the target torque distribution strategy; controlling the controlled motor to work according to the current working mode according to the first target torque, and controlling the controlled engine to work according to the second target torque.

[0051] In this way, the present application dynamically adjusts the working mode of the motor based on the current operating mode of the target vehicle, which can ensure the optimal power output combination under different driving conditions, and the present solution can flexibly switch the torque distribution scheme of the motor and the engine under different working conditions. Through precise torque distribution strategies, it can ensure good power performance while taking into account fuel economy, battery life, user experience and other aspects, which has significant technological advancement significance and technical effects.

[0052] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] 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.

[0054] Figure 1 A flowchart of a torque distribution method for a P1 architecture vehicle provided in an embodiment of the present application;

[0055] Figure 2 A schematic diagram of a partial internal structure of a target vehicle provided in this application;

[0056] Figure 3 A schematic diagram of the structure of a torque distribution device provided in an embodiment of the present application;

[0057] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] 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. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different 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, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

[0059] In the development process of modern automobile technology, the architecture design of vehicle power systems has been continuously innovated to meet higher performance requirements and diversified driving experience. For vehicles using the P1 architecture, its core feature is that the motor is integrated between the engine clutch and located before the gearbox, forming a hybrid system layout. Vehicles under this architecture can not only take advantage of traditional internal combustion engines, but also use motors to achieve auxiliary drive, energy recovery and other functions.

[0060] The power transmission path of the P1 architecture vehicle is quite special: the engine drives the wheels directly through a mechanical connection; the engine and the motor are directly connected, and the torque output is controlled by controlling the working mode, without controlling the clutch. The clutch is behind the motor and in front of the gearbox, and the working mode can be flexibly switched under different working conditions. For example, at the start or when driving at low speeds, the motor can be used alone to provide power, thereby reducing fuel consumption and emissions; while in situations where a larger torque output is required, such as acceleration and overtaking, the engine and the motor work together to provide stronger power support.

[0061] However, in such a power system, reasonable torque distribution is particularly important. In actual operation, accurately adjusting the torque contribution ratio between the engine and the motor can help optimize the vehicle's power performance, improve fuel economy and extend battery life.

[0062] Based on this, an embodiment of the present application provides a torque distribution method for a P1 architecture vehicle, through which the vehicle can more effectively manage the operating mode and torque output of its power system, thereby improving the overall vehicle performance, efficiency and driving experience.

[0063] See also Figure 1 , Figure 1 This is a flow chart of a torque distribution method for a P1 architecture vehicle provided in an embodiment of the present application. Figure 1 As shown in , the torque distribution method provided by the embodiment of the present application includes:

[0064] S101. Determine the current operating mode of the target vehicle.

[0065] S102: Determine the current working mode of the controlled motor according to the current operating mode.

[0066] S103 . Determine a target torque distribution strategy according to the current operation mode, and determine a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque distribution strategy.

[0067] S104, controlling the controlled motor to operate in the current operating mode according to the first target torque, and controlling the controlled engine to operate according to the second target torque.

[0068] The following is a description of the exemplary steps of the present application embodiment:

[0069] With respect to step S101 , this step may include: determining the current operating mode of the target vehicle using an appropriate algorithm or model according to relevant operating parameters of the target vehicle.

[0070] Here, the relevant operating parameters may include a driver demand torque value, a battery SOC value, an external switch state, etc. The target vehicle is a P1 architecture vehicle.

[0071] For examples, see Figure 2 , Figure 2 This is a schematic diagram of a partial internal structure of a target vehicle provided in this application. Figure 2 As shown, when the target vehicle is a P1 architecture, the motor on the vehicle is installed between the engine and the clutch and is located before the gearbox, and the motor of the vehicle is directly connected to the engine. This layout allows the motor to both assist in driving the vehicle and act as a generator to charge the battery.

[0072] In step S101, illustratively, the current operating mode is one of the following modes: initialization mode, starting assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode and braking energy recovery mode.

[0073] With respect to step S102 , the working modes include a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode.

[0074] Here, a mapping relationship between the operation mode and the motor working mode can be established in advance, and then according to the established mapping relationship, after determining the current operation mode of the target vehicle, the current working mode of the controlled motor can be determined. Among them, the free operation mode refers to a mode in which the controlled motor is not controlled.

[0075] In an implementation manner provided in the present application, determining the current operating mode of the controlled motor according to the current operating mode includes:

[0076] When the current operation mode is the starting assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0077] When the current operation mode is the driving charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0078] When the current operation mode is the engine direct drive mode, the current operation mode of the controlled motor is the free operation mode;

[0079] When the current operation mode is the parking charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0080] When the current operation mode is the driving power-assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0081] When the current operating mode is the braking energy recovery mode, the current operating mode of the controlled motor is a mode in which the controlled motor operates as a generator.

[0082] Here, a specific mapping relationship between the operating mode and the working mode is provided, so that how the motor works can be determined quickly and accurately.

[0083] Regarding step S103, in this step, different torque distribution strategies may be set for different operation modes of the target vehicle. The torque distribution strategy refers to a strategy for distributing torque to the controlled motor and the controlled engine.

[0084] In an implementation manner provided in the present application, when the current operating mode is the start assist mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque control strategy torque distribution strategy includes:

[0085] S10311. Obtain the starting assist torque of the target vehicle, the driver's required torque, and the system maximum output torque of the power system of the target vehicle.

[0086] S10312: when the sum of the starting assist torque and the driver demand torque is not less than the system maximum output torque, taking the difference between the system maximum output torque and the driver demand torque as the first target torque of the controlled motor, and taking the driver demand torque as the second target torque of the controlled engine;

[0087] S10313. When the sum of the starting assist torque and the driver demand torque is less than the maximum output torque of the system, the starting assist torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine.

[0088] With respect to step S10311, the starting assist torque may be determined by looking up a table according to the actual current rotation speed of the controlled motor.

[0089] Here, the starting assist torque is a corrected torque, which can be corrected by a first correction coefficient. The first correction coefficient can be determined according to the driver's accelerator pedal opening and the motor speed, and different coefficients are output according to different driver's accelerator pedal opening and motor speed.

[0090] In this way, the starting assist torque can be different under different accelerator pedal openings and motor speeds.

[0091] The driver demand torque may be determined according to the driver's current control state of the target vehicle.

[0092] The implementations in step S10312 and step S10313 are torque distribution methods in two different situations in the start assist mode. The maximum output torque of the system is the maximum output torque of the power system on the target vehicle, which can be predetermined.

[0093] In another embodiment provided by the present application, when the current operating mode is the driving charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque control strategy torque distribution strategy includes:

[0094] S10321, obtaining the optimal power generation torque of the controlled motor and the torque required by the driver;

[0095] S10322. When the sum of the optimal power generation torque and the driver demand torque is within the optimal torque range of the controlled engine, the optimal power generation torque is used as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the driver demand torque is used as the second target torque of the controlled engine.

[0096] S10323. When the sum of the optimal power generation torque and the driver demand torque is not within the optimal torque range of the controlled engine, the first target torque is set to zero, and the driver demand torque is used as the second target torque of the controlled engine.

[0097] With respect to step S10321, the optimal power generation torque of the controlled motor may be predetermined.

[0098] The implementation methods in step S10322 and step S10323 are torque distribution methods in two different situations in the driving charging mode.

[0099] The optimal torque range of the controlled engine is determined according to the optimal working performance range of the controlled engine.

[0100] In this mode, when the driver's required torque is low during driving and the engine is not operating in the optimal economic range, the engine operating range is adjusted to the optimal operating range, and the controlled motor works as a generator to charge the battery. In step S10323, the first target torque is set to zero, that is, the controlled motor is not controlled.

[0101] In another embodiment provided in the present application, when the current operating mode is the engine direct drive mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: determining that the first target torque of the controlled motor is zero; and using the driver's required torque as the second target torque of the controlled engine.

[0102] Here, determining the first target torque of the controlled motor to be zero means not controlling the controlled motor. The driver demand torque can be determined by looking up a table according to the accelerator pedal opening and the engine speed.

[0103] In another embodiment provided in the present application, when the current operating mode is the parking charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: determining the preset torque as the first target torque of the controlled motor; determining the torque corresponding to the preset speed as the second target torque of the controlled engine.

[0104] Here, for the parking charging mode, the working torque of the controlled motor in this mode and the working speed of the controlled engine in this mode may be preset.

[0105] For example, in the parking charging mode, the engine speed is controlled and the generator torque is controlled. The engine is controlled to run at a fixed speed point in the economic range, such as an engine speed of 1200rpm and a torque of 500NM. In this mode, in order to prevent the generator torque from being too large when entering the parking charging mode, causing the engine to stall, a control method of gradually increasing the torque is adopted, increasing by 100NM every 1 second, and reaching the maximum torque value of 500NM after running for 5s, and then requesting the generator to run at a size of 500NM.

[0106] In another implementation manner provided by the present application, when the current operating mode is the driving assistance mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes:

[0107] S10331. Obtain the driving assist torque of the target vehicle and the driver's required torque.

[0108] S10332. When the driver demand torque is less than the upper limit of the optimal torque range of the controlled engine, the first target torque of the controlled motor is zero, and the driver demand torque is used as the second target torque of the controlled engine.

[0109] S10333. When the driver's required torque is not less than the upper limit of the optimal torque range of the controlled engine, the difference between the driving assist torque or the driver's required torque and the lower limit of the optimal torque range is used as the first target torque of the controlled motor, and the difference between the lower limit of the optimal torque range or the driver's required torque and the driving assist torque is used as the second target torque of the controlled engine.

[0110] For step S10331, the driving assist torque may be obtained by multiplying the driving external characteristic value of the motor speed by a percentage obtained by looking up a table using the motor speed and the throttle opening.

[0111] For step S10333, when the driver's required torque is not less than the upper limit of the optimal torque range of the controlled engine, the output torque of the controlled motor is assisted, which can be divided into two cases: the driver's required torque is subtracted from the lower limit of the optimal torque range of the engine, and the difference is compared with the driving assist torque at the current speed. If it is less than the driving assist torque, the motor output torque value (first target torque) is requested to be the difference between the driver's required torque and the lower limit of the optimal torque range of the engine, and the engine output torque value (second target torque) is requested to be the lower limit of the optimal torque range of the engine. If it is greater than or equal to the driving assist torque value, no restriction is made, the motor output torque (first target torque) is requested to be the driving assist torque, and the engine output torque (second target torque) is requested to be the difference between the driver's required torque and the driving assist torque.

[0112] In another embodiment provided in the present application, when the current operating mode is a braking energy recovery mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: determining the current braking energy recovery negative torque as the first target torque of the controlled motor; and determining that the second target torque of the controlled engine is zero.

[0113] Here, the current braking energy recovery negative torque can be determined in the following manner: determine the maximum negative torque of braking energy recovery according to the external power generation characteristics of the controlled motor, and then correct the maximum negative torque of braking energy recovery by the coefficient of the current brake pedal opening and the coefficient of the current vehicle speed to obtain the current braking energy recovery negative torque.

[0114] In this way, appropriate braking force can be provided at different vehicle speeds and different brake pedal openings to meet braking requirements.

[0115] The second target torque of the controlled engine is determined to be zero, that is, the engine is not controlled.

[0116] Before executing step S104, in an implementation manner provided in the present application, the torque distribution method further includes:

[0117] S201. Obtain current correction coefficients and current torque limits of the controlled motor and the controlled engine respectively.

[0118] S202. For any target torque of the first target torque and the second target torque, a correction process is performed using a current correction coefficient corresponding to the target torque, and then a limit process is performed on the correction process result using a current torque limit value corresponding to the target torque to obtain a processed first target torque and a processed second target torque.

[0119] With respect to step S201, the step may include: obtaining a first current correction coefficient and a first current torque limit value of the controlled motor; and obtaining a second current correction coefficient and a second current torque limit value of the controlled engine.

[0120] The first current correction coefficient and the second current correction coefficient can be determined by looking up the table according to the parameters of the relevant components in the vehicle.

[0121] For example, the first current correction coefficient may be determined by looking up a table according to the temperature of the motor and the temperature of the controller.

[0122] The first current torque limit value and the second current torque limit value may also be determined by looking up a table.

[0123] For example, the first current torque limit value can be determined based on at least one of the battery voltage, the maximum charge and discharge current, the maximum charge and discharge power value in 60 seconds, and the actual speed of the motor, and the first current torque limit value is the maximum charge and discharge torque value of the motor allowed by the battery.

[0124] With respect to step S202 , the first target torque or the second target torque is first corrected using the current correction coefficient, and then restricted using the current torque limit value.

[0125] When performing the restriction process, the process principle is to ensure that the first target torque or the second target torque completed by the process does not exceed the corresponding torque limit.

[0126] In addition, to prevent a sudden change in the motor torque request, the motor torque request is ramped in combination with the current actual motor torque. The engine output torque request is also ramped in combination with the current actual engine torque.

[0127] In this way, the present application dynamically adjusts the working mode of the motor based on the current operating mode of the target vehicle, which can ensure the optimal power output combination under different driving conditions, and the present solution can flexibly switch the torque distribution scheme of the motor and the engine under different working conditions. Through precise torque distribution strategies, it can ensure good power performance while taking into account fuel economy, battery life, user experience and other aspects, which has significant technological advancement significance and technical effects.

[0128] Based on the same inventive concept, a torque distribution device corresponding to the torque distribution 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 torque distribution 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.

[0129] See also Figure 3 , Figure 3 This is a schematic diagram of the structure of a torque distribution device provided in an embodiment of the present application. Figure 3 As shown in FIG. , the torque distribution device 300 includes:

[0130] A first determination module 310, for determining a current operating mode of a target vehicle;

[0131] A second determination module 320 is used to determine a current working mode of the controlled motor according to the current operation mode; wherein the working mode includes a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode;

[0132] an allocation module 330, configured to determine a target torque allocation strategy according to the current operation mode, and determine a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque allocation strategy;

[0133] The control module 340 is used to control the controlled motor to work according to the current working mode according to the first target torque, and to control the controlled engine to work according to the second target torque.

[0134] Optionally, the current operating mode is one of the following modes: initialization mode, starting assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode and braking energy recovery mode.

[0135] Optionally, when the second determination module 320 is used to determine the current working mode of the controlled motor according to the current operating mode, the second determination module 320 is used to:

[0136] When the current operation mode is the starting assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0137] When the current operation mode is the driving charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0138] When the current operation mode is the engine direct drive mode, the current operation mode of the controlled motor is the free operation mode;

[0139] When the current operation mode is the parking charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator;

[0140] When the current operation mode is the driving power-assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver;

[0141] When the current operating mode is the braking energy recovery mode, the current operating mode of the controlled motor is a mode in which the controlled motor operates as a generator.

[0142] Optionally, when the current operating mode is the start assist mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0143] Acquiring a starting assist torque of a target vehicle, a driver demand torque, and a system maximum output torque of a power system of the target vehicle;

[0144] When the sum of the starting assist torque and the driver demand torque is not less than the system maximum output torque, the difference between the system maximum output torque and the driver demand torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine;

[0145] When the sum of the starting assist torque and the driver demand torque is less than the system maximum output torque, the starting assist torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine.

[0146] Optionally, when the current operating mode is the driving charging mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0147] Obtaining the optimal power generation torque of the controlled motor and the driver's required torque;

[0148] When the sum of the optimal power generation torque and the driver demand torque is within the optimal torque range of the controlled engine, the optimal power generation torque is used as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the driver demand torque is used as the second target torque of the controlled engine;

[0149] When the sum of the optimal power generation torque and the driver demand torque is not within the optimal torque range of the controlled engine, the first target torque is set to zero, and the driver demand torque is used as the second target torque of the controlled engine.

[0150] Optionally, when the current operating mode is the engine direct drive mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0151] Determining that a first target torque of the controlled motor is zero;

[0152] The driver's required torque is used as the second target torque of the controlled engine.

[0153] Optionally, when the current operating mode is the parking charging mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0154] Determining a preset torque as a first target torque of the controlled motor;

[0155] The torque corresponding to the preset speed is determined as the second target torque of the controlled engine.

[0156] Optionally, when the current operating mode is the driving power-assist mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0157] Obtaining the driving assist torque of the target vehicle and the driver's required torque;

[0158] When the driver demand torque is less than the upper limit of the optimal torque range of the controlled engine, the first target torque of the controlled motor is zero, and the driver demand torque is used as the second target torque of the controlled engine;

[0159] When the driver's required torque is not less than the upper limit of the optimal torque range of the controlled engine, the difference between the driving assist torque or the driver's required torque and the lower limit of the optimal torque range is used as the first target torque of the controlled motor, and the difference between the lower limit of the optimal torque range or the driver's required torque and the driving assist torque is used as the second target torque of the controlled engine.

[0160] Optionally, when the current operating mode is the braking energy recovery mode, when the allocation module 330 is used to determine the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy, the allocation module 330 is used to:

[0161] Determining the current braking energy recovery negative torque as the first target torque of the controlled motor;

[0162] The second target torque of the controlled engine is determined to be zero.

[0163] Optionally, the torque distribution device 300 further includes a correction and limitation module 350 (not shown in the figure), and the correction and limitation module 350 is used to:

[0164] respectively obtaining a current correction coefficient and a current torque limit value of the controlled motor and the controlled engine;

[0165] For any one of the first target torque and the second target torque, a correction process is performed using the current correction coefficient corresponding to the target torque, and then a limit process is performed on the correction process result using the current torque limit value corresponding to the target torque to obtain the processed first target torque and the processed second target torque.

[0166] See also Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 4 As shown in , the electronic device 400 includes a processor 410 , a memory 420 and a bus 430 .

[0167] The memory 420 stores machine-readable instructions executable by the processor 410. When the electronic device 400 is running, the processor 410 communicates with the memory 420 via the bus 430. When the machine-readable instructions are executed by the processor 410, the above-mentioned Figure 1 The specific implementation of the steps in the method embodiment shown can be found in the method embodiment, and will not be repeated here.

[0168] The present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figure 1 The specific implementation of the steps in the method embodiment shown can be found in the method embodiment, and will not be repeated here.

[0169] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0170] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units 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, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0171] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0172] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0173] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application can essentially be embodied in the form of a software product, or in other words, the part that contributes to the prior art or the part of the technical solution. 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 application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0174] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A torque distribution method for a P1 architecture vehicle, characterized in that: The torque distribution method comprises: determining a current operating mode of the target vehicle; Determine the current working mode of the controlled motor according to the current operation mode; wherein the working mode includes a mode in which the controlled motor works as a driver, a mode in which the controlled motor works as a generator, and a free running mode; Determining a target torque distribution strategy according to the current operation mode, and determining a first target torque of the controlled motor and a second target torque of the controlled engine according to the target torque distribution strategy; The controlled motor is controlled to operate in the current operating mode according to the first target torque, and the controlled engine is controlled to operate according to the second target torque.

2. The torque distribution method according to claim 1, characterized in that: The current operating mode is one of the following modes: initialization mode, starting assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode and braking energy recovery mode.

3. The torque distribution method according to claim 2, characterized in that: Determining the current working mode of the controlled motor according to the current operating mode includes: When the current operation mode is the starting assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver; When the current operation mode is the driving charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator; When the current operation mode is the engine direct drive mode, the current operation mode of the controlled motor is the free operation mode; When the current operation mode is the parking charging mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a generator; When the current operation mode is the driving power-assist mode, the current operation mode of the controlled motor is a mode in which the controlled motor works as a driver; When the current operating mode is the braking energy recovery mode, the current operating mode of the controlled motor is a mode in which the controlled motor operates as a generator.

4. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the start assist mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Acquiring a starting assist torque of a target vehicle, a driver demand torque, and a system maximum output torque of a power system of the target vehicle; When the sum of the starting assist torque and the driver demand torque is not less than the system maximum output torque, the difference between the system maximum output torque and the driver demand torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine; When the sum of the starting assist torque and the driver demand torque is less than the system maximum output torque, the starting assist torque is used as the first target torque of the controlled motor, and the driver demand torque is used as the second target torque of the controlled engine.

5. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the driving charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Obtaining the optimal power generation torque of the controlled motor and the driver's required torque; When the sum of the optimal power generation torque and the driver demand torque is within the optimal torque range of the controlled engine, the optimal power generation torque is used as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the driver demand torque is used as the second target torque of the controlled engine; When the sum of the optimal power generation torque and the driver demand torque is not within the optimal torque range of the controlled engine, the first target torque is set to zero, and the driver demand torque is used as the second target torque of the controlled engine.

6. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the engine direct drive mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Determining that a first target torque of the controlled motor is zero; The driver's required torque is used as the second target torque of the controlled engine.

7. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the parking charging mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Determining a preset torque as a first target torque of the controlled motor; The torque corresponding to the preset speed is determined as the second target torque of the controlled engine.

8. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the driving power-assist mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Obtaining the driving assist torque of the target vehicle and the driver's required torque; When the driver demand torque is less than the upper limit of the optimal torque range of the controlled engine, the first target torque of the controlled motor is zero, and the driver demand torque is used as the second target torque of the controlled engine; When the driver's required torque is not less than the upper limit of the optimal torque range of the controlled engine, the difference between the driving assist torque or the driver's required torque and the lower limit of the optimal torque range is used as the first target torque of the controlled motor, and the difference between the lower limit of the optimal torque range or the driver's required torque and the driving assist torque is used as the second target torque of the controlled engine.

9. The torque distribution method according to claim 2, characterized in that: When the current operating mode is the braking energy recovery mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy includes: Determining the current braking energy recovery negative torque as the first target torque of the controlled motor; The second target torque of the controlled engine is determined to be zero.

10. The torque distribution method according to claim 1, characterized in that: Before controlling the controlled motor to work in the current working mode according to the first target torque and controlling the controlled engine to work according to the second target torque, the torque distribution method further includes: respectively obtaining a current correction coefficient and a current torque limit value of the controlled motor and the controlled engine; For any one of the first target torque and the second target torque, a correction process is performed using the current correction coefficient corresponding to the target torque, and then a limit process is performed on the correction process result using the current torque limit value corresponding to the target torque to obtain the processed first target torque and the processed second target torque.

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