Method, device, vehicle and storage medium for controlling operation of an electric machine

Abstract

The application provides a method, device, vehicle and storage medium for controlling operation of a motor. When the vehicle is in a driving state, the method allocates a requested power of the vehicle to at least two driving motors based on the requested power and thermal equilibrium powers of the at least two driving motors in a power system. An absolute difference between the thermal equilibrium power and the power allocated to the driving motor is less than a preset power. That is, the method can ensure that the power allocated to each driving motor is less than the corresponding thermal equilibrium power, or the power allocated to each driving motor is greater than the corresponding thermal equilibrium power but the power allocated to each driving motor is close to the corresponding thermal equilibrium power. In this way, when the at least two driving motors operate at the allocated power, each driving motor can work within a certain temperature range, avoiding power interruption due to excessive heat. Therefore, the method can reduce energy consumption of a heat dissipation system when maintaining temperature balance of the power system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to methods, apparatus, vehicles, and storage media for controlling the operation of motors in the field of vehicle technology. Background Technology

[0002] With the continuous advancement of automotive technology and the improvement of people's living standards, the target audience for vehicles is becoming increasingly broad. However, this also brings about a growing number of vehicle-related problems, including the high energy consumption of thermal management in vehicle powertrains.

[0003] Currently, vehicles generally have high-performance powertrains with a large number of electric motors. Multiple motors can generate significant heat during operation, requiring the powertrain's cooling system to consume more energy to maintain temperature balance.

[0004] Therefore, there is an urgent need for a method to control the operation of the motor in order to reduce the energy consumption of the cooling system in maintaining the temperature balance of the power system. Summary of the Invention

[0005] This application provides a method, apparatus, vehicle, and storage medium for controlling the operation of an electric motor, the method being able to reduce the energy consumption of the cooling system while maintaining the temperature balance of the power system.

[0006] In a first aspect, a method for controlling motor operation is provided, the method comprising: determining the requested power of the vehicle as it is in motion; allocating 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, wherein the thermal balance power is the maximum output power of the drive motors when the cooling system of the power system is running in the lowest energy consumption mode without triggering the temperature protection mechanism, and the absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power; and controlling the at least two drive motors to operate at the allocated power.

[0007] In the above technical solution, when the vehicle is in motion, the method allocates the requested power to at least two drive motors based on the vehicle's total requested power and the thermal balance power of at least two drive motors in the powertrain system. The absolute difference between the thermal balance power and the power allocated to the drive motors is less than a preset power. In other words, this method ensures that the power allocated to each drive motor is less than its corresponding thermal balance power, or that the power allocated to each drive motor is greater than its corresponding thermal balance power but close to it. Thus, when at least two drive motors operate at the allocated power, it ensures that each drive motor operates within a certain temperature range, preventing power interruption due to overheating. Simultaneously, it fully utilizes the maximum steady-state output capability of each drive motor to optimize power performance and reduces the thermal stress on individual motors through load balancing, improving the reliability of the powertrain system. Therefore, this method can reduce the energy consumption of the cooling system while maintaining the temperature balance of the powertrain system.

[0008] In conjunction with the first aspect, in some possible implementations, the thermal balance power includes a first thermal balance power of a first motor and a second thermal balance power of a second motor, wherein the second thermal balance power is greater than the first thermal balance power. 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, comprising: determining a first target thermal balance power by summing the first thermal balance power and the second 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 a comparison result; and allocating the requested power to the at least two drive motors based on the comparison result.

[0009] The aforementioned technical solution introduces a hierarchical comparison mechanism of first thermal balance power, second thermal balance power, and first target thermal balance power. This mechanism dynamically optimizes the power allocation strategy, thereby more accurately reducing the energy consumption of the cooling system. Based on different scenarios, the allocation method with the lowest energy consumption is selected. When the requested power is lower than the thermal balance power of a single drive motor, a single drive motor can be prioritized to bear the load, avoiding redundant cooling demands caused by multiple drive motors operating simultaneously. When the requested power is between these two values, a primary-secondary allocation method ensures that the actual power of each drive motor is as close as possible to its thermal balance threshold, reducing overall temperature rise pressure. When the requested power exceeds the total (first target thermal balance power), allocation can be based on the proportion of thermal balance capacity, ensuring uniform temperature rise of each drive motor and avoiding localized overheating that triggers high-energy-consumption compensation in the cooling system. This hierarchical judgment mechanism ensures that the cooling system always operates in a mode close to the lowest energy consumption, reducing energy waste under inefficient operating conditions.

[0010] In conjunction with the first aspect and the above implementations, in some possible implementations, based on the comparison result, allocating the requested power to the at least two drive motors includes: allocating the requested power to the first motor 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 second 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; and allocating the first power to the first motor and the second 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. Two motors, wherein the first thermal balance power is greater than the first power, the second thermal balance 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 balance power is the sum of the first thermal balance power and the second thermal balance power; if the comparison result indicates that the requested power is greater than the first target thermal balance power, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the first power is allocated to the first motor and the second power is allocated to the second motor, wherein 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.

[0011] In the above technical solution, when the requested power is lower than the thermal balance capacity of a single motor, a single motor (either the first or second motor) is used centrally to avoid inefficient operation of both motors and reduce energy consumption. Secondly, when the requested power is between the sum of the thermal balance power of the two motors, the requested power is allocated to both motors, and the power allocated to each motor does not exceed its corresponding thermal balance power limit, ensuring that each motor operates within a safe temperature rise range, extending its lifespan 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 approach prioritizes the use of motors with stronger heat dissipation performance to handle more power, maximizing the instantaneous output capacity of the power system. Simultaneously, power allocation based on the heat dissipation coefficient also prevents some motors from overheating. Therefore, this method, through a hierarchical power allocation strategy, can balance energy efficiency, thermal management safety, and load adaptability, effectively improving the efficiency and reliability of a dual-motor power system.

[0012] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, allocating a first power to the first motor and a second power to the second motor based on the heat dissipation coefficients of the first motor and the second motor includes: determining the sum of the heat dissipation coefficients of the first motor and 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 first power by multiplying the first proportion by the requested 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 second power by multiplying the second proportion by the requested power; and allocating the second power to the second motor.

[0013] In the aforementioned technical solution, this method uses the sum of the heat dissipation coefficients of the two motors as a target benchmark and dynamically allocates the requested power according to the proportion of heat dissipation capacity. This enables precise matching between the power allocation of each motor and the real-time heat dissipation efficiency. In other words, this method ensures that the first and second power outputs are higher than their respective thermal equilibrium power to avoid heat accumulation (lower limit protection), while also preventing heat dissipation overload by setting an upper limit constraint that "the first and second power outputs are not far from their respective thermal equilibrium power." This achieves dual protection of the thermal safety boundary. Simultaneously, based on the proportional allocation mechanism of the heat dissipation coefficient, this method maximizes the total output power while ensuring the thermal stability of the power system, thus improving energy efficiency and extending the lifespan of vehicle components.

[0014] In conjunction with the first aspect and the above implementation, in some possible implementations, the thermal balance power further includes the third thermal balance power of the third motor. 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; if 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, allocating the first power to the first motor, the second power to the second motor, and the third power to the third motor, wherein 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.

[0015] In the above technical solution, this method sets thermal balance power thresholds in layers. When the vehicle's requested power is between the first target thermal balance power (the total thermal balance power limit of the two motors) and the second target thermal balance power (the total thermal balance power limit of the three motors), the first and second motors can be prioritized to operate in their efficient ranges close to their respective thermal balance power (the first power + the second power are both equal to the first target thermal balance power), while the third motor only supplements the remaining required power (the third power is less than the third thermal balance power). This fully utilizes the maximum heat dissipation capacity of the first two motors to improve output efficiency, and limits the load on the third motor to allow it to retain heat dissipation margin as a dynamic buffer, achieving power-thermal balance decoupling control under three-motor collaboration. While meeting the requested power demand, the first two motors achieve their maximum performance, and the third motor maintains a low thermal load state to enhance the thermal stability of the powertrain, thus balancing the continuity of high power output with the thermal safety redundancy of multiple motors in the powertrain.

[0016] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, when the vehicle is in motion, determining the requested power of the entire vehicle includes: determining the driving behavior of the vehicle while it is in motion; if the driving behavior is an acceleration behavior, determining a first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal; adjusting the first requested torque based on the current gear and vehicle speed to obtain a second requested torque of the vehicle; and determining the requested power based on the second requested torque and the angular velocity of the vehicle.

[0017] In the aforementioned technical solution, the initial torque is determined based on the driving mode and accelerator pedal opening, taking into account both driving intention and driving mode. Subsequently, the initial torque is dynamically adjusted based on gear and vehicle speed. This method of determining and adjusting the requested torque through multiple influencing factors ensures accurate requested torque. This guarantees power response at low speeds and high gears while avoiding power redundancy at high speeds, thus improving the safety of the powertrain. Furthermore, by introducing angular velocity to determine the requested power, the power output can be matched with the real-time mechanical state, effectively optimizing energy utilization. This hierarchical processing mechanism enables precise control of vehicle power output, and the closed-loop control strategy with multi-dimensional parameter coupling enhances the smoothness of vehicle acceleration.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal includes: when the driving mode is a first mode, determining the first target torque corresponding to the current opening from a first sample torque corresponding to multiple pedal openings, and determining it as the first requested torque; when the driving mode is a second mode, determining the second target torque corresponding to the current opening from a second sample torque corresponding to the multiple pedal openings, and determining it as the first requested torque, wherein 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.

[0019] In the above technical solution, when the driving mode is the first mode, a first target torque corresponding to the current pedal opening is determined from a first sample torque corresponding to multiple pedal openings and set as the first requested torque. This method helps to accurately allocate the requested torque based on the pedal opening 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, improving the utilization efficiency of electrical energy and thus reducing operating costs. When the driving mode is the second mode, a second target torque corresponding to the current pedal opening is determined from a second sample torque corresponding to multiple pedal openings and set as the first requested torque, and the second target torque is greater than the first target torque. This method meets the needs of the second mode, that is, when the driver selects the second mode, the vehicle requires stronger power output. By using different sample torques and the target torque being larger in the second mode, a stronger acceleration experience can be provided to the driver, satisfying the driver's pursuit of power performance.

[0020] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, adjusting the first requested torque based on the vehicle's current gear and speed to obtain the vehicle's second requested torque 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 the vehicle speed range; if the vehicle speed range is less than a first preset speed, determining the second requested torque by multiplying the third requested torque by a second coefficient; if the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, determining the second requested torque by multiplying the third requested torque by a third coefficient, wherein the third coefficient is less than the second coefficient.

[0021] In the aforementioned technical solution, when the vehicle accelerates, if the third requested torque is adjusted based on the vehicle speed, this method adjusts the third requested torque using a larger second coefficient at lower speeds. This allows the vehicle to obtain sufficient power, reducing sluggishness during low-speed acceleration and resulting in a smoother driving experience. Furthermore, at higher speeds, this method adjusts the third requested torque using a smaller third coefficient. This is because as vehicle speed increases, air resistance and rolling resistance also increase. Adjusting torque with a smaller third coefficient helps the vehicle maintain stable power output at high speeds, avoiding excessive torque adjustment that could cause sudden acceleration or deceleration and lead to traffic accidents.

[0022] In combination 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 position includes: determining a fourth coefficient as the first coefficient when the current gear position is lower than or equal to a first preset gear position; and determining a fifth coefficient as the first coefficient when the current gear position is higher than or equal to a second preset gear position, wherein the second preset gear position is higher than the first preset gear position and the fifth coefficient is less than the fourth coefficient.

[0023] In the above technical solution, when the vehicle is accelerating, if the first requested torque is adjusted based on the current gear, the method adjusts the first requested torque using a larger fourth coefficient when the current gear is low. This improves the vehicle's acceleration response performance when accelerating in low gears, meeting the needs of starting or climbing hills. Furthermore, when the current gear is high, the method adjusts the first requested torque using a smaller fifth coefficient. This meets the vehicle's needs for fuel economy and smoothness when in high gears.

[0024] Secondly, an apparatus for controlling the operation of motors is provided. The apparatus includes: a determining module for determining the requested power of the vehicle when the vehicle is in motion; an allocating module for allocating 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, wherein the thermal balance power is the maximum output power of the drive motors when the cooling system of the power system is running in the lowest energy consumption mode without triggering the temperature protection mechanism, and the absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power; and a control module for controlling the at least two drive motors to operate at the allocated power.

[0025] In conjunction with the second aspect, in some possible implementations, the thermal balance power includes a first thermal balance power of the first motor and a second thermal balance power of the second motor, wherein the second thermal balance power is greater than the first thermal balance power. The determining module is specifically configured to: determine 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; and 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 conjunction with the second aspect and the above implementation methods, in some possible implementations, the allocation module is further configured to: allocate the requested power to the first motor when the comparison result indicates that the requested power is less than or equal to the first thermal balance power; allocate the requested power to the second 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; and allocate the first power to the first motor and the second 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, thereby achieving the first thermal balance... If the thermal balance power is greater than the first power, and the second thermal balance 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 balance power is the sum of the first thermal balance power and the second thermal balance power; if the comparison result indicates that the requested power is greater than the first target thermal balance power, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the first power is allocated to the first motor, and the second power is allocated to the second motor, where 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.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to determine 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 allocation module is further specifically used to: determine a first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determine the first power by multiplying the first proportion by the requested power, and allocate the first power to the first motor; determine a second proportion of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determine the second power by multiplying the second proportion by the requested power, and allocate the second power to the second motor.

[0028] In conjunction with the second aspect and the above implementation, in some possible implementations, the thermal balance power further includes the third thermal balance power of the third motor. The determining module is further configured to determine the sum of the first target thermal balance power and the third thermal balance power as the second target thermal balance power. The allocation module is further configured to allocate the first power to the first motor, the second power to the second motor, and the third power to the third motor 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 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.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the driving behavior of the vehicle when the vehicle is in motion; determine the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal when the driving behavior is an acceleration behavior; adjust the first requested torque based on the current gear and 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.

[0030] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: when the driving mode is the first mode, determine the first target torque corresponding to the current pedal 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 pedal opening from the second sample torques corresponding to the multiple pedal openings, and determine it as the first requested torque, wherein 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.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine a first coefficient for adjusting the first requested torque based on the current gear; determine a third requested torque by multiplying the first requested torque by the first coefficient, and determine the vehicle speed range in which the vehicle speed is located; if the vehicle speed range is less than a first preset speed, determine a second requested torque by multiplying the third requested torque by a second coefficient; if the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, determine a second requested torque by multiplying the third requested torque by a third coefficient, wherein the third coefficient is less than the second coefficient.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the fourth coefficient as the first coefficient when the current gear is lower than or equal to the first preset gear; and determine the fifth coefficient as the first coefficient when the current gear is higher than or equal to the second preset gear, wherein the second preset gear is higher than the first preset gear and the fifth coefficient is less than the fourth coefficient.

[0033] Thirdly, 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, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application;

[0035] Figure 2 This is a schematic flowchart illustrating a method for controlling motor operation provided in an embodiment of this application;

[0036] Figure 3 This is a schematic diagram illustrating the allocation of power to a drive motor, provided in an embodiment of this application.

[0037] Figure 4 This is a schematic diagram of a device for controlling the operation of a motor provided in an embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0039] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0040] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0041] Figure 1This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application.

[0042] For example, such as Figure 1 As shown, a driver is able to drive a new energy vehicle (e.g., vehicle A) to their destination. Currently, new energy vehicles generally have higher power configurations, with a large number of drive motors in the power system. Multiple drive motors may generate a significant amount of heat during operation, requiring the power system's cooling system to consume more energy to maintain the power system's temperature balance.

[0043] To address the aforementioned problems, this application proposes a method for controlling motor operation to reduce energy consumption of the cooling system while maintaining the temperature balance of the power system. Specific implementation steps are as follows. Figure 2 .

[0044] Figure 2 This is a schematic flowchart of a method for controlling the operation of a motor provided in an embodiment of this application.

[0045] It should be understood that the method for controlling motor operation provided in this application embodiment can be applied to, for example... Figure 1 The vehicle shown is an example of vehicle A. Specifically, this method for controlling the operation of the motor can be applied to the vehicle's overall controller.

[0046] For example, such as Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0047] Step 201: When the vehicle is in motion, the vehicle controller determines the requested power of the entire vehicle.

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

[0049] It should also be understood that in step 201 above, when the vehicle is in motion, it may perform at least one driving action, including acceleration, deceleration (or braking), constant speed, lane changing, and skidding. Therefore, the requested power of the vehicle under different driving actions can be determined. Furthermore, the "requested power of the entire vehicle" in step 201 specifically refers to the requested power of the wheels within the vehicle.

[0050] In one possible implementation, step 201 includes: when the vehicle is in motion, the vehicle controller determines the driving behavior of the vehicle; when the driving behavior is an acceleration behavior, the vehicle controller determines a 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 a second requested torque of the vehicle; and 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 scheme describes the process of determining the vehicle's requested power when the driving behavior is acceleration (corresponding to the first scheme). Specifically, the first requested torque determined based on the driving mode and the current accelerator pedal opening is the initial torque. The current gear and vehicle speed are then used to adjust the first requested torque to obtain the accurate second requested torque. Furthermore, the "vehicle angular velocity" in the above scheme specifically refers to the angular velocity of the wheels in the vehicle.

[0052] In the aforementioned technical solution, the initial torque is determined based on the driving mode and accelerator pedal opening, taking into account both driving intention and driving mode. Subsequently, the initial torque is dynamically adjusted based on gear and vehicle speed. This method of determining and adjusting the requested torque through multiple influencing factors ensures accurate requested torque. This guarantees power response at low speeds and high gears while avoiding power redundancy at high speeds, thus improving the safety of the powertrain. Furthermore, by introducing angular velocity to determine the requested power, the power output can be matched with the real-time mechanical state, effectively optimizing energy utilization. This hierarchical processing mechanism enables precise control of vehicle power output, and the closed-loop control strategy with multi-dimensional parameter coupling enhances the smoothness of vehicle acceleration.

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

[0054] It should be understood that when a vehicle is accelerating, the required torque can be determined by the degree to which the accelerator pedal is depressed. The required torque differs for the same pedal depressor depending on the driving mode. In other words, with the same pedal depressor, the vehicle's power performance corresponding to the driving mode is positively correlated with the initial required torque; the better the power performance, the greater the initial required torque.

[0055] In some embodiments, the first mode is an economy mode and the second mode is a sports mode.

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

[0057] In the above technical solution, when the driving mode is the first mode, a first target torque corresponding to the current pedal opening is determined from a first sample torque corresponding to multiple pedal openings and set as the first requested torque. This method helps to accurately allocate the requested torque based on the pedal opening 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, improving the utilization efficiency of electrical energy and thus reducing operating costs. When the driving mode is the second mode, a second target torque corresponding to the current pedal opening is determined from a second sample torque corresponding to multiple pedal openings and set as the first requested torque, and the second target torque is greater than the first target torque. This method meets the needs of the second mode, that is, when the driver selects the second mode, the vehicle requires stronger power output. By using different sample torques and the target torque being larger in the second mode, a stronger acceleration experience can be provided to the driver, satisfying the driver's pursuit of power performance.

[0058] In one possible implementation, the vehicle controller adjusts the first requested torque based on the vehicle's current gear and speed to obtain the vehicle's second requested torque, including: the vehicle controller determining a first coefficient for adjusting the first requested torque based on the current gear; the vehicle controller determining a third requested torque by multiplying the first requested torque by the first coefficient, and determining the vehicle speed range; if the vehicle speed range is less than a first preset speed, the vehicle controller determining the second requested torque by multiplying the third requested torque by a second coefficient; if the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, the vehicle controller determining the second requested torque by multiplying the third requested torque by a third coefficient, wherein the third coefficient is less than the second coefficient.

[0059] It should be understood that in the above scheme, "when the vehicle speed is 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 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. In other words, vehicle speed and the second requested torque are negatively correlated; the lower the vehicle speed, the larger the second requested torque; and the higher the vehicle speed, the smaller the second requested torque.

[0060] In the aforementioned technical solution, when the vehicle accelerates, if the third requested torque is adjusted based on the vehicle speed, this method adjusts the third requested torque using a larger second coefficient at lower speeds. This allows the vehicle to obtain sufficient power, reducing sluggishness during low-speed acceleration and resulting in a smoother driving experience. Furthermore, at higher speeds, this method adjusts the third requested torque using a smaller third coefficient. This is because as vehicle speed increases, air resistance and rolling resistance also increase. Adjusting torque with a smaller third coefficient helps the vehicle maintain stable power output at high speeds, avoiding excessive torque adjustment that could cause sudden acceleration or deceleration and lead to traffic accidents.

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

[0062] In one possible implementation, the vehicle controller determines a first coefficient for adjusting the first requested torque based on the current gear position, including: if the current gear position is lower than or equal to a first preset gear position, the vehicle controller determines a fourth coefficient as the first coefficient; if the current gear position is higher than or equal to a second preset gear position, the vehicle controller determines a fifth coefficient as the first coefficient, wherein the second preset gear position is higher than the first preset gear position and the fifth coefficient is less than the fourth coefficient.

[0063] It should be understood that in the above scheme, "determining the fourth coefficient as the first coefficient when the current gear is lower than the first preset gear" 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. "Determining the fifth coefficient as the first coefficient when the current gear is higher than the second preset gear" 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 is adjusted based on the current gear, the method adjusts the first requested torque using a larger fourth coefficient when the current gear is low. This improves the vehicle's acceleration response performance when accelerating in low gears, meeting the needs of starting or climbing hills. Furthermore, when the current gear is high, the method adjusts the first requested torque using a smaller fifth coefficient. This meets the vehicle's needs for fuel economy and smoothness when in high gears.

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

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

[0067] In some embodiments, the vehicle controller determines the requested power based on the second requested torque and the angular velocity of the vehicle, including: the vehicle controller adjusting the second requested torque based on the current remaining battery power of the vehicle to obtain a fourth requested torque, wherein the current remaining battery power is positively correlated with the fourth requested torque; and the vehicle controller determining the requested power based on the fourth requested torque and the angular velocity.

[0068] It should be understood that the "positive correlation between current remaining power and fourth requested torque" in the above scheme means that the more current remaining power, the greater the fourth requested torque; and the less current remaining power, the smaller the fourth requested torque.

[0069] It should also be understood that the aforementioned scheme describes the process of determining the vehicle's requested power when the vehicle's driving behavior is acceleration (corresponding to the first scheme above). Of course, the vehicle also requests power when performing other driving behaviors, as will be described in detail below.

[0070] The second option: deceleration (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 controller determines a first angular velocity of the wheel based on the vehicle speed and the circumference of the wheel; the vehicle controller determines a second angular velocity of the target drive motor based on the first angular velocity and a target gear ratio, the target gear ratio being the gear ratio between the wheel and the target drive motor; the vehicle controller determines the 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 controller selects the minimum torque from the maximum braking torque and the theoretical maximum recovery torque of the target drive motor, and determines it as the available braking torque of the target drive motor; the vehicle controller determines the requested power of the vehicle as a whole based on the available braking torque and the second angular velocity.

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

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

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

[0075] In some embodiments, the vehicle controller determines the 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 controller determining the ratio between the charging power and the second angular velocity as the maximum braking torque.

[0076] In some embodiments, the vehicle controller determines the requested power of the vehicle based on the available braking torque and the second angular velocity, including: the vehicle controller determining the requested power as the product of the available braking torque and the second angular velocity.

[0077] The third option: uniform velocity behavior

[0078] In some embodiments, the method 200 further includes: when the driving behavior is a constant speed behavior, the vehicle controller determines the sum of the rolling resistance, air resistance and gradient resistance experienced by the vehicle as the total resistance; the vehicle controller determines the requested power of the vehicle as a whole based on the total resistance, vehicle speed and transmission system efficiency.

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

[0080] In some embodiments, the method for determining the rolling resistance experienced by the vehicle includes: the vehicle controller determining the rolling resistance as the product of the rolling resistance coefficient, the mass of the vehicle, the gravitational acceleration, and the cosine of the slope of the road surface on which the vehicle travels.

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

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

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

[0084] In some embodiments, the method for determining the slope resistance experienced by the vehicle includes: the vehicle controller determining the slope resistance as the product of the vehicle's mass, gravitational acceleration, and the sine of the slope of the road surface on which the vehicle travels.

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

[0086] Fourth option: 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 torque reduction and the charging power allowed by the power battery, and determines it as the target power; the vehicle controller determines the product between the target power and the efficiency of the transmission system as the requested power of the vehicle.

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

[0089] Step 202: The vehicle controller allocates the requested power to the at least two drive motors based on the requested power and the thermal balance power of the at least two drive motors in the power system. The thermal balance power is the maximum output power of the drive motors when the cooling system of the power system is running in the lowest energy consumption mode without triggering the temperature protection mechanism. The absolute difference between the thermal balance power and the power allocated to each drive motor is less than the 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, thereby enabling the vehicle to move forward or backward. Furthermore, the "thermal balance power is the maximum output power of the drive motor that does not trigger the temperature protection mechanism when the cooling system of the power system is operating in the lowest energy consumption mode" in step 202 above specifically refers to the maximum power of the motor when the fan or water pump in the cooling system is operating at its lowest duty cycle (e.g., 10%) and the drive motor is working, and 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 phrase "the absolute difference between the thermal balance power and the power allocated 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 allocated to the drive motor, or that the power allocated to the drive motor is greater than the thermal balance power of the corresponding drive motor, but the degree of greaterness is small. When there are at least two drive motors, including a first motor and a second motor, where 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 allocated 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 allocated 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, which is 150W, the thermal balance power of motor 2 is thermal balance power 2, which is 260W, the requested power of the vehicle is 400W, after the requested power of the vehicle is allocated to motor 1 and motor 2, the power allocated to motor 1 is 140W, and the power allocated to motor 2 is 260W.

[0093] In 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, which is 150W, the thermal balance power of motor 2 is thermal balance power 2, which is 260W, the requested power of the vehicle is 445W, after the requested power of the vehicle is allocated to motor 1 and motor 2, the power allocated to motor 1 is 166W, and the power allocated 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 This is a schematic diagram of power allocation for a drive motor provided in an embodiment of this application.

[0096] For example, such as Figure 3 As shown, at least two drive motors include a first motor and a second motor. The thermal balance power of the first motor is a first thermal balance power, and the thermal balance power of the second motor is a second thermal balance power. The absolute difference between the first thermal balance power and the power that can be allocated to the first motor is less than a first preset power. Therefore, the power that can be allocated to the first motor can be... Figure 3 The power range corresponding to 'a' is selected. If the absolute difference between the second thermal balance power and the power that can be allocated to the second motor is less than the second preset power, then the power that can be allocated to the second motor can be... Figure 3 The value is taken from the power region corresponding to b. Figure 3 c and d in the equation correspond to the first preset power, and e and f correspond to the second preset power.

[0097] In one possible implementation, the thermal balance power includes a first thermal balance power of a first motor and a second thermal balance power of a second motor, wherein the second thermal balance power is greater than the first thermal balance power. In step 202, the vehicle controller allocates 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 powertrain system. This includes: the vehicle controller determining the sum of the first thermal balance power and the second thermal balance power as a first target thermal balance power; the vehicle controller 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 a comparison result; and the vehicle controller allocating the requested power to the at least two drive motors based on the comparison result.

[0098] The aforementioned technical solution introduces a hierarchical comparison mechanism of first thermal balance power, second thermal balance power, and first target thermal balance power. This mechanism dynamically optimizes the power allocation strategy, thereby more accurately reducing the energy consumption of the cooling system. Based on different scenarios, the allocation method with the lowest energy consumption is selected. When the requested power is lower than the thermal balance power of a single drive motor, a single drive motor can be prioritized to bear the load, avoiding redundant cooling demands caused by multiple drive motors operating simultaneously. When the requested power is between these two values, a primary-secondary allocation method ensures that the actual power of each drive motor is as close as possible to its thermal balance threshold, reducing overall temperature rise pressure. When the requested power exceeds the total (first target thermal balance power), allocation can be based on the proportion of thermal balance capacity, ensuring uniform temperature rise of each drive motor and avoiding localized overheating that triggers high-energy-consumption compensation in the cooling system. This hierarchical judgment mechanism ensures that the cooling system always operates in a mode close to the lowest energy consumption, reducing energy waste under inefficient operating conditions.

[0099] In one possible implementation, the vehicle controller allocates the requested power to the at least two drive motors based on the comparison result, including: if the comparison result indicates that the requested power is less than or equal to the first thermal balance power, the vehicle controller allocates the requested power to the first motor; if 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, the vehicle controller allocates the requested power to the second motor; if 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, the vehicle controller allocates the first power to the first motor and the second power to the second motor. Two motors, wherein the first thermal balance power is greater than the first power, the second thermal balance 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 balance power is 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, the vehicle controller allocates 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, wherein 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.

[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 balance power of the multiple drive motors in the vehicle, or the requested power of the entire vehicle will not be greater than the sum of the thermal balance power of the multiple drive motors in the vehicle. The phrase "when the requested power is greater than the first target thermal balance power, based on the heat dissipation coefficients of the first motor and the second motor, the first power is allocated to the first motor, and the second power is allocated to the second motor, based on the heat dissipation coefficients of the first motor and the second motor, when the requested power is greater than the first target thermal balance power but the difference is small, is used to allocate the first power to the first motor and the second power to the second motor, based on the heat dissipation coefficients of the first motor and the second motor.

[0101] It should also be understood that in the above scheme, while the requested power is greater than the first target thermal balance power, the requested power is less than the third target thermal balance power. The third target thermal balance power is the sum of the first target thermal balance 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 balance capacity of a single motor, a single motor (either the first or second motor) is used centrally to avoid inefficient operation of the dual motors and reduce energy consumption. Secondly, when the requested power is between the sum of the thermal balance power of the two motors, the requested power is allocated to both motors, and the power allocated to each motor does not exceed its respective thermal balance power limit, ensuring that each motor operates within a safe temperature rise range, extending its lifespan and preventing overheating derating. When the requested power exceeds the total thermal balance power limit of the two motors, the requested power is dynamically allocated to each motor based on the heat dissipation coefficient. This approach prioritizes the use of motors with stronger heat dissipation performance to handle more power, maximizing the instantaneous output capacity of the power system. Simultaneously, power allocation based on the heat dissipation coefficient also prevents some motors from overheating. Therefore, this method, through a hierarchical power allocation strategy, can balance energy efficiency, thermal management safety, and load adaptability, 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 balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the first power to the first motor and the second power to the second motor, including: when the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the first thermal balance power from 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 balance power as the second power to the second motor; or, when the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the second thermal balance power from 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 balance power as the first power to the second motor. The first motor; or, if the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the first power to the first motor and the second power to the second motor based on the heat dissipation coefficients of the first motor and the second motor; or, if the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the first power to the first motor and the second power to the second motor based on the current temperature of the first motor and the current temperature of the second motor; or, if the requested power is greater than the second thermal balance power and less than or equal to the first target thermal balance power, the vehicle controller allocates the first power to the first motor and the second power to the second motor based on the temperature rise rate of the first motor and the temperature rise rate of the second motor.

[0104] It should be understood that in the above scheme, the higher the current temperature, the lower the power allocated to the drive motor; the lower the current temperature, the higher the power allocated to the drive motor. The faster the temperature rises, the lower the power allocated to the drive motor; the slower the temperature rises, the higher the power allocated to the drive motor. The temperature rise 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 temperatures of the first motor and the second motor, including: the vehicle controller determining a target temperature by summing the current temperatures of the first motor and the second motor; the vehicle controller determining a third percentage of the current temperature of the first motor in the target temperature, and determining the first power by multiplying the third percentage by the requested power; and the vehicle controller determining a fourth percentage of the current temperature of the second motor in the target temperature, and determining the second power by multiplying the fourth percentage by the requested power.

[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 rise rate of the first motor and the temperature rise rate of the second motor, including: the vehicle controller determining the sum of the temperature rise rates of the first motor and the second motor as a total rise rate; the vehicle controller determining a fifth percentage of the temperature rise rate of the first motor in the total rise rate, and determining the first power by multiplying the fifth percentage by the requested power; and allocating the first power to the first motor; the vehicle controller determining a sixth percentage of the temperature rise rate of the second motor in the total rise rate, and determining the second power by multiplying the sixth percentage by the requested power.

[0107] In one 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 coefficients of the first motor and the second motor, including: the vehicle controller determining a target heat dissipation coefficient by summing the heat dissipation coefficients of the first motor and the second motor; the vehicle controller determining a first percentage of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determining the first power by multiplying the first percentage by the requested power; and allocating the first power to the first motor; the vehicle controller determining a second percentage of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determining the second power by multiplying the second percentage by the requested power.

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

[0109] In the aforementioned technical solution, this method uses the sum of the heat dissipation coefficients of the two motors as a target benchmark and dynamically allocates the requested power according to the proportion of heat dissipation capacity. This enables precise matching between the power allocation of each motor and the real-time heat dissipation efficiency. In other words, this method ensures that the first and second power outputs are higher than their respective thermal equilibrium power to avoid heat accumulation (lower limit protection), while also preventing heat dissipation overload by setting an upper limit constraint that "the first and second power outputs are not far from their respective thermal equilibrium power." This achieves dual protection of the thermal safety boundary. Simultaneously, based on the proportional allocation mechanism of the heat dissipation coefficient, this method maximizes the total output power while ensuring the thermal stability of the power system, thus improving energy efficiency and extending the lifespan of vehicle components.

[0110] In one possible implementation, the thermal balance power further includes the third thermal balance power of the third motor. The method 200 further includes: the vehicle controller determining the sum of the first target thermal balance power and the third thermal balance power as the second target thermal balance power; if 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 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, wherein 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.

[0111] It should be understood that the specific implementation process of the above scheme is similar to that of the aforementioned scheme, which states that "when the requested power is greater than the second thermal balance power and less than or equal to 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." The only difference is that the above scheme includes at least two drive motors, namely the first motor, the second motor, and the third motor, while the aforementioned scheme includes at least two drive motors, namely the first motor and the second motor.

[0112] In the above technical solution, this method sets thermal balance power thresholds in layers. When the vehicle's requested power is between the first target thermal balance power (the total thermal balance power limit of the two motors) and the second target thermal balance power (the total thermal balance power limit of the three motors), the first and second motors can be prioritized to operate in their efficient ranges close to their respective thermal balance power (the first power + the second power are both equal to the first target thermal balance power), while the third motor only supplements the remaining required power (the third power is less than the third thermal balance power). This fully utilizes the maximum heat dissipation capacity of the first two motors to improve output efficiency, and limits the load on the third motor to allow it to retain heat dissipation margin as a dynamic buffer, achieving power-thermal balance decoupling control under three-motor collaboration. While meeting the requested power demand, the first two motors achieve their maximum performance, and the third motor maintains a low thermal load state to enhance the thermal stability of the powertrain, thus balancing the continuity of high power output with the thermal safety redundancy of multiple motors in the powertrain.

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

[0114] It should be understood that step 203 above describes that each of the at least two drive motors rotates at a distributed power to provide driving force to the wheels so that the wheels drive the vehicle forward or backward.

[0115] Figure 4 This is a schematic diagram of a device for controlling the operation of a motor provided in an embodiment of this application.

[0116] For example, such as Figure 4 As shown, the device 400 includes:

[0117] The determination module 401 is used to determine the requested power of the entire vehicle when the vehicle is in motion.

[0118] The allocation module 402 is used to allocate the requested power to the at least two drive motors based on the requested power and the thermal balance power of the at least two drive motors in the power system. The thermal balance power is the maximum output power of the drive motors when the cooling system of the power system is running in the lowest energy consumption mode without triggering the temperature protection mechanism. The absolute difference between the thermal balance power and the power allocated to each drive motor is less than the preset power.

[0119] Control module 403 is used to control the at least two drive motors to operate at allocated power.

[0120] Optionally, the thermal balance power includes the first thermal balance power of the first motor and the second thermal balance power of the second motor, wherein the second thermal balance power is greater than the first thermal balance power. The determining module 401 is specifically used to: determine the sum of the first thermal balance power and the second thermal balance power as the 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; and the allocation module 402 is specifically used to allocate the requested power to the at least two drive motors based on the comparison result.

[0121] Optionally, the allocation module is further configured to: allocate the requested power to the first motor when the comparison result indicates that the requested power is less than or equal to the first thermal balance power; allocate the requested power to the second 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; and allocate the first power to the first motor and the second 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, wherein the first thermal balance power is greater than the first power. The second thermal balance 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 balance power is the sum of the first thermal balance power and the second thermal balance power; if the comparison result indicates that the requested power is greater than the first target thermal balance power, based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, the first power is allocated to the first motor and the second power is allocated 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 balance power, and / or, the second power is greater than the second thermal balance power.

[0122] Optionally, the determining module 401 is specifically used to determine 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 allocating module 402 is further used to: determine a first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determine the first power by multiplying the first proportion by the requested power, and allocate the first power to the first motor; determine a second proportion of the heat dissipation coefficient of the second motor in the target heat dissipation coefficient, and determine the second power by multiplying the second proportion by the requested power, and allocate the second power to the second motor.

[0123] Optionally, the thermal balance power also includes the third thermal balance power of the third motor. The determining module 401 is further configured to determine the sum of the first target thermal balance power and the third thermal balance power as the second target thermal balance power. The allocating module 402 is further configured to allocate the first power to the first motor, the second power to the second motor, and the third power to the third motor 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 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.

[0124] Optionally, the determining module 401 is further configured to: determine the driving behavior of the vehicle when the vehicle is in motion; determine the first requested torque of the vehicle based on the driving mode and the current opening of the accelerator pedal when the driving behavior is acceleration behavior; adjust the first requested torque based on the current gear and 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 determining module 401 is further configured to: when the driving mode is a first mode, determine a first target torque corresponding to the current pedal opening from a first sample torque corresponding to a plurality of pedal openings, and determine it as the first requested torque; when the driving mode is a second mode, determine a second target torque corresponding to the current pedal opening from a second sample torque corresponding to a plurality of pedal openings, and determine it as the first requested torque, wherein 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.

[0126] Optionally, the determining module 401 is further configured to: determine a first coefficient for adjusting the first requested torque based on the current gear; determine a third requested torque by multiplying the first requested torque by the first coefficient, and determine the vehicle speed range in which the vehicle speed is located; if the vehicle speed range is less than a first preset speed, determine a second requested torque by multiplying the third requested torque by a second coefficient; if the vehicle speed range is greater than or equal to the first preset speed and less than the second preset speed, determine a second requested torque by multiplying the third requested torque by a third coefficient, wherein the third coefficient is less than the second coefficient.

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

[0128] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0129] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a method for controlling the operation of a motor.

[0130] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling motor operation provided in embodiments of this application.

[0131] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0132] When the functional modules are divided according to their respective functions, the device may also include a determining module, an allocating module, and a controlling module. It should be noted that all relevant content in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0133] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling the operation of a motor, and therefore can achieve the same effect as the above-described implementation method.

[0134] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

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

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

[0137] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer executes the above-described related method steps to implement a method for controlling motor operation provided in the above embodiment.

[0138] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling motor operation provided in the above embodiment.

[0139] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0140] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be 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 apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0142] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the operation of a motor, characterized in that, The method includes: While the vehicle is in motion, determine 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 is the maximum output power of the power system's cooling system when the drive motors are running in the lowest energy consumption mode without triggering the temperature protection mechanism. The absolute difference between the thermal balance power and the power allocated to each drive motor is less than a preset power. Control the at least two drive motors to operate at the allocated power.

2. The method according to claim 1, characterized in that, The thermal balance power includes a first thermal balance power of a first motor and a second thermal balance power of a second motor, wherein the second thermal balance power is greater than the first thermal balance power. The step of allocating 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: The sum of the first thermal balance power and the second thermal balance power is determined as the first target thermal balance power; The requested power is compared with the first thermal balance power, the second thermal balance power and the first target thermal balance power respectively to obtain the comparison results; Based on the comparison results, the requested power is allocated to the at least two drive motors.

3. The method according to claim 2, characterized in that, The step of allocating the requested power to the at least two drive motors based on the comparison result includes: If the comparison result indicates that the requested power is less than or equal to the first thermal balance power, the requested power is allocated to the first motor; If 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, the requested power is allocated to the second motor; If 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, the first power is allocated to the first motor and the second power is allocated to the second motor, wherein 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; If the comparison result indicates that the requested power is greater than 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 based on the heat dissipation coefficient of the first motor and the heat dissipation coefficient of the second motor, wherein 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 step of allocating a first power to the first motor and a second power to the second motor based on the heat dissipation coefficients of the first motor and the second motor includes: The sum of the heat dissipation coefficients of the first motor and the second motor is determined as the target heat dissipation coefficient. Determine the first proportion of the heat dissipation coefficient of the first motor in the target heat dissipation coefficient, and determine the first power by multiplying the first proportion by the requested power; and allocate the first power to the first motor. The heat dissipation coefficient of the second motor is determined as a second proportion of the target heat dissipation coefficient, and the 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 the third thermal balance power of the third motor, and the method further includes: The sum of the first target thermal balance power and the third thermal balance power is determined as the second target thermal balance power; If 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, wherein 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 1-5, characterized in that, Determining the requested power of the vehicle while it is in motion includes: When the vehicle is in motion, determine the driving behavior of the vehicle; If the driving behavior is an acceleration behavior, the first requested torque of the vehicle is determined based on the driving mode and the current opening of the accelerator pedal; Based on the vehicle's current gear and speed, the first requested torque is adjusted to obtain the vehicle's second requested torque; The requested power is determined based on the second requested torque and the angular velocity of the vehicle.

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

8. The method according to claim 6, characterized in that, The step of adjusting the first requested torque based on the vehicle's current gear and speed to obtain the vehicle's second requested torque includes: Based on the current gear position, a first coefficient is determined for adjusting the first requested torque; The product of the first requested torque and the first coefficient is determined as the third requested torque, and the vehicle speed range in which the vehicle speed is located is determined. When the vehicle speed range is less than the first preset speed, the product of the third requested torque and the second coefficient is determined as the second requested torque; When the vehicle speed range is 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, wherein the third coefficient is less than the second coefficient.

9. The method according to claim 8, characterized in that, The step of determining a first coefficient for adjusting the first requested torque based on the current gear position includes: When the current gear is lower than or equal to the first preset gear, the fourth coefficient is determined to be the first coefficient; When the current gear is higher than or equal to the second preset gear, the fifth coefficient is determined to be the first coefficient, the second preset gear is higher than the first preset gear, and the fifth coefficient is less than the fourth coefficient.

10. A device for controlling the operation of a motor, characterized in that, The device includes: The determination module is used to determine the requested power of the entire vehicle when the vehicle is in motion. The allocation module is used to allocate 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. The thermal balance power is the maximum output power of the drive motors when the cooling system of the power system is running in the lowest energy consumption mode without triggering the temperature protection mechanism. The 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 at a distributed power.

11. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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