A torque distribution method for a p1 architecture vehicle

Abstract

The application provides a torque distribution method for a P1 architecture vehicle, which comprises: determining a current operation mode of a target vehicle; determining a current working mode of a controlled motor according to the current operation mode; wherein the working mode comprises a mode of working as a driver and a mode of working 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 a controlled engine according to the target torque distribution strategy; 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. Through the method, the vehicle can more effectively manage the working mode and torque output of the power system, thereby improving the vehicle performance, efficiency and driving experience.

Description

Technical Field

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

[0002] In the development of modern automotive technology, the architecture design of vehicle powertrain systems is constantly being innovated to meet higher performance demands and diverse driving experiences. For vehicles using the P1 architecture, its core feature is the integration of the electric motor between the engine and the clutch, located before the transmission, forming a hybrid powertrain layout. Vehicles with this architecture can leverage the advantages of a traditional internal combustion engine while also utilizing the electric motor for auxiliary drive, energy recovery, and other functions.

[0003] The P1 architecture vehicles employ a unique power transmission path: the engine directly drives the wheels via a mechanical connection, and the engine and electric motor are directly connected. Torque output is controlled by adjusting the operating mode, without controlling the clutch. The clutch is located after the electric motor and before the transmission, allowing for flexible switching between operating modes under different conditions. For example, during start-up or low-speed driving, power can be provided solely by the electric motor, reducing fuel consumption and emissions. However, in situations requiring higher torque output, such as acceleration and overtaking, both the engine and electric motor work together to provide stronger power support.

[0004] However, in such a powertrain system, proper torque distribution is particularly important. In actual operation, accurately adjusting the torque contribution ratio between the engine and the electric motor can help optimize vehicle 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 P1 architecture vehicles, 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] This application provides a torque distribution method for a P1 architecture vehicle, the torque distribution method comprising:

[0007] Determine the current operating mode of the target vehicle;

[0008] Based on the current operating mode, the current operating mode of the controlled motor is determined; wherein, the operating mode includes a mode in which the controlled motor operates as a driver, a mode in which the controlled motor operates as a generator, and a free operating mode;

[0009] Based on the current operating mode, a target torque distribution strategy is determined, and based on the target torque distribution strategy, a first target torque of the controlled motor and a second target torque of the controlled engine are determined.

[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, start-up assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode, and brake energy recovery mode.

[0012] Optionally, determining the current operating mode of the controlled motor based on the current operating mode includes:

[0013] When the current operating mode is the start-up assist mode, the current working mode of the controlled motor is the mode in which the controlled motor is used as a driver.

[0014] When the current operating mode is the vehicle charging mode, the current working mode of the controlled motor is the mode in which the controlled motor works as a generator.

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

[0016] When the current operating mode is parking charging mode, the current working mode of the controlled motor is the mode of using the controlled motor as a generator.

[0017] When the current operating mode is driving assistance mode, the current working mode of the controlled motor is the mode of using the controlled motor as a driver.

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

[0019] Optionally, when the current operating mode is the start-up 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] Obtain the starting assist torque of the target vehicle, the torque required by the driver, and the maximum output torque of the power system of the target vehicle;

[0021] When the sum of the starting assist torque and the driver's required torque is not less than the system's maximum output torque, the difference between the system's maximum output torque and the driver's required torque is taken as the first target torque of the controlled motor, and the driver's required torque is taken as the second target torque of the controlled engine.

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

[0023] Optionally, when the current operating mode is the vehicle 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] Obtain the optimal generating torque of the controlled motor and the torque required by the driver;

[0025] When the sum of the optimal power generation torque and the torque required by the driver is within the optimal torque range of the controlled engine, the optimal power generation torque is taken as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the torque required by the driver is taken as the second target torque of the controlled engine.

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

[0027] Optionally, when the current operating mode is 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] The first target torque of the controlled motor is determined to be 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 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] The preset torque is determined as the 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 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:

[0034] Obtain the driving assist torque of the target vehicle and the torque required by the driver;

[0035] When the torque demanded by the driver 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 torque demanded by the driver is taken 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 assistance torque or the driver's required torque and the lower limit of the optimal torque range is taken 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 assistance torque is taken as the second target torque of the controlled engine.

[0037] Optionally, when the current operating mode is the regenerative braking 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] The current negative torque of brake energy recovery is determined 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 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, the torque distribution method further includes:

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

[0042] For any one of the first target torque and the second target torque, the current correction coefficient corresponding to the target torque is used for correction processing, and the current torque limit corresponding to the target torque is used to limit the correction processing result to obtain the processed first target torque and the processed second target torque.

[0043] This application embodiment also provides a torque distribution device for a P1 architecture vehicle, the distribution device comprising:

[0044] The first determining module is used to determine the current operating mode of the target vehicle;

[0045] The second determining module is used to determine the current operating mode of the controlled motor according to the current operating mode; wherein the operating mode includes a mode in which the controlled motor operates as a driver, a mode in which the controlled motor operates as a generator, and a free operating mode;

[0046] The allocation module is used to determine a target torque allocation strategy based on the current operating mode, and to determine a first target torque of the controlled motor and a second target torque of the controlled engine based on the target torque allocation strategy.

[0047] The control module is used to control the controlled motor to operate in the current operating mode according to a first target torque, and to control the controlled engine to operate according to a second target torque.

[0048] This application embodiment also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the torque distribution method described above are performed.

[0049] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the torque distribution method described above.

[0050] This application provides a torque distribution method for a P1 architecture vehicle. The method includes: determining the current operating mode of the target vehicle; determining the current operating mode of the controlled motor based on the current operating mode; wherein the operating mode includes a mode in which the controlled motor operates as a driver, a mode in which the controlled motor operates as a generator, and a free operating 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 operate according to the current operating mode according to the first target torque, and controlling the controlled engine to operate according to the second target torque.

[0051] In this way, the 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. Furthermore, this solution can flexibly switch the torque distribution scheme of the motor and the engine under different operating conditions. Through a precise torque distribution strategy, it can ensure good power performance while taking into account multiple aspects such as fuel economy, battery life, and user experience, which has significant technological progress and technical effects.

[0052] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0053] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

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

[0055] Figure 2 This application provides a schematic diagram of a portion of the internal structure of a target vehicle.

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

[0057] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0059] In the development of modern automotive technology, the architecture design of vehicle powertrain systems is constantly being innovated to meet higher performance demands and diverse driving experiences. For vehicles using the P1 architecture, its core feature is the integration of the electric motor between the engine and clutch, located before the transmission, forming a hybrid powertrain layout. Vehicles with this architecture can leverage the advantages of a traditional internal combustion engine while also utilizing the electric motor for auxiliary drive, energy recovery, and other functions.

[0060] The P1 architecture vehicles employ a unique power transmission path: the engine directly drives the wheels via a mechanical connection; the engine and electric motor are directly connected, with torque output controlled by adjusting the operating mode, without controlling the clutch. The clutch is located after the electric motor and before the transmission, allowing for flexible switching of operating modes under different conditions. For example, during start-up or low-speed driving, power can be provided solely by the electric motor, reducing fuel consumption and emissions; while during acceleration and overtaking, where higher torque output is required, the engine and electric motor work together to provide stronger power support.

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

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

[0063] Please see Figure 1 , Figure 1 This is a flowchart illustrating a torque distribution method for a P1 architecture vehicle provided in an embodiment of this application. Figure 1 As shown in the embodiments of this application, the torque distribution method includes:

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

[0065] S102. Determine the current operating mode of the controlled motor based on the current operating mode.

[0066] S103. Based on the current operating mode, determine the target torque distribution strategy, and based on the target torque distribution strategy, determine the first target torque of the controlled motor and the second target torque of the controlled engine.

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

[0068] The exemplary steps of the embodiments of this application are described below:

[0069] For step S101, this step may include: determining the current operating mode of the target vehicle using an appropriate algorithm or model based on the relevant operating parameters of the target vehicle.

[0070] Here, relevant operating parameters may include the driver's required torque value, battery SOC value, and external switch status, etc. The target vehicle is a P1 architecture vehicle.

[0071] For an example, please refer to Figure 2 , Figure 2 This is a schematic diagram of a portion of the internal structure of a target vehicle provided in this application. Figure 2 As shown, when the target vehicle is a P1 architecture vehicle, the motor is installed between the engine and the clutch, and in front of the gearbox. The motor 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, for example, the current operating mode is one of the following modes: initialization mode, start-up assist mode, driving charging mode, engine direct drive mode, parking charging mode, driving assist mode, and brake energy recovery mode.

[0073] Regarding step S102, the operating modes include a mode in which the controlled motor operates as a driver, a mode in which the controlled motor operates as a generator, and a free-running mode.

[0074] Here, a mapping relationship between operating modes and motor operating modes can be established in advance. Then, based on the established mapping relationship, after determining the current operating mode of the target vehicle, the current operating mode of the controlled motor can be determined. The free operating mode refers to a mode in which no control is applied to the controlled motor.

[0075] In one embodiment provided in this application, determining the current operating mode of the controlled motor based on the current operating mode includes:

[0076] When the current operating mode is the start-up assist mode, the current working mode of the controlled motor is the mode in which the controlled motor is used as a driver.

[0077] When the current operating mode is the vehicle charging mode, the current working mode of the controlled motor is the mode in which the controlled motor works as a generator.

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

[0079] When the current operating mode is parking charging mode, the current working mode of the controlled motor is the mode of using the controlled motor as a generator.

[0080] When the current operating mode is driving assistance mode, the current working mode of the controlled motor is the mode of using the controlled motor as a driver.

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

[0082] This section provides a mapping relationship between specific operating modes and work modes, allowing for quick and accurate determination of how the motor should operate.

[0083] Regarding step S103, different torque distribution strategies can be set for different operating modes of the target vehicle. This torque distribution strategy refers to the strategy for distributing torque between the controlled motor and the controlled engine.

[0084] In one embodiment provided in this application, when the current operating mode is a start-up 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 torque required by the driver, and the maximum output torque of the power system of the target vehicle.

[0086] S10312. When the sum of the starting assist torque and the driver's required torque is not less than the system's maximum output torque, the difference between the system's maximum output torque and the driver's required torque is taken as the first target torque of the controlled motor, and the driver's required torque is taken as the second target torque of the controlled engine.

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

[0088] Regarding step S10311, the starting assist torque can be determined by looking up a table based on the current actual speed of the controlled motor.

[0089] Here, the starting assist torque is a corrected torque, which can be specifically corrected using a first correction coefficient. This first correction coefficient can be determined based on the driver's accelerator pedal opening and motor speed; different accelerator pedal openings and motor speeds result in different coefficients.

[0090] This ensures that the starting assist torque varies depending on the accelerator pedal opening and motor speed.

[0091] The required torque for the driver can be determined based on the driver's current control status over the target vehicle.

[0092] The embodiments in steps S10312 and S10313 represent torque distribution methods under two different conditions in the start-up assist mode. The maximum output torque of the system is the maximum output torque of the powertrain on the target vehicle, which can be predetermined.

[0093] In another embodiment provided in this application, when the current operating mode is the vehicle 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. Obtain the optimal generating 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 torque required by the driver is within the optimal torque range of the controlled engine, the optimal power generation torque is taken as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the torque required by the driver is taken as the second target torque of the controlled engine.

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

[0097] Regarding step S10321, the optimal generating torque of the controlled motor can be determined in advance.

[0098] The implementation methods in steps S10322 and S10323 are torque distribution methods under two different conditions in the vehicle charging mode.

[0099] The optimal torque range of the controlled engine is determined based on the optimal operating performance range of the controlled engine.

[0100] This mode allows the engine to operate within its optimal range when the driver's torque demand is low and the engine is not operating within its optimal economic range. Simultaneously, the controlled motor functions as a generator to charge the battery. In step S10323, the first target torque is set to zero, meaning the controlled motor is not controlled.

[0101] In another embodiment provided in this application, when the current operating mode is 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 that no control is applied to the controlled motor. The torque required by the driver can be determined by referring to a table based on the accelerator pedal opening and engine speed.

[0103] In another embodiment provided in this application, when the current operating mode is 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 the first target torque of the controlled motor; and determining the torque corresponding to a preset speed as the second target torque of the controlled engine.

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

[0105] For example, in parking charging mode, engine speed is controlled, and generator torque is controlled. The engine is controlled to operate at a fixed speed within its economic range, such as 1200 rpm and 500 Nm of torque. In this mode, to prevent the generator from generating excessive torque at the moment of entering parking charging mode, which could cause the engine to stall, a control method is used to gradually increase the generating torque, increasing it by 100 Nm every second. After running for 5 seconds, the maximum generating torque value of 500 Nm is reached, and then the generator is requested to operate at a value of 500 Nm.

[0106] In another embodiment provided in this application, when the current operating mode is a 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 torque required by the driver.

[0108] S10332. When the torque required by the driver 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 torque required by the driver is taken 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 assistance torque or the driver's required torque and the lower limit of the optimal torque range is taken 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 assistance torque is taken as the second target torque of the controlled engine.

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

[0111] Regarding 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. This can be divided into two cases: The difference between the driver's required torque and the lower limit of the engine's optimal torque range is calculated, and this difference is compared with the driving assistance torque at the current speed. If it is less than the driving assistance 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 engine's optimal torque range, and the engine output torque value (second target torque) is requested to be the lower limit of the engine's optimal torque range. If it is greater than or equal to the driving assistance torque value, no restriction is imposed, the motor output torque (first target torque) is requested to be the driving assistance torque, and the engine output torque (second target torque) is requested to be the difference between the driver's required torque and the driving assistance torque.

[0112] In another embodiment provided in this application, when the current operating mode is the regenerative braking mode, determining the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque allocation strategy includes: determining the current negative torque of the regenerative braking as the first target torque of the controlled motor; and determining the second target torque of the controlled engine to be zero.

[0113] Here, the current negative torque of regenerative braking can be determined in the following way: the maximum negative torque of regenerative braking is determined according to the external characteristics of the controlled motor, and then the maximum negative torque of regenerative braking is corrected by the coefficients obtained from the current brake pedal opening and the current vehicle speed to obtain the current negative torque of regenerative braking.

[0114] This allows for the provision of appropriate braking force at different vehicle speeds and brake pedal openings to meet braking requirements.

[0115] The second target torque of the controlled engine is determined to be zero, meaning that no control is applied to the engine.

[0116] Before performing step S104, in one embodiment provided in this application, the torque distribution method further includes:

[0117] S201. Obtain the current correction coefficient and current torque limit of the controlled motor and the controlled engine, respectively.

[0118] S202. For either the first target torque or the second target torque, perform correction processing using the current correction coefficient corresponding to the target torque, and then perform restriction processing on the correction processing result using the current torque limit corresponding to the target torque, to obtain the processed first target torque and the processed second target torque.

[0119] For step S201, this step may include: obtaining the first current correction coefficient and the first current torque limit of the controlled motor; obtaining the second current correction coefficient and the second current torque limit of the controlled engine.

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

[0121] For example, the first current correction factor can be determined by looking up tables based on the temperatures of the motor and controller, respectively.

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

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

[0124] For step S202, for the first target torque or the second target torque, first use the current correction coefficient for correction processing, and then use the current torque limit value for limitation processing.

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

[0126] In addition, to prevent sudden changes in the requested motor torque, a ramp is applied to the requested motor torque based on the current actual motor torque. The requested engine output torque is also ramped based on the current actual engine torque.

[0127] In this way, the 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. Furthermore, this solution can flexibly switch the torque distribution scheme of the motor and the engine under different operating conditions. Through a precise torque distribution strategy, it can ensure good power performance while taking into account multiple aspects such as fuel economy, battery life, and user experience, which has significant technological progress and technical effects.

[0128] Based on the same inventive concept, this application also provides a torque distribution device corresponding to the torque distribution method. Since the principle of the device in this application is similar to the torque distribution method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

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

[0130] The first determining module 310 is used to determine the current operating mode of the target vehicle;

[0131] The second determining module 320 is used to determine the current operating mode of the controlled motor according to the current operating mode; wherein the operating mode includes a mode in which the controlled motor operates as a driver, a mode in which the controlled motor operates as a generator, and a free operating mode;

[0132] The allocation module 330 is used to determine a target torque allocation strategy according to the current operating mode, and to 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 operate in the current operating mode according to the first target torque, and to control the controlled engine to operate according to the second target torque.

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

[0135] Optionally, when the second determining module 320 determines the current operating mode of the controlled motor based on the current operating mode, the second determining module 320 is used to:

[0136] When the current operating mode is the start-up assist mode, the current working mode of the controlled motor is the mode in which the controlled motor is used as a driver.

[0137] When the current operating mode is the vehicle charging mode, the current working mode of the controlled motor is the mode in which the controlled motor works as a generator.

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

[0139] When the current operating mode is parking charging mode, the current working mode of the controlled motor is the mode of using the controlled motor as a generator.

[0140] When the current operating mode is driving assistance mode, the current working mode of the controlled motor is the mode of using the controlled motor as a driver.

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

[0142] Optionally, when the current operating mode is the start-up 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] Obtain the starting assist torque of the target vehicle, the torque required by the driver, and the maximum output torque of the power system of the target vehicle;

[0144] When the sum of the starting assist torque and the driver's required torque is not less than the system's maximum output torque, the difference between the system's maximum output torque and the driver's required torque is taken as the first target torque of the controlled motor, and the driver's required torque is taken as the second target torque of the controlled engine.

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

[0146] Optionally, when the current operating mode is the vehicle 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] Obtain the optimal generating torque of the controlled motor and the torque required by the driver;

[0148] When the sum of the optimal power generation torque and the torque required by the driver is within the optimal torque range of the controlled engine, the optimal power generation torque is taken as the first target torque of the controlled motor, and the sum of the optimal power generation torque and the torque required by the driver is taken as the second target torque of the controlled engine.

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

[0150] Optionally, when the current operating mode is 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] The first target torque of the controlled motor is determined to be 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 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] The preset torque is determined as the 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 assistance 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] Obtain the driving assist torque of the target vehicle and the torque required by the driver;

[0158] When the torque demanded by the driver 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 torque demanded by the driver is taken 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 assistance torque or the driver's required torque and the lower limit of the optimal torque range is taken 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 assistance torque is taken as the second target torque of the controlled engine.

[0160] Optionally, when the current operating mode is the regenerative braking 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] The current negative torque of brake energy recovery is determined 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 limiting module 350 (not shown in the figure), the correction and limiting module 350 being used for:

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

[0165] For any one of the first target torque and the second target torque, the current correction coefficient corresponding to the target torque is used for correction processing, and the current torque limit corresponding to the target torque is used to limit the correction processing result to obtain the processed first target torque and the processed second target torque.

[0166] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 4 As shown, 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, they can perform the operations described above. Figure 1 The steps in the method embodiment shown are specifically implemented in the method embodiment and will not be repeated here.

[0168] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps in the method embodiment shown are specifically implemented in the method embodiment and will not be repeated here.

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

[0170] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0171] 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.

[0172] In addition, 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.

[0173] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0174] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, 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 covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the 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 operation mode of the target vehicle; the current operation mode is one of the following modes: an initialization mode, a start-up assist mode, a driving charging mode, an engine direct drive mode, a parking charging mode, a driving assist mode and a brake energy recovery mode; determining a current working mode of the controlled motor according to the current operation mode; wherein the working mode comprises a mode of working as a driver, a mode of working 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; 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; when the current operation mode is the start-up assist mode, the determination of the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy comprises: obtaining a start-up assist torque of the 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 start-up 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; when the sum of the start-up assist torque and the driver demand torque is less than the system maximum output torque, taking the start-up assist 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.

2. The torque distribution method according to claim 1, characterized in that, The determination of the current working mode of the controlled motor according to the current operation mode comprises: when the current operation mode is the start-up assist mode, the current working mode of the controlled motor is the mode of working as the driver; when the current operation mode is the driving charging mode, the current working mode of the controlled motor is the mode of working as the generator; when the current operation mode is the engine direct drive mode, the current working mode of the controlled motor is the free running mode; when the current operation mode is the parking charging mode, the current working mode of the controlled motor is the mode of working as the generator; when the current operation mode is the driving assist mode, the current working mode of the controlled motor is the mode of working as the driver; when the current operation mode is the brake energy recovery mode, the current working mode of the controlled motor is the mode of working as the generator.

3. The torque distribution method according to claim 1, characterized in that, when the current operation mode is the driving charging mode, the determination of the first target torque of the controlled motor and the second target torque of the controlled engine according to the target torque distribution strategy comprises: obtaining an optimal generation torque of the controlled motor and a driver demand torque; when the sum of the optimal generation torque and the driver demand torque is within an optimal torque range of the controlled motor, taking the optimal generation torque as a first target torque of the controlled motor, and taking the sum of the optimal generation torque and the driver demand torque as a second target torque of the controlled motor; when the sum of the optimal generation torque and the driver demand torque is not within the optimal torque range of the controlled motor, setting the first target torque to zero, and taking the driver demand torque as the second target torque of the controlled motor.

4. The torque distribution method according to claim 1, characterized by, when the current operation mode is the engine direct drive mode, the method of determining the first target torque of the controlled motor and the second target torque of the controlled motor according to the target torque distribution strategy comprises: determining the first target torque of the controlled motor to be zero; taking the driver demand torque as the second target torque of the controlled motor.

5. The torque distribution method according to claim 1, characterized in that, when the current operation mode is the parking charging mode, the method of determining the first target torque of the controlled motor and the second target torque of the controlled motor according to the target torque distribution strategy comprises: determining a preset torque as the first target torque of the controlled motor; determining a torque corresponding to a preset rotating speed as the second target torque of the controlled motor.

6. The torque distribution method according to claim 1, characterized by, when the current operation mode is the driving assist mode, the method of determining the first target torque of the controlled motor and the second target torque of the controlled motor according to the target torque distribution strategy comprises: obtaining a driving assist torque of a target vehicle and a driver demand torque; when the driver demand torque is less than an upper limit of an optimal torque range of the controlled motor, the first target torque of the controlled motor is zero, and the driver demand torque is taken as the second target torque of the controlled motor; when the driver demand torque is not less than the upper limit of the optimal torque range of the controlled motor, a difference torque between the driving assist torque or the driver demand torque and a lower limit of the optimal torque range is taken as the first target torque of the controlled motor, and a difference between the lower limit of the optimal torque range or the driver demand torque and the driving assist torque is taken as the second target torque of the controlled motor.

7. The torque distribution method according to claim 1, characterized by, when the current operation mode is the brake energy recovery mode, the method of determining the first target torque of the controlled motor and the second target torque of the controlled motor according to the target torque distribution strategy comprises: determining a current brake energy recovery negative torque as the first target torque of the controlled motor; determining the second target torque of the controlled motor to be zero.

8. The torque distribution method according to claim 1, characterized by, before the controlled motor is controlled to work in the current working mode according to the first target torque and the controlled motor is controlled to work according to the second target torque, the torque distribution method further comprises: respectively obtaining a current correction coefficient and a current torque limit value of the controlled motor and the controlled motor; For any one of the first target torque and the second target torque, a current correction coefficient corresponding to the target torque is used for correction processing, and a current torque limit value corresponding to the target torque is used for limiting processing on the correction processing result, to obtain a processed first target torque and a processed second target torque.

Images