Method and device for controlling operation of motor, vehicle and storage medium

Abstract

The invention provides a motor operation control method and device, a vehicle and a storage medium. When a vehicle is in a running state, the method distributes request power to at least two driving motors based on the request power of the whole vehicle and heat balance power of the at least two driving motors in a power system. Wherein the absolute difference between the heat balance power and the power distributed to the driving motor is smaller than the preset power. That is, the method can ensure that the power distributed to each driving motor is smaller than the corresponding heat balance power, or the power distributed to each driving motor is larger than the corresponding heat balance power, but the power distributed to each driving motor is close to the corresponding heat balance power. Thus, when the at least two driving motors operate at the distributed power, it can be ensured that each driving motor works within a certain temperature range, and power interruption caused by too heat is avoided. Therefore, the method can reduce the energy consumption of the heat dissipation system when the temperature balance of the power system is maintained.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more specifically, to a method, a device, a vehicle, and a storage medium for controlling the operation of a motor in the technical field of vehicles. Background Art

[0002] With the continuous progress of vehicle industry technology and the improvement of people's living standards, the audience group of vehicles is becoming more and more extensive. However, there are also more and more vehicle-related problems, including the problem of high energy consumption in the thermal management of the power system in vehicles.

[0003] Currently, the power configuration in vehicles is generally high, and the number of motors in the power system is large. A large amount of heat may be generated when multiple motors are operating, which makes the heat dissipation system of the power system consume more energy to maintain the temperature balance of the power system.

[0004] Therefore, there is an urgent need for a method for controlling the operation of a motor to reduce the energy consumption of the heat dissipation system when maintaining the temperature balance of the power system. Summary of the Invention

[0005] The present application provides a method, a device, a vehicle, and a storage medium for controlling the operation of a motor, and this method can reduce the energy consumption of the heat dissipation system when maintaining the temperature balance of the power system.

[0006] In a first aspect, a method for controlling the operation of a motor is provided. The method includes: when the vehicle is in a driving state, determining the requested power of the entire vehicle; based on the requested power and the thermal balance power of at least two drive motors in the power system, allocating the requested power to the at least two drive motors, where the thermal balance power is the maximum output power at which the drive motor does not trigger the temperature protection mechanism when the heat dissipation system of the power system operates in the lowest energy consumption mode, and the absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power; controlling the at least two drive motors to operate at the allocated power.

[0007] In the above technical solution, when the vehicle is in a driving state, the method distributes the requested power to at least two drive motors based on the requested power of the entire vehicle and the thermal balance power of at least two drive motors in the power system. Among them, the absolute difference between the thermal balance power and the power distributed to the drive motor is less than the preset power. That is to say, the method can ensure that the power distributed to each drive motor is less than its corresponding thermal balance power, or the power distributed to each drive motor is greater than its corresponding thermal balance power but the power distributed to each drive motor is close to its corresponding thermal balance power. In this way, when at least two drive motors operate with the distributed power, it can ensure that each drive motor operates within a certain temperature range, avoiding power interruption caused by overheating. At the same time, it can not only make full use of the maximum steady-state output capacity of each drive motor to optimize the power performance, but also reduce the thermal stress of a single motor through load balancing, improving the reliability of the power system. Therefore, the method can reduce the energy consumption of the cooling system when maintaining the temperature balance of the power system.

[0008] In combination with the first aspect, in some possible implementation manners, the thermal balance power includes the first thermal balance power of the first motor and the second thermal balance power of the second motor, and the second thermal balance power is greater than the first thermal balance power. Distributing the requested power to the at least two drive motors based on the requested power and the thermal balance power of at least two drive motors in the power system includes: determining the sum of the first thermal balance power and the second thermal balance power as the first target thermal balance power; comparing the requested power with the first thermal balance power, the second thermal balance power, and the first target thermal balance power respectively to obtain comparison results; and distributing the requested power to the at least two drive motors based on the comparison results.

[0009] In the above technical solution, introducing a hierarchical comparison mechanism of the first thermal balance power, the second thermal balance power, and the first target thermal balance power can dynamically optimize the power distribution strategy, thereby more precisely reducing the energy consumption of the cooling system. Selecting the lowest energy consumption distribution method according to different scenarios. When the requested power is lower than the thermal balance power of a single drive motor, the load can be preferentially borne by a single drive motor to avoid the redundant cooling requirements brought by the simultaneous operation of multiple drive motors. When the requested power is between the two, through the main and auxiliary distribution, the actual power of each drive motor can be made as close as possible to its thermal balance threshold, reducing the overall temperature rise pressure. When the requested power exceeds the sum (the first target thermal balance power), it can be distributed according to the proportion of the thermal balance capacity to ensure that the temperature rise of each drive motor is uniform to avoid local overheating triggering high-energy consumption compensation of the cooling system. This hierarchical judgment mechanism can enable the cooling system to always operate in a mode close to the lowest energy consumption, reducing energy waste under inefficient working conditions.

[0010] Combined with the first aspect and the above implementation manners, in some possible implementation manners, based on the comparison result, allocating the requested power to the at least two drive motors includes: when the comparison result indicates that the requested power is less than or equal to the first thermal balance power, allocating the requested power to the first motor; when the comparison result indicates that the requested power is greater than the first thermal balance power and less than or equal to the second thermal balance power, allocating the requested power to the second motor; when the comparison result indicates that the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, allocating a first power to the first motor and allocating a second power to the second motor, the first thermal balance power being greater than the first power, the second thermal balance power being greater than the second power, the sum of the first power and the second power being the requested power, and the first target thermal balance power being the sum of the first thermal balance power and the second thermal balance power; when the comparison result indicates that the requested power is greater than the first target thermal balance power, allocating a first power to the first motor and allocating a second power to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the heat dissipation coefficient being used to measure the heat dissipation performance of the corresponding drive motor, the first power being greater than the first thermal balance power, and / or the second power being greater than the second thermal balance power.

[0011] In the above technical solution, when the requested power is lower than the thermal balance capacity of a single motor, a single motor (the first motor or the second motor) is used centrally to avoid the inefficient operation of the dual motors and reduce energy consumption. Secondly, when the requested power is between the sum of the thermal balance powers of the two motors, the requested power is allocated to the two motors, and the power allocated to each motor does not exceed the respective thermal balance power limit, ensuring that each motor operates within the safe temperature rise range, extending the service life and preventing overheating derating. When the requested power exceeds the total thermal balance power of the two motors, the requested power is dynamically allocated to each motor based on the heat dissipation coefficient. This situation can preferentially use the motor with stronger heat dissipation performance to bear more power, maximizing the instantaneous output capacity of the power system. At the same time, power allocation through the heat dissipation coefficient can also avoid overheating of some motors. Therefore, through the hierarchical power allocation strategy, this method can balance energy efficiency, thermal management safety and load adaptability, and can effectively improve the efficiency and reliability of the dual-motor power system.

[0012] Combined with the first aspect and the above implementation manners, in some possible implementation manners, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, allocating a first power to the first motor and a second power to the second motor includes: determining the sum of the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor as a target heat dissipation coefficient; determining a first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determining the product of the first proportion and the requested power as the first power, and allocating the first power to the first motor; determining a second proportion of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determining the product of the second proportion and the requested power as the second power, and allocating the second power to the second motor.

[0013] In the above technical solution, by using the sum of the heat dissipation coefficients of the dual motors as the target reference and dynamically allocating the requested power according to the proportion of the heat dissipation capabilities, the power allocation of each motor can be accurately matched with the real-time heat dissipation efficiency. That is to say, this method can not only ensure that the first power and the second power are higher than their respective thermal equilibrium powers to avoid heat accumulation (lower limit protection), but also prevent heat dissipation overload by setting an upper limit constraint that "the first power and the second power are not far from their respective thermal equilibrium powers", which can achieve double protection of the thermal safety boundary. At the same time, based on the proportional allocation mechanism of the heat dissipation coefficients, this method can maximize the total output power on the premise of ensuring the thermal stability of the power system, improving both energy efficiency and the lifespan of vehicle components.

[0014] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the thermal equilibrium power further includes a third thermal equilibrium power of a third motor, and the method further includes: determining the sum of the first target thermal equilibrium power and the third thermal equilibrium power as a second target thermal equilibrium power; in the case where the comparison result indicates that the requested power is greater than the first target thermal equilibrium power and less than or equal to the second target thermal equilibrium power, allocating a first power to the first motor, a second power to the second motor, and a third power to the third motor, the third thermal equilibrium power being greater than the third power, and the sum of the first power, the second power, and the third power being the requested power.

[0015] In the above technical solution, by hierarchically setting the thermal equilibrium power threshold, when the requested power of the entire vehicle is between the first target thermal equilibrium power (the total thermal equilibrium power limit of the dual motors) and the second target thermal equilibrium power (the total thermal equilibrium power limit of the triple motors), the first motor and the second motor can be preferentially operated in the high-efficiency interval close to their respective thermal equilibrium powers (the sum of the first power and the second power is equal to the first target thermal equilibrium power), and the third motor only supplements the remaining required power (the third power is less than the third thermal equilibrium power). This can make full use of the maximum heat dissipation capacity of the first two motors to improve the output efficiency, and at the same time, by restricting the load of the third motor, it retains a heat dissipation margin as a dynamic buffer, realizing the power-thermal equilibrium decoupling control under the cooperation of the triple motors. While meeting the requested power demand, by giving full play to the extreme performance of the front dual motors and maintaining a low thermal load state of the third motor to enhance the thermal stability of the power system, it can take into account the persistence of high-power output and the thermal safety redundancy of multiple motors in the power system.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, when the vehicle is in a driving state, determining the requested power of the entire vehicle of the vehicle includes: when the vehicle is in a driving state, determining the driving behavior of the vehicle; when the driving behavior is an acceleration behavior, based on the driving mode and the current opening degree of the acceleration pedal, determining the first requested torque of the vehicle; based on the current gear position and vehicle speed of the vehicle, adjusting the first requested torque to obtain the second requested torque of the vehicle; based on the second requested torque and the angular velocity of the vehicle, determining the requested power.

[0017] In the above technical solution, determining the initial torque based on the driving mode and the opening degree of the acceleration pedal can take into account the driving intention and the driving mode, and then dynamically adjust the initial torque based on the gear position and the vehicle speed. This method of determining and adjusting the requested torque through multiple influencing factors can obtain an accurate requested torque. This can not only ensure the power response when the vehicle is in a low speed and high gear position, but also avoid power redundancy under high-speed conditions, and can improve the safety of the power system. Further, by introducing the angular velocity to determine the requested power, the power output can be matched with the real-time mechanical state, effectively optimizing the energy utilization rate. This hierarchical processing mechanism can realize the precise control of the vehicle power output and the closed-loop control strategy of multi-dimensional parameter coupling, and can enhance the smoothness of vehicle acceleration.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining a first requested torque of the vehicle based on a driving mode and a current opening degree of an accelerator pedal includes: when the driving mode is a first mode, determining a first target torque corresponding to the current opening degree from first sample torques corresponding to multiple pedal opening degrees, and determining it as the first requested torque; when the driving mode is a second mode, determining a second target torque corresponding to the current opening degree from second sample torques corresponding to the multiple pedal opening degrees, and determining it as the first requested torque, the second target torque being greater than the first target torque, and the power performance of the vehicle in the second mode being better than that of the vehicle in the first mode.

[0019] In the above technical solution, when the driving mode is the first mode, a first target torque corresponding to the current opening degree is determined from first sample torques corresponding to multiple pedal opening degrees and set as the first requested torque. This method helps to accurately allocate the requested torque based on the pedal opening degree in the first mode, enabling the vehicle to operate in a more energy-efficient manner. By determining the target torque based on specific sample torques, unnecessary energy waste can be avoided, the utilization efficiency of electric energy can be improved, and thus the driving cost can be reduced. When the driving mode is the second mode, a second target torque corresponding to the current opening degree is determined from second sample torques corresponding to multiple pedal opening degrees and set as the first requested torque, and the second target torque is greater than the first target torque. This method meets the requirements of the second mode, that is, when the driver selects the second mode, the vehicle needs a stronger power output. By using different sample torques and a larger target torque in the second mode, a more powerful acceleration experience can be provided for the driver, meeting the driver's pursuit of power performance.

[0020] Combined with the first aspect and the above implementation manners, in some possible implementation manners, adjusting the first requested torque based on the current gear position and vehicle speed of the vehicle to obtain a second requested torque of the vehicle includes: determining a first coefficient for adjusting the first requested torque based on the current gear position; determining a product between the first requested torque and the first coefficient as a third requested torque, and determining a vehicle speed range in which the vehicle speed is located; when the vehicle speed range is less than a first preset speed, determining a product between the third requested torque and a second coefficient as the second requested torque; when the vehicle speed range is greater than or equal to the first preset speed and less than a second preset speed, determining a product between the third requested torque and a third coefficient as the second requested torque, the third coefficient being less than the second coefficient.

[0021] In the above technical solution, when the vehicle is accelerating, if the third requested torque of the vehicle is adjusted based on the vehicle speed, when the vehicle speed is low, the third requested torque is adjusted by a large second coefficient. This enables the vehicle to obtain sufficient power, reduces the sluggishness during low-speed acceleration, and makes the driving experience smoother. Moreover, when the vehicle speed is high, the third requested torque is adjusted by a small third coefficient. This is because as the vehicle speed increases, the air resistance, rolling resistance, etc. faced by the vehicle also increase. Adjusting the torque with a small third coefficient helps the vehicle maintain a stable power output during high-speed driving and avoids sudden acceleration or deceleration of the vehicle caused by excessive torque adjustment, thus preventing traffic accidents.

[0022] Combined with the first aspect and the above implementation, in some possible implementations, determining a first coefficient for adjusting the first requested torque based on the current gear includes: when the current gear is lower than or equal to a first preset gear, determining a fourth coefficient as the first coefficient; when the current gear is higher than or equal to a second preset gear, determining a fifth coefficient as the first coefficient, where the second preset gear is higher than the first preset gear and the fifth coefficient is smaller than the fourth coefficient.

[0023] In the above technical solution, when the vehicle is accelerating, if the first requested torque of the vehicle is adjusted based on the current gear, when the current gear is low, the first requested torque is adjusted by a large fourth coefficient. This can improve the acceleration response performance of the vehicle when accelerating in a low gear and meet the requirements of vehicle starting or climbing. Moreover, when the current gear is high, the first requested torque is adjusted by a small fifth coefficient. This can meet the requirements of fuel economy and smoothness of the vehicle in a high gear.

[0024] In a second aspect, a device for controlling the operation of a motor is provided. The device includes: a determination module for determining the requested power of the entire vehicle when the vehicle is in a driving state; a distribution module for distributing the requested power to at least two drive motors based on the requested power and the thermal balance power of at least two drive motors in the power system, where the thermal balance power is the maximum output power at which the drive motors do not trigger the temperature protection mechanism when the heat dissipation system of the power system operates in the lowest energy consumption mode, and the absolute difference between the thermal balance power and the power distributed to each drive motor is less than a preset power; and a control module for controlling the at least two drive motors to operate with the distributed power.

[0025] In combination with the second aspect, in some possible implementation manners, the thermal equilibrium power includes a first thermal equilibrium power of the first motor and a second thermal equilibrium power of the second motor, and the second thermal equilibrium power is greater than the first thermal equilibrium power. The determining module is specifically configured to: determine the sum of the first thermal equilibrium power and the second thermal equilibrium power as a first target thermal equilibrium power; compare the requested power with the first thermal equilibrium power, the second thermal equilibrium power, and the first target thermal equilibrium power respectively to obtain a comparison result; The allocation module is specifically configured to allocate the requested power to the at least two drive motors based on the comparison result.

[0026] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the allocation module is specifically further configured to: when the comparison result indicates that the requested power is less than or equal to the first thermal equilibrium power, allocate the requested power to the first motor; when the comparison result indicates that the requested power is greater than the first thermal equilibrium power and less than or equal to the second thermal equilibrium power, allocate the requested power to the second motor; when the comparison result indicates that the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, allocate a first power to the first motor and allocate a second power to the second motor, the first thermal equilibrium power is greater than the first power, the second thermal equilibrium power is greater than the second power, the sum of the first power and the second power is the requested power, and the first target thermal equilibrium power is the sum of the first thermal equilibrium power and the second thermal equilibrium power; when the comparison result indicates that the requested power is greater than the first target thermal equilibrium power, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, allocate a first power to the first motor and allocate a second power to the second motor, the heat dissipation coefficient is used to measure the heat dissipation performance of the corresponding drive motor, the first power is greater than the first thermal equilibrium power, and / or the second power is greater than the second thermal equilibrium power.

[0027] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the determining module is specifically configured to determine the sum of the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor as a target heat dissipation coefficient; the allocation module is specifically further configured to: determine a first ratio of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determine the product of the first ratio and the requested power as the first power, and allocate the first power to the first motor; determine a second ratio of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determine the product of the second ratio and the requested power as the second power, and allocate the second power to the second motor.

[0028] Combined with the second aspect and the above implementation manners, in some possible implementation manners, the heat balance power further includes the third heat balance power of the third motor, and the determining module is further configured to determine the sum of the first target heat balance power and the third heat balance power as the second target heat balance power; the allocating module is further configured to, when the comparison result indicates that the requested power is greater than the first target heat balance power and less than or equal to the second target heat balance power, allocate a first power to the first motor, allocate a second power to the second motor, and allocate a third power to the third motor, where the third heat balance power is greater than the third power, and the sum of the first power, the second power, and the third power is the requested power.

[0029] Combined with the second aspect and the above implementation manners, in some possible implementation manners, the determining module is specifically further configured to: when the vehicle is in a driving state, determine the driving behavior of the vehicle; when the driving behavior is an acceleration behavior, determine a first requested torque of the vehicle based on the driving mode and the current opening degree of the accelerator pedal; adjust the first requested torque based on the current gear position and vehicle speed of the vehicle to obtain a second requested torque of the vehicle; and determine the requested power based on the second requested torque and the angular velocity of the vehicle.

[0030] Combined with the second aspect and the above implementation manners, in some possible implementation manners, the determining module is specifically further configured to: when the driving mode is the first mode, determine a first target torque corresponding to the current opening degree from first sample torques corresponding to multiple pedal opening degrees, and determine it as the first requested torque; when the driving mode is the second mode, determine a second target torque corresponding to the current opening degree from second sample torques corresponding to the multiple pedal opening degrees, and determine it as the first requested torque, where the second target torque is greater than the first target torque, and the power performance of the vehicle in the second mode is better than that of the vehicle in the first mode.

[0031] Combined with the second aspect and the above implementation manners, in some possible implementation manners, the determining module is specifically further configured to: determine a first coefficient for adjusting the first requested torque based on the current gear position; determine the product of the first requested torque and the first coefficient as a third requested torque, and determine the vehicle speed range in which the vehicle speed is located; when the vehicle speed range is less than a first preset speed, determine the product of the third requested torque and a second coefficient as the second requested torque; when the vehicle speed range is greater than or equal to the first preset speed and less than a second preset speed, determine the product of the third requested torque and a third coefficient as the second requested torque, where the third coefficient is less than the second coefficient.

[0032] Combined with the second aspect and the above implementation manners, in some possible implementation manners, the determining module is further specifically configured to: when the current gear position is lower than or equal to the first preset gear position, determine the fourth coefficient as the first coefficient; when the current gear position is higher than or equal to the second preset gear position, determine the fifth coefficient as the first coefficient, where the second preset gear position is higher than the first preset gear position, and the fifth coefficient is smaller than the fourth coefficient.

[0033] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any one of the possible implementation manners of the first aspect. Description of the Drawings

[0034] Figure 1 is a schematic diagram of a scenario of using a vehicle provided by an embodiment of the present application;

[0035] Figure 2 is a schematic flowchart of a method for controlling the operation of a motor provided by an embodiment of the present application;

[0036] Figure 3 is a schematic diagram of distributing power to a drive motor provided by an embodiment of the present application;

[0037] Figure 4 is a schematic structural diagram of a device for controlling the operation of a motor provided by an embodiment of the present application;

[0038] Figure 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application. Detailed Embodiments

[0039] Hereinafter, the technical solutions in the present application will be clearly and elaborately described with reference to the drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality" means two or more than two.

[0040] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0041] Figure 1It is a schematic diagram of a scenario using a vehicle provided by an embodiment of the present application.

[0042] Exemplarily, as Figure 1 shown, the driver can drive a new energy vehicle (for example, vehicle A) to the destination. Currently, the power configuration in new energy vehicles is generally high, and the number of drive motors in the power system is large. A large amount of heat may be generated when multiple drive motors are running, which makes the heat dissipation system of the power system consume more energy to maintain the temperature balance of the power system.

[0043] To solve the above problems, the present application proposes a method for controlling the operation of the motor to reduce the energy consumption of the heat dissipation system when maintaining the temperature balance of the power system. The specific implementation steps can be seen as follows Figure 2 .

[0044] Figure 2 It is a schematic flowchart of a method for controlling the operation of the motor provided by an embodiment of the present application.

[0045] It should be understood that a method for controlling the operation of the motor provided by an embodiment of the present application can be applied to a vehicle such as Figure 1 shown (for example, vehicle A). Specifically, the method for controlling the operation of the motor can be applied to the vehicle's vehicle controller.

[0046] Exemplarily, as Figure 2 shown, the method 200 includes the following steps 201 to 203.

[0047] Step 201, when the vehicle is in a driving state, the vehicle controller determines the requested power of the entire vehicle.

[0048] It should be understood that the "vehicle" in the above step 201 can be a new energy vehicle.

[0049] It should also be understood that in the above step 201, when the vehicle is in a driving state, the vehicle may perform at least one driving behavior, and the driving behavior includes an acceleration behavior, a deceleration behavior (or a braking behavior), a constant speed behavior, a lane change behavior, and a skidding behavior. Therefore, the requested power of the vehicle in different driving behaviors can be determined. In addition, the "requested power of the entire vehicle" in the above step 201 specifically refers to the requested power of the wheels in the vehicle.

[0050] In a possible implementation, step 201 includes: when the vehicle is in a driving state, the vehicle controller determines the driving behavior of the vehicle; when the driving behavior is an acceleration behavior, the vehicle controller determines the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal; the vehicle controller adjusts the first requested torque based on the current gear and vehicle speed of the vehicle to obtain the second requested torque of the vehicle; the vehicle controller determines the requested power based on the second requested torque and the angular velocity of the vehicle.

[0051] It should be understood that the above solution describes the process of determining the requested power of the entire vehicle when the driving behavior of the vehicle is an acceleration behavior (corresponding to the first solution). Among them, the first requested torque determined based on the driving mode and the current opening of the accelerator pedal is the initial torque, and the subsequent current gear and vehicle speed are used to adjust the first requested torque to obtain the accurate second requested torque. In addition, the "angular velocity of the vehicle" in the above solution specifically refers to the angular velocity of the wheels in the vehicle.

[0052] In the above technical solution, determining the initial torque based on the driving mode and the accelerator pedal opening can take into account the driving intention and the driving mode, and then dynamically adjust the initial torque based on the gear and vehicle speed. This method of determining and adjusting the requested torque through multiple influencing factors can obtain an accurate requested torque. This can not only ensure the power response when the vehicle is in a low speed and high gear, but also avoid power redundancy under high speed conditions, and can improve the safety of the power system. Further, by introducing the angular velocity to determine the requested power, the power output can be matched with the real-time mechanical state, effectively optimizing the energy utilization rate. This hierarchical processing mechanism can achieve precise control of the vehicle power output and a closed-loop control strategy for multi-dimensional parameter coupling, and can enhance the smoothness of vehicle acceleration.

[0053] In a possible implementation, when the vehicle controller determines the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal, it includes: when the driving mode is the first mode, the vehicle controller determines the first target torque corresponding to the current opening from the first sample torques corresponding to multiple pedal openings and determines it as the first requested torque; when the driving mode is the second mode, the vehicle controller determines the second target torque corresponding to the current opening from the second sample torques corresponding to the multiple pedal openings and determines it as the first requested torque, the second target torque is greater than the first target torque, and the power performance of the vehicle in the second mode is better than that in the first mode.

[0054] It should be understood that when the vehicle is accelerating, the required requested torque of the vehicle can be determined by the opening degree of the accelerator pedal being depressed. When the vehicle is in different driving modes, the requested torque corresponding to the same pedal opening degree is different. That is to say, when the pedal opening degree is the same, the power performance of the vehicle corresponding to the driving mode is positively correlated with the first requested torque, and the better the power performance, the greater the first requested torque.

[0055] In some embodiments, the first mode is the economy mode and the second mode is the sport mode.

[0056] In some embodiments, the first mode is the sport mode and the second mode is the off-road mode.

[0057] In the above technical solution, when the driving mode is the first mode, the first target torque corresponding to the current opening degree is determined from the first sample torques corresponding to multiple pedal opening degrees and set as the first requested torque. This method helps to accurately allocate the requested torque based on the pedal opening degree in the first mode, enabling the vehicle to operate in a more energy-efficient manner. By determining the target torque based on specific sample torques, unnecessary energy waste can be avoided, the utilization efficiency of electric energy can be improved, and thus the driving cost can be reduced. When the driving mode is the second mode, the second target torque corresponding to the current opening degree is determined from the second sample torques corresponding to multiple pedal opening degrees and set as the first requested torque, and the second target torque is greater than the first target torque. This method meets the requirements of the second mode, that is, when the driver selects the second mode, the vehicle needs a stronger power output. By using different sample torques and a larger target torque in the second mode, a more powerful acceleration experience can be provided for the driver, meeting the driver's pursuit of power performance.

[0058] In a possible implementation, the vehicle control unit adjusts the first requested torque based on the current gear and vehicle speed of the vehicle to obtain the second requested torque of the vehicle, including: the vehicle control unit determines a first coefficient for adjusting the first requested torque based on the current gear; the vehicle control unit determines the product between the first requested torque and the first coefficient as the third requested torque, and determines the vehicle speed range where the vehicle speed is located; in the case where the vehicle speed range is less than the first preset speed, the vehicle control unit determines the product between the third requested torque and a second coefficient as the second requested torque; in the case where the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, the vehicle control unit determines the product between the third requested torque and a third coefficient as the second requested torque, and the third coefficient is less than the second coefficient.

[0059] It should be understood that in the above solution, "when the vehicle speed is in the range less than the first preset speed, the product of the third requested torque and the second coefficient is determined as the second requested torque" means that when the vehicle speed is low, the third requested torque is adjusted with a larger second coefficient to obtain the second requested torque. "When the vehicle speed is in the range greater than or equal to the first preset speed and less than the second preset speed, the product of the third requested torque and the third coefficient is determined as the second requested torque" means that when the vehicle speed is high, the third requested torque is adjusted with a smaller third coefficient to obtain the second requested torque. That is to say, the vehicle speed is negatively correlated with the second requested torque. The lower the vehicle speed, the greater the second requested torque; the higher the vehicle speed, the smaller the second requested torque.

[0060] In the above technical solution, when the vehicle is accelerating, if the third requested torque of the vehicle is adjusted based on the vehicle speed, when the vehicle speed is low, the third requested torque is adjusted by a larger second coefficient. This enables the vehicle to obtain sufficient power, reduces the sluggish feeling during low-speed acceleration of the vehicle, and makes the driving experience smoother. Moreover, when the vehicle speed is high, the third requested torque is adjusted by a smaller third coefficient. This is because as the vehicle speed increases, the air resistance, rolling resistance, etc. faced by the vehicle also increase. Adjusting the torque with a smaller third coefficient helps the vehicle maintain a stable power output during high-speed driving, and avoids sudden acceleration or deceleration of the vehicle caused by excessive torque adjustment, thus preventing traffic accidents.

[0061] In some embodiments, the second coefficient is 0.8 and the third coefficient is 0.5.

[0062] In a possible implementation, the vehicle control unit determines a first coefficient for adjusting the first requested torque based on the current gear, including: when the current gear is lower than or equal to the first preset gear, the vehicle control unit determines the fourth coefficient as the first coefficient; when the current gear is higher than or equal to the second preset gear, the vehicle control unit determines the fifth coefficient as the first coefficient, the second preset gear is higher than the first preset gear, and the fifth coefficient is smaller than the fourth coefficient.

[0063] It should be understood that in the above solution, "when the current gear is lower than the first preset gear, the fourth coefficient is determined as the first coefficient" means that when the current gear is low, the fourth coefficient is used as the first coefficient. In some embodiments, the first preset gear is the 3rd gear in the forward gears. "When the current gear is higher than the second preset gear, the fifth coefficient is determined as the first coefficient" means that when the current gear is high, the fifth coefficient is used as the first coefficient. In some embodiments, the second preset gear is the 4th gear in the forward gears. That is to say, the current gear is negatively correlated with the third requested torque. The lower the current gear, the greater the third requested torque; the higher the current gear, the smaller the third requested torque.

[0064] In the above technical solution, when the vehicle is accelerating, if the first requested torque of the vehicle is adjusted based on the current gear position, when the current gear position is relatively low, the first requested torque is adjusted by a relatively large fourth coefficient. This can improve the acceleration response performance of the vehicle when accelerating in a low gear and meet the requirements for vehicle starting or climbing. Furthermore, when the current gear position is relatively high, the first requested torque is adjusted by a relatively small fifth coefficient. This can meet the requirements for fuel economy and smoothness of the vehicle in a high gear.

[0065] In some embodiments, the fourth coefficient is 1.2 and the fifth coefficient is 0.9.

[0066] In some embodiments, the vehicle control unit determines the requested power based on the second requested torque and the angular velocity of the vehicle, including: the vehicle control unit determines the product of the second requested torque and the angular velocity as the requested power.

[0067] In some embodiments, the vehicle control unit determines the requested power based on the second requested torque and the angular velocity of the vehicle, including: the vehicle control unit adjusts the second requested torque based on the current remaining power of the vehicle to obtain a fourth requested torque, where the current remaining power is positively correlated with the fourth requested torque; the vehicle control unit determines the requested power based on the fourth requested torque and the angular velocity.

[0068] It should be understood that "the current remaining power is positively correlated with the fourth requested torque" in the above solution means that the more the current remaining power, the greater the fourth requested torque; the less the current remaining power, the smaller the fourth requested torque.

[0069] It should also be understood that the foregoing solution describes the process of determining the requested power of the entire vehicle when the driving behavior of the vehicle is an acceleration behavior (corresponding to the first solution above). Of course, there is also a requested power when the vehicle is performing other driving behaviors, which will be described in detail below.

[0070] Second solution: deceleration behavior (or braking behavior)

[0071] In some embodiments, the method 200 further includes: when the driving behavior is a deceleration behavior or a braking behavior, the vehicle control unit determines a first angular velocity of the wheel based on the vehicle speed and the circumference of the wheel; the vehicle control unit determines a second angular velocity of the target drive motor based on the first angular velocity and the target transmission ratio, where the target transmission ratio is the transmission ratio between the wheel and the target drive motor; the vehicle control unit determines a maximum braking torque of the target drive motor under the charging power limit based on the charging power allowed by the power battery and the second angular velocity; the vehicle control unit selects the minimum torque from the maximum braking torque and the theoretical maximum recuperation torque of the target drive motor and determines it as the available braking torque of the target drive motor; the vehicle control unit determines a requested power of the entire vehicle based on the available braking torque and the second angular velocity.

[0072] It should be understood that in the above solution, the "first opening" refers to the current opening of the brake pedal. The "target drive motor" refers to a collective term for at least two drive motors in the vehicle.

[0073] In some embodiments, the vehicle control unit determines a first angular velocity of the wheel based on the vehicle speed and the circumference of the wheel, including: the vehicle control unit determines the ratio between the vehicle speed and the circumference as the first angular velocity.

[0074] In some embodiments, the vehicle control unit determines a second angular velocity of the target drive motor based on the first angular velocity and the target transmission ratio, including: the vehicle control unit determines the product between the first angular velocity and the target transmission ratio as the second angular velocity.

[0075] In some embodiments, the vehicle control unit determines a maximum braking torque of the target drive motor under the charging power limit based on the charging power allowed by the power battery and the second angular velocity, including: the vehicle control unit determines the ratio between the charging power and the second angular velocity as the maximum braking torque.

[0076] In some embodiments, the vehicle control unit determines a requested power of the entire vehicle based on the available braking torque and the second angular velocity, including: the vehicle control unit determines the product between the available braking torque and the second angular velocity as the requested power.

[0077] The third solution: constant-speed behavior

[0078] In some embodiments, the method 200 further includes: when the driving behavior is a constant-speed behavior, the vehicle control unit determines the sum of the rolling resistance, air resistance, and gradient resistance received by the vehicle as the total resistance; the vehicle control unit determines a requested power of the entire vehicle based on the total resistance, vehicle speed, and efficiency of the powertrain.

[0079] It should be understood that in the above solution, when the vehicle is traveling at a constant speed, it will be subject to mechanical resistance, which is used to indicate the frictional loss of the transmission system and is usually included in the system efficiency and does not need to be calculated separately. In addition, when the vehicle is traveling on a horizontal road surface (with a slope of 0°), the corresponding slope resistance is 0.

[0080] In some embodiments, the method for determining the rolling resistance received by the vehicle includes: the vehicle controller determines the product of the rolling resistance coefficient, the mass of the vehicle, the acceleration due to gravity, and the cosine value of the slope of the road surface on which the vehicle is traveling as the rolling resistance.

[0081] It should be understood that in the above solution, the slope of the uphill road surface is positive, and the slope of the downhill road surface is negative.

[0082] In some embodiments, the method for determining the air resistance received by the vehicle includes: the vehicle controller determines the product of the first value, the air density, the drag coefficient, the frontal area of the vehicle, and the square of the vehicle speed as the air resistance.

[0083] It should be understood that the "first value" in the above solution is 1 / 2.

[0084] In some embodiments, the method for determining the slope resistance received by the vehicle includes: the vehicle controller determines the product of the mass of the vehicle, the acceleration due to gravity, and the sine value of the slope of the road surface on which the vehicle is traveling as the slope resistance.

[0085] In some embodiments, the vehicle controller determines the requested power of the entire vehicle based on the total resistance, the vehicle speed, and the efficiency of the transmission system, including: the vehicle controller divides the product of the total resistance and the vehicle speed by the efficiency of the transmission system to obtain the requested power.

[0086] The fourth solution: slipping behavior

[0087] In some embodiments, the method 200 further includes: when the driving behavior is a slipping behavior, the vehicle controller selects the minimum power from the power of the target drive motor after the vehicle torque reduction and the charging power allowed by the power battery and determines it as the target power; the vehicle controller determines the product of the target power and the efficiency of the transmission system as the requested power of the entire vehicle.

[0088] It should be understood that the "power of the target drive motor after the vehicle torque reduction" in the above solution is related to the slip ratio of the wheels in the vehicle.

[0089] Step 202: The vehicle controller distributes the requested power to at least two drive motors based on the requested power and the thermal balance power of at least two drive motors in the power system. The thermal balance power is the maximum output power at which the drive motors do not trigger the temperature protection mechanism when the heat dissipation system of the power system operates in the lowest energy consumption mode. The absolute difference between the thermal balance power and the power distributed to each drive motor is less than a preset power.

[0090] It should be understood that the "drive motor" in Step 202 above is used to convert electrical energy into mechanical energy to drive the wheels to rotate, so that the vehicle moves forward or backward. In addition, the "thermal balance power is the maximum output power at which the drive motors do not trigger the temperature protection mechanism when the heat dissipation system of the power system operates in the lowest energy consumption mode" in Step 202 above specifically means that when the fan or water pump in the heat dissipation system operates at the lowest duty cycle (for example, 10%) and the drive motor is working, the temperature generated by the drive motor is always lower than the temperature corresponding to the temperature protection mechanism.

[0091] It should also be understood that the "absolute difference between the thermal balance power and the power distributed to the drive motor is less than the preset power" in Step 202 above means that the thermal balance power is greater than or equal to the power distributed to the drive motor, or the power distributed to the drive motor is greater than the thermal balance power of the corresponding drive motor and the degree of greater is small. When the at least two drive motors include a first motor and a second motor, the thermal balance power of the first motor is the first thermal balance power, and the thermal balance power of the second motor is the second thermal balance power, the absolute difference between the first thermal balance power and the first power distributed to the first motor is less than the first preset power, and the absolute difference between the second thermal balance power and the second power distributed to the second motor is less than the second preset power. That is, the first power is not far from the first thermal balance power of the first motor, and the second power is not far from the second thermal balance power of the second motor.

[0092] In some embodiments, the preset power is 20W, the at least two drive motors include Motor 1 and Motor 2, the thermal balance power of Motor 1 is Thermal Balance Power 1, Thermal Balance Power 1 is 150W, the thermal balance power of Motor 2 is Thermal Balance Power 2, Thermal Balance Power 2 is 260W, the requested power of the vehicle as a whole is 400W. After distributing the requested power of the vehicle as a whole to Motor 1 and Motor 2, the power distributed to Motor 1 is 140W, and the power distributed to Motor 2 is 260W.

[0093] In some other embodiments, the preset power is 20W. The at least two drive motors include motor 1 and motor 2. The thermal balance power of motor 1 is thermal balance power 1, and thermal balance power 1 is 150W. The thermal balance power of motor 2 is thermal balance power 2, and thermal balance power 2 is 260W. The requested power of the vehicle as a whole is 445W. After distributing the requested power of the vehicle as a whole to motor 1 and motor 2, the power distributed to motor 1 is 166W, and the power distributed to motor 2 is 279W.

[0094] It should be understood that 166W > 150W, but 16W (166W - 150W) is less than 20W; 279W > 260W, but 19W (279W - 260W) is less than 20W.

[0095] Figure 3 It is a schematic diagram for distributing power to drive motors provided by an embodiment of the present application.

[0096] Exemplarily, as Figure 3 shown, the at least two drive motors include a first motor and a second motor. The thermal balance power of the first motor is the first thermal balance power, and the thermal balance power of the second motor is the second thermal balance power. The absolute difference between the first thermal balance power and the power that can be distributed to the first motor is less than the first preset power. Then, the power that can be distributed to the first motor can be taken within Figure 3 the power region corresponding to a. The absolute difference between the second thermal balance power and the power that can be distributed to the second motor is less than the second preset power. Then, the power that can be distributed to the second motor can be taken within Figure 3 the power region corresponding to b. Wherein, Figure 3 c and d in

[0097] correspond to the first preset power, and e and f correspond to the second preset power. In a possible implementation manner, the thermal balance power includes the first thermal balance power of the first motor and the second thermal balance power of the second motor. The second thermal balance power is greater than the first thermal balance power. The vehicle controller in step 202 distributes the requested power to the at least two drive motors based on the requested power and the thermal balance powers of the at least two drive motors in the power system, including: The vehicle controller determines the sum of the first thermal balance power and the second thermal balance power as the first target thermal balance power; The vehicle controller compares the requested power with the first thermal balance power, the second thermal balance power, and the first target thermal balance power respectively to obtain comparison results; The vehicle controller distributes the requested power to the at least two drive motors based on the comparison results.

[0098] In the above technical solution, a hierarchical comparison mechanism of the first thermal equilibrium power, the second thermal equilibrium power, and the first target thermal equilibrium power is introduced, which can dynamically optimize the power distribution strategy, thereby more accurately reducing the energy consumption of the cooling system. The distribution method with the lowest energy consumption is selected according to different scenarios. When the requested power is lower than the thermal equilibrium power of a single drive motor, the load can be preferentially borne by a single drive motor to avoid the redundant cooling requirements caused by the simultaneous operation of multiple drive motors. When the requested power is between the two, the main - auxiliary distribution can make the actual power of each drive motor as close as possible to its thermal equilibrium threshold, reducing the overall temperature rise pressure. When the requested power exceeds the sum (the first target thermal equilibrium power), it can be distributed according to the proportion of the thermal equilibrium capacity to ensure that the temperature rise of each drive motor is uniform to avoid local overheating triggering high - energy - consumption compensation of the cooling system. This hierarchical judgment mechanism enables the cooling system to always operate in a mode close to the lowest energy consumption, reducing energy waste under inefficient working conditions.

[0099] In a possible implementation, the vehicle controller distributes the requested power to the at least two drive motors based on the comparison result, including: when the comparison result indicates that the requested power is less than or equal to the first thermal equilibrium power, the vehicle controller distributes the requested power to the first motor; when the comparison result indicates that the requested power is greater than the first thermal equilibrium power and less than or equal to the second thermal equilibrium power, the vehicle controller distributes the requested power to the second motor; when the comparison result indicates that the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller distributes a first power to the first motor and distributes a second power to the second motor, the first thermal equilibrium power is greater than the first power, the second thermal equilibrium power is greater than the second power, the sum of the first power and the second power is the requested power, and the first target thermal equilibrium power is the sum of the first thermal equilibrium power and the second thermal equilibrium power; when the comparison result indicates that the requested power is greater than the first target thermal equilibrium power, the vehicle controller distributes a first power to the first motor and distributes a second power to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the heat dissipation coefficient is used to measure the heat dissipation performance of the corresponding drive motor, the first power is greater than the first thermal equilibrium power, and / or the second power is greater than the second thermal equilibrium power.

[0100] It should be understood that, generally, the requested power of the entire vehicle is less than or equal to the sum of the thermal equilibrium powers of multiple drive motors in the vehicle, or, the requested power of the entire vehicle is not much greater than the sum of the thermal equilibrium powers of multiple drive motors in the vehicle. The statement in the above solution "when the requested power is greater than the first target thermal equilibrium power, based on the heat dissipation coefficients of the first motor and the second motor, allocate the first power to the first motor and the second power to the second motor" specifically means that when the requested power is greater than the first target thermal equilibrium power and the degree of excess is small, based on the heat dissipation coefficients of the first motor and the second motor, allocate the first power to the first motor and the second power to the second motor.

[0101] It should also be understood that while the "requested power is greater than the first target thermal equilibrium power" in the above solution, the requested power is less than the third target thermal equilibrium power, and the third target thermal equilibrium power is the sum of the first target thermal equilibrium power, the first preset power, and the second preset power.

[0102] In the above technical solution, when the requested power is lower than the thermal equilibrium capacity of a single motor, a single motor (the first motor or the second motor) is used centrally to avoid the inefficient operation of the dual motors and reduce energy consumption. Secondly, when the requested power is between the sum of the thermal equilibrium powers of the two motors, the requested power is allocated to the two motors, and the power allocated to each motor does not exceed its respective thermal equilibrium power limit, ensuring that each motor operates within the safe temperature rise range, extending its lifespan and preventing overheating derating. When the requested power exceeds the total thermal equilibrium power limit of the two motors, the requested power is dynamically allocated to each motor based on the heat dissipation coefficient. This situation can preferentially utilize the motor with stronger heat dissipation performance to bear more power, maximizing the instantaneous output capacity of the power system. At the same time, power allocation through the heat dissipation coefficient can also avoid overheating of some motors. Therefore, this method can balance energy efficiency, thermal management safety, and load adaptability through a hierarchical power allocation strategy, effectively improving the efficiency and reliability of the dual-motor power system.

[0103] In some embodiments, when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates a first power to the first motor and a second power to the second motor, including: when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates the first thermal equilibrium power in the requested power as the first power to the first motor, and allocates the first power difference between the requested power and the first thermal equilibrium power as the second power to the second motor; or, when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates the second thermal equilibrium power in the requested power as the second power to the second motor, and allocates the second power difference between the requested power and the second thermal equilibrium power as the first power to the first motor; or, when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor; or, when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the current temperature of the first motor and the current temperature of the second motor; or, when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the temperature increase rate of the first motor and the temperature increase rate of the second motor.

[0104] It should be understood that in the above solutions, the higher the current temperature, the smaller the power allocated to the corresponding drive motor; the lower the current temperature, the larger the power allocated to the corresponding drive motor. The faster the temperature increase rate, the smaller the power allocated to the corresponding drive motor; the slower the temperature increase rate, the larger the power allocated to the corresponding drive motor. The temperature increase rate can be characterized by a coefficient.

[0105] In some embodiments, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the current temperature of the first motor and the current temperature of the second motor, including: the vehicle controller determines the sum of the current temperature of the first motor and the current temperature of the second motor as the target temperature; the vehicle controller determines a third proportion of the current temperature of the first motor in the target temperature, and determines the product of the third proportion and the requested power as the first power, and allocates the first power to the first motor; the vehicle controller determines a fourth proportion of the current temperature of the second motor in the target temperature, and determines the product of the fourth proportion and the requested power as the second power, and allocates the second power to the second motor.

[0106] In some embodiments, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the temperature increase rate of the first motor and the temperature increase rate of the second motor, including: the vehicle controller determines the sum of the temperature increase rate of the first motor and the temperature increase rate of the second motor as the total increase rate; the vehicle controller determines a fifth proportion of the temperature increase rate of the first motor in the total increase rate, and determines the product of the fifth proportion and the requested power as the first power, and allocates the first power to the first motor; the vehicle controller determines a sixth proportion of the temperature increase rate of the second motor in the total increase rate, and determines the product of the sixth proportion and the requested power as the second power, and allocates the second power to the second motor.

[0107] In a possible implementation, the vehicle controller allocates a first power to the first motor and a second power to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, including: the vehicle controller determines the sum of the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor as the target heat dissipation coefficient; the vehicle controller determines a first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determines the product of the first proportion and the requested power as the first power, and allocates the first power to the first motor; the vehicle controller determines a second proportion of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determines the product of the second proportion and the requested power as the second power, and allocates the second power to the second motor.

[0108] It should be understood that in the above solutions, the "first power" is less than the sum of the first heat balance power and the first preset power, and the "second power" is less than the sum of the second heat balance power and the second preset power.

[0109] In the above technical solution, the method takes the sum of the heat dissipation coefficients of the dual motors as the target reference, and dynamically allocates the requested power according to the proportion of the heat dissipation capabilities, enabling the power distribution of each motor to be accurately matched with the real-time heat dissipation efficiency. That is to say, the method can not only ensure that the first power and the second power are higher than their respective thermal equilibrium powers to avoid heat accumulation (lower limit protection), but also prevent heat dissipation overload by setting the upper limit constraint that "the first power and the second power are not far from their respective thermal equilibrium powers", which can achieve double protection of the thermal safety boundary. At the same time, based on the proportional distribution mechanism of the heat dissipation coefficients, the method can maximize the total output power on the premise of ensuring the thermal stability of the power system, improving both energy efficiency and the lifespan of vehicle components.

[0110] In a possible implementation, the thermal equilibrium power further includes the third thermal equilibrium power of the third motor, and the method 200 further includes: the vehicle controller determines the sum of the first target thermal equilibrium power and the third thermal equilibrium power as the second target thermal equilibrium power; when the comparison result indicates that the requested power is greater than the first target thermal equilibrium power and less than or equal to the second target thermal equilibrium power, the vehicle controller allocates the first power to the first motor, the second power to the second motor, and the third power to the third motor, the third thermal equilibrium power is greater than the third power, and the sum of the first power, the second power, and the third power is the requested power.

[0111] It should be understood that the specific implementation process of the above solution is similar to the previous solution "when the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, allocate the first power to the first motor and the second power to the second motor", except that at least two drive motors in the above solution include the first motor, the second motor, and the third motor, and at least two drive motors in the previous solution include the first motor and the second motor.

[0112] In the above technical solution, the method sets the thermal equilibrium power threshold in layers. When the requested power of the entire vehicle is between the first target thermal equilibrium power (the total thermal equilibrium power limit of the dual motors) and the second target thermal equilibrium power (the total thermal equilibrium power limit of the triple motors), the first motor and the second motor can be preferentially operated in the high-efficiency range close to their respective thermal equilibrium powers (the sum of the first power and the second power is equal to the first target thermal equilibrium power), and the third motor only supplements the remaining required power (the third power is less than the third thermal equilibrium power). This can make full use of the maximum heat dissipation capacity of the first two motors to improve the output efficiency, and at the same time, by restricting the load of the third motor, it retains the heat dissipation margin as a dynamic buffer, realizing the power-thermal equilibrium decoupling control under the coordination of the triple motors. While meeting the requested power demand, by giving full play to the extreme performance of the front dual motors and maintaining a low thermal load state through the third motor to enhance the thermal stability of the power system, it can take into account the persistence of high-power output and the thermal safety redundancy of multiple motors in the power system.

[0113] Step 203, the vehicle controller controls the at least two drive motors to operate with the allocated power.

[0114] It should be understood that step 203 described above refers to each of the at least two drive motors rotating with the allocated power to provide driving force for the wheels so that the wheels drive the vehicle forward or backward.

[0115] Figure 4 It is a schematic structural diagram of a device for controlling the operation of a motor provided by an embodiment of the present application.

[0116] Exemplarily, as Figure 4 shown, the device 400 includes:

[0117] A determination module 401, configured to determine the requested power of the entire vehicle when the vehicle is in a driving state;

[0118] An allocation module 402, configured to allocate the requested power to the at least two drive motors based on the requested power and the thermal equilibrium powers of at least two drive motors in the power system, where the thermal equilibrium power is the maximum output power at which the drive motor does not trigger the temperature protection mechanism when the heat dissipation system of the power system operates in the lowest energy consumption mode, and the absolute difference between the thermal equilibrium power and the power allocated to each drive motor is less than a preset power;

[0119] A control module 403, configured to control the at least two drive motors to operate with the allocated power.

[0120] Optionally, the thermal equilibrium power includes a first thermal equilibrium power of the first motor and a second thermal equilibrium power of the second motor, and the second thermal equilibrium power is greater than the first thermal equilibrium power. The determining module 401 is specifically configured to: determine the sum of the first thermal equilibrium power and the second thermal equilibrium power as a first target thermal equilibrium power; compare the requested power with the first thermal equilibrium power, the second thermal equilibrium power, and the first target thermal equilibrium power respectively to obtain a comparison result; The allocation module 402 is specifically configured to allocate the requested power to the at least two drive motors based on the comparison result.

[0121] Optionally, the allocation module is specifically further configured to: when the comparison result indicates that the requested power is less than or equal to the first thermal equilibrium power, allocate the requested power to the first motor; when the comparison result indicates that the requested power is greater than the first thermal equilibrium power and less than or equal to the second thermal equilibrium power, allocate the requested power to the second motor; when the comparison result indicates that the requested power is greater than the second thermal equilibrium power and less than or equal to the first target thermal equilibrium power, allocate a first power to the first motor and a second power to the second motor, the first thermal equilibrium power is greater than the first power, the second thermal equilibrium power is greater than the second power, the sum of the first power and the second power is the requested power, and the first target thermal equilibrium power is the sum of the first thermal equilibrium power and the second thermal equilibrium power; when the comparison result indicates that the requested power is greater than the first target thermal equilibrium power, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, allocate a first power to the first motor and a second power to the second motor, the heat dissipation coefficient is used to measure the heat dissipation performance of the corresponding drive motor, the first power is greater than the first thermal equilibrium power, and / or the second power is greater than the second thermal equilibrium power.

[0122] Optionally, the determining module 401 is specifically configured to determine the sum of the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor as a target heat dissipation coefficient; the allocation module 402 is specifically further configured to: determine a first ratio of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determine the product of the first ratio and the requested power as the first power, and allocate the first power to the first motor; determine a second ratio of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determine the product of the second ratio and the requested power as the second power, and allocate the second power to the second motor.

[0123] Optionally, the thermal equilibrium power further includes the third thermal equilibrium power of the third motor. The determination module 401 is further configured to determine the sum of the first target thermal equilibrium power and the third thermal equilibrium power as the second target thermal equilibrium power. The allocation module 402 is further configured to, when the comparison result indicates that the requested power is greater than the first target thermal equilibrium power and less than or equal to the second target thermal equilibrium power, allocate the first power to the first motor, allocate the second power to the second motor, and allocate the third power to the third motor, where the third thermal equilibrium power is greater than the third power, and the sum of the first power, the second power, and the third power is the requested power.

[0124] Optionally, the determination module 401 is specifically further configured to: when the vehicle is in a driving state, determine the driving behavior of the vehicle; when the driving behavior is an acceleration behavior, determine the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal; adjust the first requested torque based on the current gear and the vehicle speed of the vehicle to obtain the second requested torque of the vehicle; and determine the requested power based on the second requested torque and the angular velocity of the vehicle.

[0125] Optionally, the determination module 401 is specifically further configured to: when the driving mode is the first mode, determine the first target torque corresponding to the current opening from the first sample torques corresponding to multiple pedal openings and determine it as the first requested torque; when the driving mode is the second mode, determine the second target torque corresponding to the current opening from the second sample torques corresponding to multiple pedal openings and determine it as the first requested torque, where the second target torque is greater than the first target torque, and the dynamic performance of the vehicle in the second mode is better than that in the first mode.

[0126] Optionally, the determination module 401 is specifically further configured to: determine a first coefficient for adjusting the first requested torque based on the current gear; determine the product between the first requested torque and the first coefficient as the third requested torque and determine the vehicle speed range in which the vehicle speed is located; when the vehicle speed range is less than the first preset speed, determine the product between the third requested torque and a second coefficient as the second requested torque; and when the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, determine the product between the third requested torque and a third coefficient as the second requested torque, where the third coefficient is less than the second coefficient.

[0127] Optionally, the determining module 401 is further specifically configured to: when the current gear is lower than or equal to the first preset gear, determine the fourth coefficient as the first coefficient; when the current gear is higher than or equal to the second preset gear, determine the fifth coefficient as the first coefficient, where the second preset gear is higher than the first preset gear, and the fifth coefficient is smaller than the fourth coefficient.

[0128] Figure 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0129] Exemplarily, as Figure 5 shown, the vehicle 500 includes: a memory 501 and a processor 502. Among them, an executable program code 503 is stored in the memory 501, and the processor 502 is configured to call and execute the executable program code 503 to execute a method for controlling the operation of the motor.

[0130] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor. Among them, an executable program code is stored in the memory, and the processor is configured to call and execute the executable program code to execute a method for controlling the operation of the motor provided by an embodiment of the present application.

[0131] In this embodiment, the device may be divided into function modules according to the above method example. For example, it may correspond to each function module, or two or more functions may be integrated into one processing module. The above integrated module may be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0132] When each function is divided into corresponding function modules, the device may further include a determining module, an allocating module, a control module, etc. It should be noted that all relevant contents involved in the above method embodiment can be cited in the function descriptions of the corresponding function modules, and will not be elaborated here.

[0133] It should be understood that the device provided by this embodiment is used to execute the above method for controlling the operation of the motor, so the same effect as the above implementation method can be achieved.

[0134] When an integrated unit is adopted, the device may include a processing module and a storage module. Among them, when the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle to execute relevant executable program codes, etc.

[0135] Among them, the processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules, and circuits shown in combination with the disclosure of this application. The processor can also be a combination that realizes computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory.

[0136] In addition, the device provided by the embodiment of this application can specifically be a chip, a component, or a module. The chip can include a connected processor and a memory. Among them, the memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling the operation of a motor provided by the above embodiment.

[0137] This embodiment also provides a computer-readable storage medium. An executable program code is stored in the computer-readable storage medium. When the executable program code runs on a computer, the computer is caused to execute the above-related method steps to implement a method for controlling the operation of a motor provided by the above embodiment.

[0138] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement a method for controlling the operation of a motor provided by the above embodiment.

[0139] Among them, the device, the computer-readable storage medium, the computer program product, or the chip provided by this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0140] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example for illustration. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0141] In the embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical, or other form.

[0142] The above content is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A method for controlling the operation of a motor, characterized in that: The method comprises: When the vehicle is in a driving state, determining the requested power of the entire vehicle; Based on the requested power and the thermal balance power of at least two drive motors in the power system, the requested power is allocated to the at least two drive motors, the thermal balance power being the maximum output power of the drive motor without triggering a temperature protection mechanism when the heat dissipation system of the power system operates in a minimum energy consumption mode, and the absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power; The at least two drive motors are controlled to operate at distributed powers.

2. The method according to claim 1, characterized in that: The thermal balance power includes a first thermal balance power of the first motor and a second thermal balance power of the second motor, the second thermal balance power is greater than the first thermal balance power, and the method of allocating the requested power to the at least two drive motors based on the requested power and the thermal balance powers of at least two drive motors in the power system includes: determining the sum of the first thermal balance power and the second thermal balance power as a first target thermal balance power; Compare the requested power with the first thermal balance power, the second thermal balance power and the first target thermal balance power respectively to obtain a comparison result; Based on the comparison result, the requested power is distributed to the at least two driving motors.

3. The method according to claim 2, characterized in that The allocating the requested power to the at least two drive motors based on the comparison result comprises: When the comparison result indicates that the requested power is less than or equal to the first thermal balance power, allocating the requested power to the first motor; When the comparison result indicates that the requested power is greater than the first thermal balance power and less than or equal to the second thermal balance power, allocating the requested power to the second motor; When the comparison result indicates that the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, a first power is allocated to the first motor, and a second power is allocated to the second motor, the first thermal balance power is greater than the first power, the second thermal balance power is greater than the second power, and the sum of the first power and the second power is the requested power; When the comparison result indicates that the requested power is greater than the first target thermal balance power, the first power is allocated to the first motor and the second power is allocated to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the heat dissipation coefficient is used to measure the heat dissipation performance of the corresponding drive motor, the first power is greater than the first thermal balance power, and / or the second power is greater than the second thermal balance power.

4. The method according to claim 3, characterized in that The allocating the first power to the first motor and the second power to the second motor based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor comprises: determining the sum of the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor as a target heat dissipation coefficient; Determine a first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, determine a product of the first proportion and the requested power as the first power, and allocate the first power to the first motor; A second proportion of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient is determined, and a product of the second proportion and the requested power is determined as the second power, and the second power is allocated to the second motor.

5. The method according to claim 3, characterized in that: The thermal balance power also includes a third thermal balance power of a third motor, and the method further includes: determining the sum of the first target thermal balance power and the third thermal balance power as the second target thermal balance power; When the comparison result indicates that the requested power is greater than the first target thermal balance power and less than or equal to the second target thermal balance power, the first power is allocated to the first motor, the second power is allocated to the second motor, and the third power is allocated to the third motor, the third thermal balance power is greater than the third power, and the sum of the first power, the second power and the third power is the requested power.

6. The method according to any one of claims 1 to 5, characterized in that The step of determining the requested power of the entire vehicle when the vehicle is in a driving state includes: When the vehicle is in a driving state, determining a driving behavior of the vehicle; In a case where the driving behavior is an acceleration behavior, determining a first requested torque of the vehicle based on a driving mode and a current opening degree of an accelerator pedal; adjusting the first requested torque based on the current gear position and vehicle speed of the vehicle to obtain a second requested torque of the vehicle; The requested power is determined based on the second requested torque and an angular speed of the vehicle.

7. The method according to claim 6, characterized in that The determining of the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal comprises: When the driving mode is the first mode, determining a first target torque corresponding to the current pedal opening from first sample torques corresponding to a plurality of pedal openings, and determining the first target torque as the first requested torque; When the driving mode is the second mode, the second target torque corresponding to the current opening is determined from the second sample torques corresponding to the multiple pedal openings, and is determined as the first requested torque, the second target torque is greater than the first target torque, and the power performance of the vehicle in the second mode is better than the power performance of the vehicle in the first mode.

8. The method according to claim 6, characterized in that The adjusting the first requested torque based on the current gear position and vehicle speed of the vehicle to obtain the second requested torque of the vehicle includes: determining a first coefficient for adjusting the first requested torque based on the current gear; determining a third requested torque by multiplying the first requested torque by the first coefficient, and determining a vehicle speed range in which the vehicle speed is located; In a case where the vehicle speed range is less than a first preset speed, determining the second requested torque as a product of the third requested torque and a second coefficient; When the vehicle speed range is greater than or equal to the first preset speed and less than a second preset speed, the product of the third requested torque and a third coefficient is determined as the second requested torque, and the third coefficient is less than the second coefficient.

9. The method according to claim 8, characterized in that The determining, based on the current gear, a first coefficient for adjusting the first requested torque comprises: When the current gear is lower than or equal to the first preset gear, determining the fourth coefficient as the first coefficient; In a case where the current gear is higher than or equal to a second preset gear, the fifth coefficient is determined as the first coefficient, the second preset gear is higher than the first preset gear, and the fifth coefficient is smaller than the fourth coefficient.

10. A device for controlling the operation of a motor, characterized in that: The device comprises: A determination module, used to determine the requested power of the vehicle when the vehicle is in a driving state; an allocation module, configured to allocate the requested power to the at least two drive motors based on the requested power and a thermal balance power of at least two drive motors in the power system, wherein the thermal balance power is a maximum output power of the drive motors without triggering a temperature protection mechanism when the heat dissipation system of the power system operates in a minimum energy consumption mode, and an absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power; A control module is used to control the at least two drive motors to operate with distributed power.

11. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 9.

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