Torque Dynamic Allocation Method, Device, Vehicle, Medium and Program Product

Abstract

The present invention relates to a torque dynamic distribution method, device, vehicle, medium and program product. The method includes: for each axle of the vehicle, determining the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle. Determining the available allocated power of the axle according to the allocated power of the axle and the actual motor speed. Determining the transferable power of the axle according to the available allocated power of the axle and the actual motor speed. Determining the actual available power of the axle according to the available allocated power of the axle, the actual motor speed and the transferable power of another axle. Determining the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed. Allocating the smaller value between the driver demand torque of the axle and the maximum available motor torque to the axle. In this technical solution, both battery safety and energy utilization rate are taken into account, and the energy utilization rate is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a method, device, vehicle, medium and program product for torque dynamic distribution. Background Art

[0002] When torque is distributed to a vehicle, the driver's required torque is usually distributed to the front and rear wheels according to a torque distribution coefficient. Taking the scenario where the driver steps on the accelerator pedal as an example, the overall vehicle required torque gradually increases from zero to the peak value. At this time, the vehicle speed continues to rise, and the required power also increases accordingly. The target required power is directly transmitted to the energy supply end (battery + range extender system) and the output end (the drive motor of the front axle or the rear axle). The latter can quickly respond and consume power in real time. However, the power generation power of the range extender is limited by the engine speed and torque response speed, and its dynamic response is one order of magnitude slower than that of the drive motor, resulting in the power generation power not being able to match the power consumption of the drive end in time, which may cause the risk of overcharging or over-discharging of the battery.

[0003] To ensure the safety and service life of the battery, the prior art further proposes subtracting a certain battery protection power offset from the maximum allowable power of the battery, and then performing torque distribution limitation based on the processing result.

[0004] However, if the battery protection power offset is too small compared with the actual value, it will still cause the problem of overcharging and over-discharging of the battery; if the battery protection power offset is too large compared with the actual value, it will cause the power generated by the vehicle's power energy end not to be maximally utilized, resulting in inaccurate torque distribution. Summary of the Invention

[0005] One of the purposes of the present invention is to provide a method for torque dynamic distribution to solve the problem in the prior art that it is impossible to balance the battery safety and energy utilization rate, and there is inaccurate torque distribution; the second purpose is to provide a device for torque dynamic distribution; the third purpose is to provide a vehicle; the fourth purpose is to provide a computer-readable storage medium; the fifth purpose is to provide a program product.

[0006] To achieve the above purposes, the technical solution adopted by the present invention is as follows:

[0007] A method for torque dynamic distribution includes:

[0008] For each axle of the vehicle, determine the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle;

[0009] Determine the available allocated power of the axle according to the allocated power of the axle and the actual motor speed;

[0010] Determine the transferable power of the axle according to the available allocated power of the axle and the actual rotational speed of the motor;

[0011] Determine the actual available power of the axle according to the available allocated power of the axle, the actual rotational speed of the motor, and the transferable power of another axle;

[0012] Determine the maximum available motor torque of the axle according to the actual available power of the axle and the actual rotational speed of the motor;

[0013] If the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, then allocate the driver demand torque of the axle to the axle;

[0014] If the maximum available motor torque of the axle is less than the driver demand torque of the axle, then allocate the maximum available motor torque of the axle to the axle.

[0015] According to the above technical means, taking the available power of the vehicle as a constraint condition from the source, ensuring that the total system power does not exceed the battery safety range before torque distribution, thereby reducing the risk of overcharging and over-discharging under transient conditions. During the power distribution process, determine whether the power allocated to each axle exceeds the allowed maximum power. If it exceeds, the excess power can be transferred to another axle, and at the same time, limit the total power of the other axle after receiving this part of the power to be less than the allowed maximum power of the other axle, and then determine the maximum available motor torque of each axle. In this way, during the subsequent torque distribution process, torque can be allocated to the axle in combination with the driver demand torque of each axle. On the premise of ensuring that the battery is not overcharged or over-discharged, it can further ensure that the power can be maximally utilized and improve the accuracy of torque distribution.

[0016] Further, when the vehicle is a hybrid system, the available power of the vehicle is the sum of the available power of the range extender system and the available power of the power battery, and the available power of the range extender system is determined by the engine speed, engine torque, and generator power loss.

[0017] According to the above technical means, calculating the available power of the range extender system based on the real-time working state of the engine (speed × torque) and the generator power loss can more accurately reflect the actual available power output of the range extender system, avoiding the error accumulation and hysteresis caused by the indirect calculation of "driver demand torque" and "battery power limit" in the prior art. Taking the available power of the engine and the generator as a constraint condition from the source, ensuring that the total system power does not exceed the battery safety range before torque distribution, thereby reducing the risk of overcharging and over-discharging under transient conditions.

[0018] Further, determining the available allocated power of the axle according to the allocated power of the axle and the actual rotational speed of the motor includes:

[0019] Determining the loss power of the drive motor of the axle according to the allocated power of the axle and the actual rotational speed of the motor;

[0020] Taking the value obtained by subtracting the loss power of the drive motor from the available allocated power of the axle as the available allocated power of the axle.

[0021] According to the above technical means, considering that there is loss power in each drive motor and its transmission system, the allocated power of the axle cannot be fully used by the axle, and the power limit of the axle refers to that the available power of the axle cannot exceed the permitted maximum power. Therefore, after determining the allocated power of the axle, by subtracting the loss power of the drive motor from the available allocated power, the available part of the motor in the allocated power of the axle, that is, the available allocated power, can be obtained, and the transferable power of the axle can be determined more accurately.

[0022] Further, determining the transferable power of the axle according to the available allocated power of the axle and the actual rotational speed of the motor includes:

[0023] Determining the maximum power permitted for the axle according to the actual rotational speed of the motor of the axle;

[0024] Subtracting the permitted maximum power from the available allocated power of the axle to obtain a target difference;

[0025] Determining the transferable power of the axle according to the target difference.

[0026] According to the above technical means, after determining the available allocated power of the axle, the part exceeding the permitted maximum power can be determined as the transferable power, and the function of this part can be transferred to another axle subsequently to maximize the utilization of energy.

[0027] Further, determining the actual available power of the axle according to the available allocated power of the axle, the actual rotational speed of the motor and the transferable power of another axle includes:

[0028] Adding the available allocated power of the axle and the transferable power of the other axle to generate a power sum;

[0029] Determining the maximum power permitted for the axle according to the actual rotational speed of the motor of the axle;

[0030] Determining the actual available power of the axle according to the power sum of the axle and the permitted maximum power.

[0031] According to the above technical means, considering that the executable power of the axle needs to be within the allowable maximum power, when determining that a certain axle can receive the transferable power transferred from another axle, it is also necessary to determine the power sum after the axle receives the transferable power, so as to ensure that the executable power of the axle (i.e., the actual available power of the axle) is controlled within the allowable maximum power.

[0032] Further, determining the transferable power of the axle according to the target difference includes:

[0033] If the target difference is greater than or equal to 0, the target difference is determined as the transferable power of the axle;

[0034] If the target difference is less than 0, 0 is determined as the transferable power of the axle.

[0035] According to the above technical means, since there will be a difference if the available allocated power of the axle is not the same as the allowable maximum power, but when the target difference between the available allocated power of the axle and the allowable maximum power is less than 0, it is not necessary to transfer the power to another axle. Therefore, it is necessary to compare the target difference with 0. If the target difference is less than 0, it means that the available allocated power is less than the allowable maximum power at this time, and it is not necessary to transfer the power to another axle; if the target difference is greater than 0, it means that the available allocated power is greater than the allowable maximum power at this time, and the excess power (target difference) can be transferred to another axle.

[0036] Further, determining the actual available power of the axle according to the power sum of the axle and the allowable maximum power includes:

[0037] If the power sum of the axle is greater than or equal to the allowable maximum power, the allowable maximum power is determined as the actual available power of the axle;

[0038] If the power sum of the axle is less than the allowable maximum power, the power sum is determined as the actual available power of the axle.

[0039] According to the above technical means, when the power sum of the axle is greater than the allowable maximum power, it will be limited by the allowable maximum power here, and the available power of the axle is reduced to the allowable maximum power to ensure the safety of vehicle operation.

[0040] Further, for each axle of the vehicle, determining the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle includes:

[0041] The value obtained by multiplying the front axle power distribution coefficient of the vehicle by the available power of the vehicle is determined as the distributed power of the front axle;

[0042] The value obtained by subtracting the front axle power distribution coefficient from 1 is determined as the rear axle power distribution coefficient;

[0043] The value obtained by multiplying the rear axle power distribution coefficient by the available power of the vehicle is determined as the distributed power of the rear axle.

[0044] According to the above technical means, it is possible to dynamically adapt to driving requirements and ensure the safety and efficiency of the system. Through the front axle power distribution coefficient and the complementary rear axle power distribution coefficient, the front and rear axle powers can be quickly adjusted according to real-time working conditions (such as acceleration, turning, or low-traction road surfaces), which not only optimizes the vehicle's handling performance but also improves the power response. At the same time, the calculation method of directly multiplying the distribution coefficient by the available power of the whole vehicle strictly ensures that the total sum of the front and rear axle power requests does not exceed the safety limit, avoiding the risk of overload.

[0045] Further, the determining the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed includes:

[0046] Multiplying the actual available power of the axle by a conversion coefficient to obtain a target product;

[0047] Determining the ratio of the target product to the actual motor speed as the maximum available motor torque of the axle.

[0048] According to the above technical means, in order to achieve the control of the vehicle, the maximum available motor torque can be determined according to the actual available power of the axle through the conversion relationship between power and torque, and then the calculated maximum available motor torque is sent to the motor control unit (MCU), so that the subsequent MCU can adjust the current and voltage of the corresponding motor within the limit of the maximum available motor torque to make the motor accurately output the motor torque, thereby driving the vehicle and achieving the precise control of the vehicle.

[0049] Further, the determining the motor torque of the axle by the ratio of the target product to the actual motor speed includes:

[0050] Determining the ratio of the target product to the actual motor speed as the initial motor torque of the axle;

[0051] Determining the maximum motor torque of the axle according to the actual motor speed of the axle;

[0052] If the initial motor torque of the axle is less than or equal to the maximum motor torque, then determining the initial motor torque as the maximum available motor torque of the axle;

[0053] If the initial motor torque of the axle is greater than the maximum motor torque, then determine the maximum motor torque as the maximum available motor torque of the axle.

[0054] According to the above technical means, similar to power, since the torque of each axle is not allowed to exceed the maximum allowable torque. Therefore, after converting the actual available power of the axle into torque, it is also necessary to limit the torque according to the maximum torque of the axle to ensure the safe operation of the vehicle.

[0055] A torque dynamic distribution device, characterized by comprising:

[0056] A first determination module, configured to determine the allocated power of each axle of the vehicle according to the power distribution coefficient and the available power of the vehicle.

[0057] A second determination module, configured to determine the available allocated power of the axle according to the allocated power of the axle and the actual motor speed.

[0058] A third determination module, configured to determine the transferable power of the axle according to the available allocated power of the axle and the actual motor speed.

[0059] A fourth determination module, configured to determine the actual available power of the axle according to the available allocated power of the axle, the actual motor speed, and the transferable power of another axle.

[0060] A fifth determination module, configured to determine the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed.

[0061] A sixth determination module, configured to, if the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, allocate the driver demand torque of the axle to the axle.

[0062] The sixth determination module is further configured to, if the maximum available motor torque of the axle is less than the driver demand torque of the axle, allocate the maximum available motor torque of the axle to the axle.

[0063] Further, when the vehicle is a four-wheel drive hybrid system, the available power of the vehicle is the sum of the available power of the range extender system and the available power of the power battery, and the available power of the range extender system is determined by the engine speed, the engine torque, and the generator power loss.

[0064] Further, the second determination module is specifically configured to:

[0065] Determine the drive motor loss power of the axle according to the allocated power of the axle and the actual rotational speed of the motor;

[0066] Determine the available allocated power of the axle by subtracting the drive motor loss power from the available allocated power of the axle.

[0067] Furthermore, the third determination module is specifically configured to:

[0068] Determine the maximum power allowed for the axle according to the actual rotational speed of the motor of the axle;

[0069] Subtract the maximum power allowed from the available allocated power of the axle to obtain a target difference;

[0070] Determine the transferable power of the axle according to the target difference.

[0071] Furthermore, the fourth determination module is specifically configured to:

[0072] Add the available allocated power of the axle and the transferable power of the other axle to generate a power sum;

[0073] Determine the maximum power allowed for the axle according to the actual rotational speed of the motor of the axle;

[0074] Determine the actual available power of the axle according to the power sum of the axle and the maximum power allowed.

[0075] Furthermore, the third determination module is specifically configured to:

[0076] If the target difference is greater than or equal to 0, determine the target difference as the transferable power of the axle;

[0077] If the target difference is less than 0, determine 0 as the transferable power of the axle.

[0078] Furthermore, the fourth determination module is specifically configured to:

[0079] If the power sum of the axle is greater than or equal to the maximum power allowed, determine the maximum power allowed as the actual available power of the axle;

[0080] If the power sum of the axle is less than the maximum power allowed, determine the power sum as the actual available power of the axle.

[0081] Furthermore, the first determination module is specifically configured to:

[0082] The value obtained by multiplying the front axle power distribution coefficient of the vehicle by the available power of the vehicle is determined as the distributed power of the front axle;

[0083] The value obtained by subtracting the front axle power distribution coefficient from 1 is determined as the rear axle power distribution coefficient;

[0084] The value obtained by multiplying the rear axle power distribution coefficient by the available power of the vehicle is determined as the distributed power of the rear axle.

[0085] Further, the fifth determination module is specifically configured to:

[0086] Multiply the actual available power of the axle by a conversion coefficient to obtain a target product;

[0087] The ratio of the target product to the actual motor speed of the axle is determined as the maximum available motor torque of the axle.

[0088] Further, the fifth determination module is specifically configured to:

[0089] The ratio of the target product to the actual motor speed of the axle is determined as the initial motor torque of the axle;

[0090] Based on the actual motor speed of the axle, determine the maximum motor torque of the axle;

[0091] If the initial motor torque of the axle is less than or equal to the maximum motor torque, then the initial motor torque is determined as the maximum available motor torque of the axle;

[0092] If the initial motor torque of the axle is greater than the maximum motor torque, then the maximum motor torque is determined as the maximum available motor torque of the axle.

[0093] A vehicle, comprising: a vehicle body, a memory, and a processor;

[0094] The memory stores computer execution instructions;

[0095] The processor executes the computer execution instructions stored in the memory, so that the processor executes the above torque dynamic distribution method.

[0096] A computer-readable storage medium, in which computer execution instructions are stored, and when the computer execution instructions are executed by a processor, they are used to implement the above torque dynamic distribution method.

[0097] A program product, comprising a computer program, and when the computer program is executed by a processor, it is used to implement the above torque dynamic distribution method.

[0098] Advantages of the present invention:

[0099] (1) Calculate the available power of the range extender system based on the real-time operating state of the engine (speed × torque) and the power loss of the generator, which can more accurately reflect the actual available power output of the range extender system, avoiding the error accumulation and hysteresis caused by the indirect calculation of "driver demand torque" and "battery power limit" in the prior art. Dynamically limit the actual available power of the whole vehicle, and pre-limit the energy consumption at the driving end within the available range, thereby reducing the risk of overcharging and over-discharging under transient conditions and protecting the battery. Since the driver demand torque is dynamically changing, the power generation of the generator and the battery power limit will also change dynamically. On the premise of maximizing the satisfaction of the driver's demand power, the energy supply end and the energy consumption end of the drive motor are kept in dynamic balance in real time.

[0100] (2) Take the available power of the vehicle as a constraint condition from the source, and ensure that the total system power does not exceed the battery safety range before torque distribution, thereby reducing the risk of overcharging and over-discharging under transient conditions. During the process of power distribution, determine whether the power allocated to each axle exceeds the allowed maximum power. If it exceeds, the excess power can be transferred to another axle, and at the same time, limit the total power of the other axle after obtaining this part of the power to be less than the allowed maximum power of the other axle, and then determine the maximum available motor torque of each axle. In this way, during the subsequent torque distribution process, torque can be allocated to the axles in combination with the driver demand torque of each axle. On the premise of ensuring that the battery is not overcharged or over-discharged, it can further ensure that the power can be maximally utilized and improve the accuracy of torque distribution. BRIEF DESCRIPTION OF THE DRAWINGS

[0101] Figure 1 is a schematic structural diagram of the four-wheel drive hybrid power system provided by the present invention;

[0102] Figure 2 is a schematic structural diagram of the four-wheel drive pure electric system provided by the present invention;

[0103] Figure 3 is a schematic flow chart of the torque dynamic distribution method provided by the embodiment of the present invention Figure 1 ;

[0104] Figure 4 is a schematic flow chart of the torque dynamic distribution method provided by the embodiment of the present invention Figure 2 ;

[0105] Figure 5 is a schematic flow chart of the torque dynamic distribution method provided by the embodiment of the present invention Figure 3 ;

[0106] Figure 6 is a schematic flow chart of the torque dynamic distribution method provided by the embodiment of the present inventionFigure 4 ;

[0107] Figure 7 Structural schematic diagram of the torque dynamic distribution device provided by the present invention;

[0108] Figure 8 Structural schematic diagram of the vehicle provided by the present invention. Specific embodiments

[0109] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than for limiting the protection scope of the present invention.

[0110] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. Therefore, only the components related to the present invention are shown in the diagrams, rather than being drawn according to the number, shape, and size of the components in actual implementation. The types, quantities, and proportions of the components in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0111] First, an explanation of the application background related to the invention will be provided:

[0112] Existing four-wheel drive power systems mainly include a four-wheel drive hybrid system composed of a power battery, a range extender system, and front and rear drive motors (front drive motor + rear drive motor), and a four-wheel drive pure electric system composed of a power battery and front and rear drive motors.

[0113] Figure 1 Structural schematic diagram of the four-wheel drive hybrid system provided by the present invention, as Figure 1 shown, the four-wheel drive hybrid system includes a power battery, a range extender system, a front drive motor, and a rear drive motor. Among them, the range extender system includes an engine and a generator directly connected to the engine.

[0114] Among them, in the four-wheel drive hybrid system, the power energy end of the vehicle consists of a power battery and a range extender system.

[0115] Figure 2 Structural schematic diagram of the four-wheel drive pure electric system provided by the present invention, as Figure 2 shown, the four-wheel drive pure electric system includes a power battery, a front drive motor, and a rear drive motor.

[0116] Among them, in the four-wheel drive pure electric system, the power energy end of the vehicle consists of a power battery.

[0117] It should be understood that Figure 1 and Figure 2 in which D is the differential

[0118] During driving, the adhesion, load and steering requirements of different wheels may vary due to road conditions or driving operations, and torque distribution to the vehicle needs to be carried out according to the actual driving situation. For example, on a slippery road surface or during rapid acceleration, if all wheels receive the same torque, it may cause some tires to slip, reducing traction and even leading to loss of control. Therefore, torque distribution to the vehicle can optimize driving efficiency and enhance safety.

[0119] In addition, torque distribution can also improve the vehicle's handling performance. For example, when turning, the rotational speed difference between the inner and outer wheels needs to be precisely controlled, and reasonable torque distribution can reduce understeer or oversteer, making the vehicle more flexible and easier to control.

[0120] Therefore, torque distribution is not only a key means to optimize the vehicle's performance, but also one of the basic technologies for modern intelligent vehicles to achieve safe and efficient driving.

[0121] In the prior art, torque distribution to the vehicle is usually to distribute the driver's required torque to the front and rear wheels according to the torque distribution coefficient. Taking the scenario where the driver steps on the accelerator pedal as an example, the overall vehicle required torque will gradually increase from zero to the peak value. At this time, the vehicle speed continues to rise, and the required power also increases accordingly. The target required power will be directly transmitted to the energy supply end (battery + range extender system) and the output end (the drive motor of the front axle or the rear axle), and the latter can quickly respond and consume power in real time. However, the power generation power of the range extender is limited by the engine speed and torque response speed, and its dynamic response is one order of magnitude slower than that of the drive motor, resulting in the power generation power being unable to match the power consumption of the drive end in time, which may lead to the risk of overcharging or over-discharging of the battery.

[0122] Furthermore, when distributing the driver's required torque and only performing the maximum allowable torque limit of the motor, the converted power will exceed the maximum allowable power limit of the battery. Converting the power exceeding the battery's allowable value into torque will correspondingly reduce the torque executed by the drive motor. This kind of torque feedback adjustment will have hysteresis. And there is a communication delay between the motor and the battery, which will further exacerbate the hysteresis, trigger the protection mechanism, and even cause a fault alarm.

[0123] This problem is particularly prominent in hybrid vehicle models because there is a difference in response speed between the generator driven by the engine and the motor - the delay in engine torque adjustment will cause the power generation power to be unable to match the demand change of the drive motor in real time, forcing the battery to play the role of power buffer under transient working conditions.

[0124] On this basis, in order to ensure the battery safety and service life, the prior art further proposes to subtract a certain battery protection power offset from the maximum allowable power of the battery, and then perform torque distribution restriction based on the processing result.

[0125] However, if the torque offset is too small compared with the actual value, it will cause overcharge and over-discharge problems of the battery; if the torque offset is too large compared with the actual value, it will cause the power generated by the vehicle's power energy end not to be maximally utilized.

[0126] In summary, the prior art has the problem of inaccurate torque distribution.

[0127] Based on the above technical problems, the technical concept of the present invention is as follows: Since power is an important factor for measuring whether the battery will be overcharged or over-discharged, power can be distributed to the vehicle based on the available power of the whole vehicle to ensure that the actual power used by each axle is always within the available power range of the whole vehicle, thereby protecting the battery from being overcharged or over-discharged. At the same time, during the process of power distribution, it can also be determined whether the power allocated to each axle exceeds the allowable maximum power. If it exceeds, the excess power can be transferred to another axle, and at the same time, it is restricted that the total power of the other axle after obtaining this part of the power is less than the allowable maximum power of the other axle, thereby determining the maximum available motor torque of each axle. In this way, during the subsequent torque distribution process, torque can be distributed to the axles in combination with the driver's required torque of each axle, and on the premise of ensuring that the battery is protected from being overcharged or over-discharged, it can further ensure that the power can be maximally utilized and improve the accuracy of torque distribution.

[0128] The technical solution of the present invention and how the technical solution of the present invention solves the above technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present invention will be described below with reference to the accompanying drawings.

[0129] Figure 3 Flow schematic of the torque dynamic distribution method provided by the embodiment of the present invention Figure 1 . As Figure 3 shown, the torque dynamic distribution method can be implemented through the following steps:

[0130] S31. For each axle of the vehicle, determine the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle.

[0131] Optionally, the vehicle can be composed of a four-wheel drive power system, and the four-wheel drive power system can be a four-wheel drive hybrid power system or a four-wheel drive pure electric system. It should be understood that the structure of the four-wheel drive power system can refer to Figure 1As shown, the structure of the four-wheel drive pure electric system can be referred to Figure 2 as shown.

[0132] Among them, for a hybrid power system (such as a four-wheel drive hybrid power system), the available power of the vehicle is the sum of the available power of the range extender system and the available power of the power battery. The available power of the vehicle can be calculated by the following formula:

[0133]

[0134] Among them, is the available power of the vehicle, is the available power of the power battery, is the available power of the range extender system.

[0135] Among them, the available power of the four-wheel drive pure electric system is the available power of the power battery. The available power of the vehicle can be calculated by the following formula:

[0136]

[0137] It should be understood that the available power of the power battery is the maximum allowable (charge) discharge power of the battery calculated and output by the BMS in real time. Its value can be dynamically adjusted based on parameters such as the SOC, temperature, and state of health (SOH) of the battery, and transmitted to the vehicle control unit (VCU) through the Controller Area Network (CAN) bus.

[0138] Among them, the available power of the range extender system is determined by the engine speed, engine torque, and generator power loss. Exemplarily, it can be expressed by the following formula:

[0139] Available power of the range extender system = engine speed × engine torque / 9550 + generator power loss.

[0140] Exemplarily, the generator power loss can be obtained through motor bench tests.

[0141] It should be understood that when calculating the available power of the range extender system, the generator power loss is combined, making the calculated available power of the range extender system more in line with the actual situation and more accurate, further improving the protection of the battery and the utilization of power.

[0142] In the prior art, the total available torque of the vehicle is calculated based on the calculated available power of the battery and the target power generation power of the range extender system. Among them, the target power generation power can be expressed by the following formula:

[0143] Target power generation = (driver demand torque × drive motor speed) - maximum allowable charge and discharge power of the battery.

[0144] However, when calculating the target power generation in this way in the prior art, it actually defaults that the target power generation can keep up with the demand power in real time. However, the power consumed by the drive motor is the torque response of the drive motor, which can reach 2000 nm / s. While the power generation depends on the engine, and the maximum response of the engine is 200 nm / s, with a difference of more than an order of magnitude of more than 10 times. Therefore, the power consumption at the drive motor end is greater than the power supply at the engine power generation end, resulting in overcharging and over-discharging of the battery.

[0145] The present invention calculates the available power of the range extender system based on the real-time working state (speed × torque) of the engine and the power loss of the generator, which can more accurately reflect the actual available power output of the range extender system, avoiding the error accumulation and hysteresis caused by the indirect calculation of "driver demand torque" and "battery power limit" in the prior art. Dynamically limit the actual available power of the whole vehicle, and limit the energy consumption at the drive end within the available range in advance, so as to reduce the risk of overcharging and over-discharging under transient conditions and protect the battery. Since the driver demand torque is dynamically changing, the power generation of the generator and the battery power limit will also change dynamically. On the premise of maximizing the satisfaction of the driver demand power, the energy supply end and the energy consumption end of the drive motor are kept in dynamic balance in real time.

[0146] Wherein, the vehicle includes a front axle and a rear axle, and the power distribution coefficient can be the front axle power distribution coefficient or the rear axle power distribution coefficient. Taking the front axle power distribution coefficient as an example, the front axle power distribution coefficient is dynamically calculated by the VCU through multi-dimensional real-time data. Specifically, the VCU first collects driving intentions (such as throttle opening and driving mode, etc.), vehicle states (vehicle speed, wheel speed difference, yaw rate, etc.) and system parameters (available battery power, motor temperature, etc.), and generates the front axle power distribution coefficient based on a preset calibration map (MAP) and control strategy.

[0147] In a possible implementation manner, the value obtained by multiplying the front axle power distribution coefficient (which can also be called the front axle distribution coefficient) of the vehicle by the available power of the vehicle can be determined as the distribution power of the front axle; then, the value obtained by subtracting the front axle power distribution coefficient from 1 can be determined as the rear axle power distribution coefficient. Finally, the value obtained by multiplying the rear axle power distribution coefficient by the available power of the vehicle can be determined as the distribution power of the rear axle.

[0148] In the above implementation, it is possible to dynamically adapt to driving requirements and ensure the safety and efficiency of the system. Through the front axle power distribution coefficient and the complementary rear axle power distribution coefficient, the front and rear axle powers can be quickly adjusted according to real-time working conditions (such as acceleration, turning, or low-adhesion road surfaces), which not only optimizes vehicle controllability but also improves power response. At the same time, the calculation method of directly multiplying the distribution coefficient by the available power of the whole vehicle strictly ensures that the total sum of the front and rear axle power requests does not exceed the safety limit, avoiding the risk of overload.

[0149] In a possible implementation, the value obtained by multiplying the front axle power distribution coefficient of the vehicle by the available power of the vehicle can be determined as the allocated power of the front axle; then, the value obtained by subtracting the allocated power of the front axle from the available power of the vehicle can be determined as the allocated power of the rear axle.

[0150] S32. Determine the available allocated power of the axle according to the allocated power of the axle and the actual motor speed.

[0151] Among them, due to the existence of loss power (including copper loss, iron loss, mechanical loss, etc.) in each drive motor and its transmission system, the allocated power of the axle cannot be fully used by the axle. Therefore, after completing the axle power distribution, it is necessary to calculate the loss power based on the actual motor speed. Finally, by subtracting the drive motor loss power from the available allocated power, the available part of the motor in the allocated power of the axle, that is, the available allocated power, can be obtained.

[0152] It should be understood that the implementation process and principle of this step will be specifically elaborated in the Figure 4 illustrated embodiment and will not be elaborated here.

[0153] S33. Determine the transferable power of the axle according to the available allocated power of the axle and the actual motor speed.

[0154] Among them, during the power distribution process, when the available allocated power of a certain axle exceeds the allowable maximum power, the VCU will limit the executable power of this axle within the allowable maximum power. In order to ensure that the total power output at the power energy end can be maximally utilized, the excess power can be transferred to another axle, which can not only ensure that each axle always works within the safety limit but also realize the optimal utilization of the vehicle's power resources. In order to implement the above power transfer process, it is necessary to first determine the transferable power to be transferred to another axle.

[0155] Among them, the actual motor speed is used to determine the allowable maximum power of the axle.

[0156] It should be understood that the implementation process and principle of this step will be specifically elaborated in the Figure 5 illustrated embodiment and will not be elaborated here.

[0157] S34. Determine the actual available power of the axle according to the available allocated power of the axle, the actual rotational speed of the motor, and the transferable power of another axle.

[0158] Since the executable power of the axle needs to be within the allowed maximum power, when determining that a certain axle can receive the transferable power transferred from another axle, it is also necessary to determine the power sum of the transferable power received by this axle and its own available allocated power, so as to ensure that the executable power of this axle is controlled within the allowed maximum power.

[0159] Among them, the actual rotational speed of the motor is used to determine the maximum power allowed for the axle.

[0160] It should be understood that the implementation process and principle of this step will be specifically elaborated in the Figure 6 illustrated embodiment, and will not be elaborated here.

[0161] S35. Determine the maximum available motor torque of the axle according to the actual available power of the axle and the actual rotational speed of the motor.

[0162] In a possible implementation manner, multiply the actual available power of the axle by a conversion coefficient to obtain a target product, and then determine the ratio of the target product to the actual rotational speed of the motor as the maximum available motor torque of the axle.

[0163] Exemplarily, the motor torque of the front axle can be expressed by the following formula:

[0164]

[0165] Among them, is the maximum available motor torque of the front axle, is the actual available power of the front axle, is the actual rotational speed of the motor of the front axle, is the conversion coefficient.

[0166] Exemplarily, the motor torque of the rear axle can be expressed by the following formula:

[0167]

[0168] Among them, is the maximum available motor torque of the rear axle, is the actual available power of the rear axle, is the actual rotational speed of the motor of the rear axle.

[0169] In the above implementation, in order to achieve vehicle control, the maximum available motor torque can be determined according to the actual available power of the axle through the conversion relationship between power and torque, and then the calculated maximum available motor torque is sent to the MCU, so that the subsequent MCU can adjust the current and voltage of the corresponding motor within the limit of the maximum available motor torque, enabling the motor to accurately output the motor torque, thereby driving the vehicle and achieving precise control of the vehicle.

[0170] In practical applications, similar to power, the torque of each axle is not allowed to exceed the maximum allowable torque. Therefore, after converting the actual available power of the axle into torque, the torque needs to be limited according to the maximum torque of the axle.

[0171] Specifically, the actual available power of the axle can be multiplied by a conversion coefficient to obtain a target product, and then the ratio of the target product to the actual motor speed of the axle is determined as the initial motor torque of the axle. Then, according to the actual motor speed of the axle, the maximum motor torque of the axle is determined. Finally, the smaller value of the initial motor torque and the maximum motor torque of the axle is determined as the maximum available motor torque of the axle. That is, if the initial motor torque of the axle is less than or equal to the maximum motor torque, the initial motor torque is determined as the maximum available motor torque of the axle; if the initial motor torque of the axle is greater than the maximum motor torque, the maximum motor torque is determined as the maximum available motor torque of the axle.

[0172] Optionally, the maximum motor torque corresponding to the actual motor speed of the axle can be determined through a speed-torque correspondence table.

[0173] Exemplarily, the speed-torque correspondence table can be represented by Table 1.

[0174] Table 1

[0175]

[0176] Referring to Table 1, assuming the actual motor speed is 5000 rpm, the maximum motor torque of the axle determined through Table 1 is 190 Nm.

[0177] It should be understood that the speed-torque correspondence table of the front axle and the speed-torque correspondence table of the front axle can be the same or different, and can be determined according to the actual situation. The embodiments of the present invention do not specifically limit this.

[0178] It should be understood that the speed-torque correspondence table is pre-configured in the vehicle, and can be obtained according to motor bench tests, or obtained from motor manufacturers, or obtained from other data storage devices. The acquisition method of the speed-torque correspondence table is not specifically limited herein.

[0179] S36. If the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, then allocate the driver demand torque of the axle to the axle.

[0180] S37. If the maximum available motor torque of the axle is less than the driver demand torque of the axle, then allocate the maximum available motor torque of the axle to the axle.

[0181] It should be understood that S36 and S37 are: allocate the smaller value between the driver demand torque of the axle and the maximum available motor torque to the axle.

[0182] Among them, the driver demand torque refers to the drive torque that the driver expects the vehicle to provide through the input of the accelerator pedal (throttle), and the driver demand torque of the axle refers to the part of the drive torque that needs to be transmitted to the wheel.

[0183] In a possible implementation, the driver demand torque can be determined by looking up a table. Exemplarily, the driver demand torque corresponding to the current pedal opening and the current vehicle speed can be found in the torque-pedal-vehicle speed mapping table.

[0184] After the above steps S31 - S35, the maximum available motor torque that can ensure that the battery does not overcharge or over-discharge, does not exceed the maximum torque corresponding to the actual motor speed, and can achieve the maximum utilization of energy is determined. When actually allocating torque to the axle, the driver demand torque of each axle also needs to be combined. When the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, the driver demand torque of the axle can be allocated to the axle; when the driver demand torque of the axle is greater than the maximum available motor torque of the axle, at this time the driver demand torque of the axle has exceeded its own capacity, so the maximum available motor torque of the axle is allocated to the axle.

[0185] The torque dynamic distribution method provided by the embodiment of the present invention determines the allocated power of each axle of the vehicle according to the power distribution coefficient and the available power of the vehicle. According to the allocated power of the axle and the actual motor speed, the available allocated power of the axle is determined. According to the available allocated power of the axle and the actual motor speed, the transferable power of the axle is determined. According to the available allocated power of the axle, the actual motor speed and the transferable power of another axle, the actual available power of the axle is determined. According to the actual available power of the axle and the actual motor speed, the maximum available motor torque of the axle is determined. The smaller value between the driver demand torque of the axle and the maximum available motor torque is allocated to the axle. In this technical solution, the available power of the vehicle is used as a constraint condition from the source, ensuring that the total system power does not exceed the battery safety range before torque distribution, thereby reducing the risk of overcharging and over-discharging under transient conditions. During the power distribution process, it is determined whether the power allocated to each axle exceeds the allowed maximum power. If it exceeds, the excess power can be transferred to another axle, and at the same time, it is restricted that the total power of the other axle after obtaining this part of the power is less than the allowed maximum power of the other axle, and then the maximum available motor torque of each axle is determined. In this way, during the subsequent torque distribution process, the torque can be allocated to each axle in combination with the driver demand torque of each axle. On the premise of ensuring that the battery is not overcharged or over-discharged, it is further possible to ensure that the power can be maximally utilized and the accuracy of torque distribution can be improved.

[0186] Next, the specific implementation process and principle of the above S32 will be explained through Figure 4 the embodiments shown.

[0187] Figure 4 is a flowchart of the torque dynamic distribution method provided by the embodiment of the present invention Figure 2 . As Figure 4 shown, the above S32 can be implemented through the following steps:

[0188] S41. Determine the driving motor loss power of the axle according to the allocated power of the axle and the actual motor speed.

[0189] In a possible implementation manner, the driving motor loss power corresponding to the allocated power and the actual motor speed can be found from the motor loss power table.

[0190] Exemplarily, the motor loss power table can be represented by Table 2.

[0191] Table 2

[0192]

[0193] Among them, the unit of speed is rpm, and the unit of power is kw.

[0194] Referring to Table 2, assume that the allocated power is 50 kw, the actual rotational speed of the motor is 1000 rpm, and the power loss of the drive motor is 5 kw.

[0195] It should be understood that the power loss table of the motor for the front axle and the power loss table of the motor for the rear axle can be the same or different, and can be specifically defined according to the actual situation. The embodiments of the present invention do not specifically limit this.

[0196] It should be understood that the power loss table of the motor is pre-configured in the vehicle, and can be obtained according to the motor bench test, or can be obtained from the motor manufacturer, or can be obtained from other data storage devices. The specific method for obtaining the power loss table of the motor is not specifically limited herein.

[0197] Among them, the power loss table of the motor can be obtained from the motor system.

[0198] S42. Determine the available allocated power of the axle by subtracting the power loss of the drive motor from the available allocated power of the axle.

[0199] Exemplarily, the available allocated power of the axle can be calculated by the following formula.

[0200]

[0201]

[0202] Among them, is the available allocated power of the front axle, is the power distribution coefficient of the front axle, is the available allocated power of the rear axle, is the power loss of the drive motor of the front axle, is the power loss of the drive motor of the rear axle.

[0203] In the above embodiment, according to the allocated power of the axle and the actual rotational speed of the motor, the power loss of the drive motor of the axle is determined. The value obtained by subtracting the power loss of the drive motor from the available allocated power of the axle is determined as the available allocated power of the axle. In this technical solution, considering that there is power loss in each drive motor and its transmission system, the allocated power of the axle cannot be fully used by the axle, and the power limit of the axle refers to that the available power of the axle cannot exceed the allowed maximum power. Therefore, after determining the allocated power of the axle, by subtracting the power loss of the drive motor from the available allocated power, the available part of the motor in the allocated power of the axle, that is, the available allocated power, can be obtained, and the transferable power of the axle can be determined more accurately, thereby improving the accuracy of subsequent torque distribution.

[0204] Next, through Figure 5The illustrated embodiment explains the specific implementation process and principle of the above S33.

[0205] Figure 5 Flow schematic of the torque dynamic distribution method provided by the embodiment of the present invention Figure 3 As Figure 5 shown, the above S33 can be implemented through the following steps:

[0206] S51. Determine the maximum allowable power of the axle according to the actual rotational speed of the motor on the axle.

[0207] In a possible implementation manner, the maximum allowable power corresponding to the actual rotational speed of the motor can be found from the rotational speed-power relationship table.

[0208] Exemplarily, the rotational speed-power relationship table can be represented by Table 3.

[0209] Table 3

[0210]

[0211] Referring to Table 3, assuming the actual rotational speed of the motor is 3000 rpm, the maximum allowable power is 200 kw.

[0212] It should be understood that the rotational speed-power relationship table of the front axle and the rotational speed-power relationship table of the front axle can be the same or different, and can be determined according to the actual situation. The embodiment of the present invention does not specifically limit this.

[0213] It should be understood that the rotational speed-power relationship table is pre-configured in the vehicle, and can be obtained according to the motor bench test, can also be obtained from the motor manufacturer, or can be obtained from other data storage devices. The specific manner of obtaining the rotational speed-power relationship table is not specifically limited here.

[0214] S52. Subtract the maximum allowable power of the axle from the available allocated power of the axle to obtain a target difference.

[0215] S53. Determine the transferable power of the axle according to the target difference.

[0216] In a possible implementation manner, the larger value between the target difference and 0 is determined as the transferable power of the axle. That is, if the target difference is greater than or equal to 0, the target difference is determined as the transferable power of the axle; if the target difference is less than 0, 0 is determined as the transferable power of the axle.

[0217] Exemplarily, the transferable power of the axle can be calculated by the following formula:

[0218]

[0219]

[0220] Among them, is the transferable power of the front axle, is the available allocated power of the front axle, is the maximum allowable power of the front axle, is the transferable power of the rear axle, is the available allocated power of the rear axle, is the maximum allowable power of the rear axle.

[0221] In the above method, since there is a difference between the available allocated power and the maximum allowable power of the axle, but if the available allocated power of the axle is less than the target difference of the maximum allowable power, it is not necessary to transfer the power to another axle. Therefore, it is necessary to compare the target difference with 0. If the target difference is less than 0, it means that the available allocated power is less than the maximum allowable power at this time, and it is not necessary to transfer the power to another axle; if the target difference is greater than 0, it means that the available allocated power is greater than the maximum allowable power at this time, and the excess power (target difference) can be transferred to another axle.

[0222] In the above embodiment, first, according to the actual rotational speed of the motor of the axle, the maximum allowable power of the axle is determined, and the available allocated power of the axle is subtracted from the maximum allowable power to obtain the target difference. Finally, according to the target difference, the transferable power of the axle is determined. In this technical solution, after determining the available allocated power of the axle, the part exceeding the maximum allowable power can be determined as the transferable power, and the function of this part can be transferred to another axle later to maximize the utilization of energy.

[0223] Next, through Figure 6 The specific implementation process and principle of the above S34 are explained by the following embodiments.

[0224] Figure 6 is a flowchart of the torque dynamic distribution method provided by the embodiment of the present invention Figure 4 . As Figure 6 shown, the above S34 can be implemented through the following steps:

[0225] S61. Add the available allocated power of the axle to the transferable power of another axle to generate a power sum.

[0226] For the front axle, the sum of the available allocated power of the front axle and the transferable power of the rear axle is determined as the power sum of the front axle; for the rear axle, the sum of the available allocated power of the rear axle and the transferable power of the front axle is determined as the power sum of the rear axle.

[0227] S62. Determine the maximum allowable power of the axle according to the actual rotational speed of the motor of the axle.

[0228] It should be understood that the implementation method and principle of this step can refer to the relevant content in S51, which will not be elaborated here.

[0229] S63. Determine the actual available power of the axle according to the sum of the powers of the axles and the allowable maximum power.

[0230] In a possible implementation manner, the smaller value between the sum of the powers of the axle and the allowable maximum power is determined as the actual available power of the axle. That is, if the sum of the powers of the axle is greater than or equal to the allowable maximum power, the allowable maximum power is determined as the actual available power of the axle; if the sum of the powers of the axle is less than the allowable maximum power, the sum of the powers is determined as the actual available power of the axle.

[0231] Exemplarily, the actual available power of the axle can be calculated by the following formula:

[0232]

[0233]

[0234] wherein, is the available power of the front axle, is the available power of the rear axle.

[0235] In the above implementation manner, when the sum of the powers of the axle is greater than the allowable maximum power, it will be limited by the allowable maximum power here, and the available power of the axle is reduced to the allowable maximum power to obtain the actual available power to ensure the safety of vehicle operation.

[0236] In the above embodiment, the available allocated power of the axle is added to the transferable power of the other axle to generate the sum of the powers. Then, according to the actual rotation speed of the motor of the axle, the allowable maximum power of the axle is determined. Finally, according to the sum of the powers of the axle and the allowable maximum power, the actual available power of the axle is determined. In the above technical solution, considering that the executable power of the axle needs to be within the allowable maximum power, when determining that a certain axle can receive the transferable power transferred from the other axle, it is also necessary to determine the sum of the powers of the axle after receiving the transferable power, so as to ensure that the executable power of the axle (i.e., the actual available power of the axle) is controlled within the allowable maximum power.

[0237] Optionally, in any embodiment, if the sum of the powers of the axle is greater than the allowable maximum power, a power reduction instruction is sent to the power energy end of the vehicle to control the power energy end of the vehicle to reduce the power output at the next moment.

[0238] It should be understood that a power reduction instruction can be generated based on the value obtained by adding and subtracting the allowable maximum power from the sum of the powers of the axle, so as to control the power energy end of the vehicle to reduce the output of the difference amount (the value obtained by adding and subtracting the allowable maximum power from the sum of the powers of the axle) at the next moment.

[0239] Optionally, it can also be determined as the target power based on the value obtained by adding and subtracting the allowable maximum power from the sum of the powers of the axle, so as to control the power energy end of the vehicle to reduce the output of the target power at the next moment.

[0240] Figure 7 The structural schematic diagram of the torque dynamic distribution device provided by the present invention is as Figure 7 shown. The torque dynamic distribution device 70 provided in this embodiment includes:

[0241] A first determination module 701, configured to determine the allocated power of the axle for each axle of the vehicle according to the power distribution coefficient and the available power of the vehicle.

[0242] A second determination module 702, configured to determine the available allocated power of the axle according to the allocated power of the axle and the actual motor speed.

[0243] A third determination module 703, configured to determine the transferable power of the axle according to the available allocated power of the axle and the actual motor speed.

[0244] A fourth determination module 704, configured to determine the actual available power of the axle according to the available allocated power of the axle, the actual motor speed, and the transferable power of another axle.

[0245] A fifth determination module 705, configured to determine the maximum available motor torque of the motor of the axle according to the actual available power of the axle and the actual motor speed;

[0246] A sixth determination module 706, configured to, if the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, allocate the driver demand torque of the axle to the axle;

[0247] The sixth determination module 706 is further configured to, if the maximum available motor torque of the axle is less than the driver demand torque of the axle, allocate the maximum available motor torque of the axle to the axle.

[0248] Furthermore, when the vehicle is a hybrid system, the available power of the vehicle is the sum of the available power of the range extender system and the available power of the power battery, and the available power of the range extender system is determined by the engine speed, engine torque, and generator power loss.

[0249] Furthermore, the second determination module 702 is specifically configured to:

[0250] Determine the drive motor loss power of the axle according to the allocated power of the axle and the actual rotational speed of the motor.

[0251] Determine the available allocated power of the axle as the value obtained by subtracting the drive motor loss power from the available allocated power of the axle.

[0252] Further, the third determination module 703 is specifically configured to:

[0253] Determine the maximum power allowed for the axle according to the actual rotational speed of the motor of the axle.

[0254] Subtract the maximum power allowed from the available allocated power of the axle to obtain a target difference.

[0255] Determine the transferable power of the axle according to the target difference.

[0256] Further, the fourth determination module 704 is specifically configured to:

[0257] Add the available allocated power of the axle and the transferable power of another axle to generate a power sum.

[0258] Determine the maximum power allowed for the axle according to the actual rotational speed of the motor of the axle.

[0259] Determine the actual available power of the axle according to the power sum of the axle and the maximum power allowed.

[0260] Further, the third determination module 703 is specifically configured to:

[0261] If the target difference is greater than or equal to 0, determine the target difference as the transferable power of the axle;

[0262] If the target difference is less than 0, determine 0 as the transferable power of the axle.

[0263] Further, the fourth determination module 704 is specifically configured to:

[0264] If the power sum of the axle is greater than or equal to the maximum power allowed, determine the maximum power allowed as the actual available power of the axle;

[0265] If the power sum of the axle is less than the maximum power allowed, determine the power sum as the actual available power of the axle.

[0266] Further, the first determination module 701 is specifically configured to:

[0267] Determine the allocated power of the front axle as the value obtained by multiplying the front axle power distribution coefficient of the vehicle by the available power of the vehicle.

[0268] Determine the value obtained by subtracting the front axle power distribution coefficient from 1 as the rear axle power distribution coefficient.

[0269] The value obtained by multiplying the rear axle power distribution coefficient by the available power of the vehicle is determined as the distributed power of the rear axle.

[0270] Further, the fifth determination module 705 is specifically configured to:

[0271] Multiply the actual available power of the axle by a conversion coefficient to obtain a target product.

[0272] The ratio of the target product to the actual motor speed of the axle is determined as the maximum available motor torque of the axle.

[0273] Further, the first determination module 701 is specifically configured to:

[0274] The ratio of the target product to the actual motor speed of the axle is determined as the initial motor torque of the axle;

[0275] Determine the maximum motor torque of the axle according to the actual motor speed of the axle;

[0276] If the initial motor torque of the axle is less than or equal to the maximum motor torque, the initial motor torque is determined as the maximum available motor torque of the axle;

[0277] If the initial motor torque of the axle is greater than the maximum motor torque, the maximum motor torque is determined as the maximum available motor torque of the axle.

[0278] The torque dynamic distribution device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effects are similar, which will not be elaborated here in this embodiment.

[0279] Figure 8 It is a schematic structural diagram of the vehicle provided by the present invention. As Figure 8 shown, the vehicle 80 provided in this embodiment includes: a vehicle body 801, at least one processor 802, and a memory 803. Optionally, the vehicle 80 further includes a communication component 804. Among them, the processor 802, the memory 803, and the communication component 804 are connected through a bus 805.

[0280] In the specific implementation process, at least one processor 802 executes the computer execution instructions stored in the memory 803, so that at least one processor 802 executes the above method.

[0281] The specific implementation process of the processor 802 can refer to the above method embodiment, and its implementation principle and technical effects are similar, which will not be elaborated here in this embodiment.

[0282] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU for short), or other general-purpose processors, digital signal processors (DSP for short), application specific integrated circuits (ASIC for short), etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly implemented by the execution of the hardware processor, or by the combination of hardware and software modules in the processor.

[0283] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0284] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, the bus in the drawings of the present invention is not limited to only one bus or one type of bus.

[0285] The present invention also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0286] The present invention also provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the processor executes the computer-executable instructions, the above method is implemented.

[0287] The above-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk or an optical disc. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0288] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an Application Specific Integrated Circuits (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0289] The division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Additionally, the couplings or direct couplings or communication connections shown or discussed between each other can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0290] The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0291] Furthermore, in each embodiment of the present invention, the functional units can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0292] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs.

[0293] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including the above method embodiments. The foregoing storage medium includes: various media such as ROM, RAM, magnetic disk, or optical disc that can store program codes.

[0294] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will readily conceive of other embodiments of the present invention. The present invention is intended to cover any variations, uses, or adaptations of the present invention, which follow the general principles of the present invention and include the common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

[0295] The above embodiments are only preferred embodiments given to fully illustrate the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present invention are within the protection scope of the present invention.

Claims

1. A torque dynamic distribution method, characterized in that, Including: For each axle of the vehicle, determine the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle. Determine the available allocated power of the axle according to the allocated power of the axle and the actual motor speed. Determine the transferable power of the axle according to the available allocated power of the axle and the actual motor speed. Determine the actual available power of the axle according to the available allocated power of the axle, the actual motor speed and the transferable power of another axle. Determine the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed. If the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, then allocate the driver demand torque of the axle to the axle. If the maximum available motor torque of the axle is less than the driver demand torque of the axle, then allocate the maximum available motor torque of the axle to the axle.

2. The method according to claim 1, wherein When the vehicle is a hybrid system, the available power of the vehicle is the sum of the available power of the range extender system and the available power of the power battery, and the available power of the range extender system is determined by the engine speed, engine torque and generator power loss.

3. The method according to claim 1 or 2, characterized in that, The step of determining the available allocated power of the axle according to the allocated power of the axle and the actual motor speed includes: Determine the drive motor loss power of the axle according to the allocated power of the axle and the actual motor speed. Determine the available allocated power of the axle as the value obtained by subtracting the drive motor loss power from the available allocated power of the axle.

4. The method according to claim 1 or 2, characterized in that, The step of determining the transferable power of the axle according to the available allocated power of the axle and the actual motor speed includes: Determine the maximum power allowed for the axle according to the actual motor speed of the axle. Subtract the maximum power allowed from the available allocated power of the axle to obtain a target difference. Determine the transferable power of the axle according to the target difference.

5. The method according to claim 1 or 2, characterized in that, The step of determining the actual available power of the axle according to the available allocated power of the axle, the actual motor speed and the transferable power of another axle includes: Add the available allocated power of the axle and the transferable power of the other axle to generate a power sum. Determine the maximum power allowed for the axle according to the actual motor speed of the axle. Determine the actual available power of the axle according to the power sum of the axle and the maximum power allowed.

6. The method according to claim 4, characterized in that, The step of determining the transferable power of the axle according to the target difference includes: If the target difference is greater than or equal to 0, then determine the target difference as the transferable power of the axle. If the target difference is less than 0, then determine 0 as the transferable power of the axle.

7. The method according to claim 5, characterized in that, The step of determining the actual available power of the axle according to the power sum of the axle and the maximum power allowed includes: If the sum of the powers of the axle is greater than or equal to the allowed maximum power, determine the allowed maximum power as the actual available power of the axle; If the sum of the powers of the axle is less than the allowed maximum power, determine the sum of the powers as the actual available power of the axle.

8. The method according to any one of claims 1, 2, 6 or 7, characterized in that For each axle of the vehicle, determining the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle includes: Determine the value obtained by multiplying the front axle power distribution coefficient of the vehicle by the available power of the vehicle as the allocated power of the front axle; Determine the value obtained by subtracting the front axle power distribution coefficient from 1 as the rear axle power distribution coefficient; Determine the value obtained by multiplying the rear axle power distribution coefficient by the available power of the vehicle as the allocated power of the rear axle.

9. The method according to any one of claims 1, 2, 6 or 7, characterized in that Determining the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed includes: Multiply the actual available power of the axle by the conversion coefficient to obtain a target product; Determine the ratio of the target product to the actual motor speed as the maximum available motor torque of the axle.

10. The method according to claim 9, wherein Determining the ratio of the target product to the actual motor speed as the maximum available motor torque of the axle includes: Determine the ratio of the target product to the actual motor speed as the initial motor torque of the axle; Determine the maximum motor torque of the axle according to the actual motor speed of the axle; If the initial motor torque of the axle is less than or equal to the maximum motor torque, determine the initial motor torque as the maximum available motor torque of the axle; If the initial motor torque of the axle is greater than the maximum motor torque, determine the maximum motor torque as the maximum available motor torque of the axle.

11. A torque dynamic distribution device, characterized in that, Includes: A first determination module for, for each axle of the vehicle, determining the allocated power of the axle according to the power distribution coefficient and the available power of the vehicle, the vehicle being composed of a four-wheel drive power system; A second determination module for determining the available allocated power of the axle according to the allocated power of the axle and the actual motor speed; A third determination module for determining the transferable power of the axle according to the available allocated power of the axle and the actual motor speed; A fourth determination module for determining the actual available power of the axle according to the available allocated power of the axle, the actual motor speed and the transferable power of another axle; A fifth determination module for determining the maximum available motor torque of the axle according to the actual available power of the axle and the actual motor speed; A sixth determination module for, if the driver demand torque of the axle is less than or equal to the maximum available motor torque of the axle, allocating the driver demand torque of the axle to the axle; The sixth determination module is further configured to, if the maximum available motor torque of the axle is less than the driver demand torque of the axle, allocate the maximum available motor torque of the axle to the axle.

12. A vehicle, characterized in that, Includes: A vehicle body, a memory, and a processor; The memory stores computer execution instructions; The processor executes the computer-executable instructions stored in the memory, such that the processor performs the method according to any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1-10.

14. A program product, characterized in that, It includes a computer program, and when the computer program is executed by a processor, it is used to implement the method according to any one of claims 1-10.

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