A multi-mode motor torque distribution method and system

Abstract

This invention relates to the field of motor technology, specifically to a multi-mode motor torque distribution method and system. The method includes: a drive system based on dual front axle motors and a single rear axle motor; constructing an economy control module and a power control module based on a hierarchical control architecture; calculating the driver's driving intention based on the accelerator pedal opening; if the driving intention is within the standard range of the economy control module, obtaining the optimal torque distribution coefficient by minimizing instantaneous energy consumption power, and obtaining the reference torque for the rear axle and front axle motors; if the driving intention is within the standard range of the power control module, calculating the compensation torque for the front axle and rear axle motors based on a preset fuzzy control algorithm according to vehicle speed and accelerator pedal opening change rate, and superimposing the compensation torque onto the reference torque for the front axle and rear axle motors respectively to obtain the final drive torque command; this invention solves the balance problem between economy and dynamics in four-wheel drive multi-motor electric vehicles.

Description

Technical Field

[0001] This invention relates to the field of motor technology, and in particular to a multi-mode motor torque distribution method and system. Background Technology

[0002] With the escalating global energy and environmental crisis, traditional gasoline-powered vehicles face challenges due to their heavy consumption of fossil fuels, leading to the rapid development of energy-saving and environmentally friendly technologies for electric vehicles. Four-wheel drive multi-motor electric vehicles offer advantages such as flexible structure, precise layout, and accurate motor control, resulting in improved vehicle dynamics, economy, and reliability. However, multi-motor electric vehicles also present challenges in drive force distribution and multi-motor coordinated control, directly impacting parameters, dynamics, and stability. Therefore, optimizing drive control strategies is crucial for enhancing their performance.

[0003] However, existing research mainly optimizes the drive force distribution of multi-motor electric vehicles through model-based or efficiency-based mapping methods. Physical model methods establish efficiency loss models based on the physical characteristics of motors and controllers, optimize transmission distribution to improve energy utilization efficiency, but suffer from computational complexity and real-time physical deviations. Efficiency mapping methods optimize torque distribution through motor efficiency data. For four-wheel drive multi-motor electric vehicles, existing strategies are mostly focused on dynamic optimization, neglecting the need for economy in urban conditions, and lacking sufficient dynamic response testing under high power demands (such as start-up or rapid acceleration). There is an urgent need for a multi-mode drive optimization control strategy that balances economy and dynamics. Summary of the Invention

[0004] In view of the above technical problems, the present invention provides a multi-mode motor torque distribution method and system, which solves the problem of balancing economy and dynamics in four-wheel drive multi-motor electric vehicles, and optimizes instantaneous queue and dynamic response through a hierarchical control architecture.

[0005] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0006] According to one aspect of the present invention, a multi-mode motor torque distribution method is proposed, the method comprising:

[0007] Based on a drive system with dual front axle motors and a single rear axle motor, an economy control module and a power control module are constructed based on a hierarchical control architecture.

[0008] The driver's driving intention is calculated based on the accelerator pedal opening. If the driving intention is within the standard range of the economy control module, the instantaneous energy consumption power of the front and rear axle motors is calculated based on the vehicle's current speed, initial torque demand, and motor efficiency. The torque distribution coefficient of the rear axle motor is used as the optimization variable. The optimal torque distribution coefficient is obtained by minimizing the instantaneous energy consumption power. The reference torque distribution of the front and rear axle motors is determined based on the optimal torque distribution coefficient. The total torque required by the vehicle is distributed to the rear and front axle motors to obtain the reference torque of the rear axle motor and the reference torque of the front axle motor.

[0009] If the driving intention is within the standard range of the power control module, based on the preset fuzzy control algorithm, the compensation torque of the front axle motor and the rear axle motor is calculated according to the vehicle speed and the rate of change of the accelerator pedal opening. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

[0010] Furthermore, the torque distribution coefficient of the rear axle motor ranges from 0 to 1. When it equals 1, only the rear axle motor provides driving torque; when it equals 0, only the front axle motor provides driving torque; when it is greater than 0 and less than 1, both the front axle motor and the rear axle motor provide driving torque.

[0011] Furthermore, the optimization objective of the economic control module is to minimize instantaneous energy consumption power; the instantaneous energy consumption power is equal to the sum of the mechanical power output by the front axle motor and the power loss of the rear axle motor.

[0012] Furthermore, minimizing instantaneous power consumption includes:

[0013] Determine the torque load coefficient L based on the accelerator pedal opening. d L d =f(α) ap ), where α ap This represents the percentage of accelerator pedal opening.

[0014] Calculate the initial required torque T for each motor i (L d ,n i ),in:

[0015] i = 0 indicates the rear axle motor, i = 1, 2 indicate the two front axle motors (left and right), and T... imax Let n be the peak torque of the i-th motor. 0i n is the reference speed. i Let be the rotational speed of the i-th motor;

[0016] Calculate the initial torque required by the vehicle T req ,

[0017] Calculate the total mechanical power P of each motor mech ,in:

[0018] P mech,i ω represents the mechanical power of a single motor. i The standard speed of the i-th motor is given in radians per second.

[0019] Calculate the total power of each motor. The total power of each motor is the sum of its mechanical power and power losses. P t P represents the total power of all motors. loss P represents the total power loss of all motors. loss,i P represents the power loss of a single motor. loss,i The calculation is as follows:

[0020]

[0021] T i0 and ω i0 Let η be the torque and speed corresponding to the minimum data point of the i-th motor spectrum characteristic, respectively. i (T i ,ω i The efficiency of the i-th motor at a specified speed and torque is obtained through motor calibration tests.

[0022] The torque distribution coefficient of the rear axle motor is used as the optimization variable, and the total power of all motors is used as the objective function:

[0023]

[0024] κ is the torque distribution coefficient of the rear axle motor, i f and i r P represents the front and rear drive ratios, respectively. loss,i (κ) represents the power loss under condition κ;

[0025] The objective function of the total power of each motor is minimized to achieve the minimization of instantaneous energy consumption.

[0026] Furthermore, minimizing instantaneous power consumption also includes:

[0027] Establish torque constraints to ensure that the torque allocated to each motor does not exceed the maximum limit of its external characteristic curve:

[0028]

[0029] Among them, T 0max(ω0) is the maximum external characteristic torque of the rear axle motor at a vehicle speed of ω0; T 1max (ω1) is the maximum external characteristic torque of the front axle motor at a vehicle speed of ω1;

[0030] Establish wheel adhesion constraints to ensure that the adhesion force of each wheel on each axle does not exceed the road surface adhesion force:

[0031]

[0032] in, and α and β are the coefficients of adhesion for the front and rear wheels, respectively; a and b are the distances from the center of gravity to the front and rear axles, respectively; h g q represents the height of the centroid; q represents the equivalent slope of the road. The road adhesion coefficient;

[0033] Based on the objective function of the total power of each motor, the wheel adhesion constraint, and the torque constraint, the model for minimizing instantaneous energy consumption power is obtained as follows:

[0034]

[0035] The optimal torque distribution coefficient is obtained by solving the minimization model using the Lagrange relaxation variable method.

[0036] Furthermore, the fuzzy control algorithm includes:

[0037] Collect and analyze vehicle operation and driving control data;

[0038] Vehicle speed and accelerator pedal opening change rate are selected as input variables for the fuzzy control algorithm, and the compensation torque of the front and rear axle motors is selected as output variables.

[0039] Define the universe of discourse and fuzzy subsets of the input variables. The universe of discourse for velocity is [0, 160], and its fuzzy subset is {small, medium, slightly high, high}. The universe of discourse for the rate of change of accelerator pedal opening is [30, 200], and its fuzzy subset is {small, medium, large}.

[0040] Define the universe of discourse and fuzzy subsets of the output variables: the universe of discourse for the compensation torque of the front axle motor is [0,12], the universe of discourse for the compensation torque of the rear axle motor is [0,20], and the fuzzy subsets of the output variables are both {small, medium, large}.

[0041] Based on the dynamic demand under vehicle start-up and rapid acceleration conditions, the actual torque demand variation law of the reference vehicle is analyzed; a fuzzy rule table for the front and rear axle motors is formulated, and different torque compensation amounts are determined according to the fuzzy membership degree of the input variables under different operating conditions.

[0042] Furthermore, based on vehicle ride comfort, the rate of change of acceleration J caused by the compensating torque is limited to less than 10 m / s². 3 The compensation torque satisfies: Where ΔT is the compensation torque, Δt is the motor torque response time, J is the rate of change of acceleration, m is the vehicle mass, R is the tire radius, i is the transmission ratio, and η is the transmission ratio. T To drive system efficiency.

[0043] According to a second aspect of this disclosure, a multi-mode motor torque distribution system is provided, the system comprising:

[0044] The modeling module is used for drive systems based on dual front axle motors and single rear axle motors, and constructs an economic control module and a dynamic control module based on a hierarchical control architecture.

[0045] The low-speed distribution module is used to calculate the driver's driving intention based on the driver's accelerator pedal opening. If the driving intention is within the standard range of the economy control module, it calculates the instantaneous power consumption of the front and rear axle motors based on the vehicle's current speed, initial torque demand, and motor efficiency. Using the rear axle motor torque distribution coefficient as an optimization variable, it obtains the optimal torque distribution coefficient by minimizing the instantaneous power consumption. Based on the optimal torque distribution coefficient, it determines the reference torque distribution of the front and rear axle motors and distributes the total torque required by the vehicle to the rear and front axle motors to obtain the reference torque of the rear axle motor and the reference torque of the front axle motor.

[0046] The high-speed distribution module is used to calculate the compensation torque of the front axle motor and the rear axle motor based on a preset fuzzy control algorithm, according to the vehicle speed and the rate of change of accelerator pedal opening, when the driving intention is within the standard range of the power control module. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

[0047] The technical solution disclosed herein has the following beneficial effects:

[0048] By proposing a multi-mode drive optimization control method applicable to four-wheel drive multi-motor electric vehicles, a coordinated optimization between vehicle economy and power performance is achieved. Under low-speed or low-power-demand conditions, optimizing the torque distribution ratio between the front and rear motors reduces the instantaneous power consumption of the motors, allowing them to operate in their high-efficiency range and significantly improving the vehicle's energy utilization efficiency and range. Under high-power-demand conditions such as start-up or rapid acceleration, a torque compensation strategy based on fuzzy control responds promptly to driver needs, enhancing vehicle dynamic performance and acceleration capabilities. Simultaneously, the impact of the vehicle's acceleration rate of change on ride comfort is fully considered; by constraining torque variations, the vehicle achieves both excellent dynamic response and a comfortable driving experience. Attached Figure Description

[0049] Figure 1 This is a flowchart illustrating a multi-mode motor torque distribution method in an embodiment of this specification.

[0050] Figure 2 This is a structural block diagram of a multi-mode motor torque distribution system as described in the embodiments of this specification;

[0051] Figure 3 This is a terminal device that implements a multi-mode motor torque distribution method in the embodiments of this specification;

[0052] Figure 4 This specification describes a computer-readable storage medium that stores a multi-mode motor torque distribution method in an embodiment of the present specification. Detailed Implementation

[0053] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this disclosure more comprehensive and complete, and to fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced with one or more of the specific details omitted, or other methods, components, apparatus, steps, etc., can be employed. In other instances, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of this disclosure.

[0054] Furthermore, the accompanying drawings are merely illustrative of this disclosure. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0055] This invention provides a multi-mode motor torque distribution method for products. (Refer to...) Figure 1 The diagram shown is a flowchart illustrating a multi-mode motor torque distribution method according to an embodiment of the present invention. This method can be applied to electronic devices such as personal computers and servers. The method can be executed by a device, which can be implemented by software and / or hardware. Specifically, the method may include the following steps S101 to S103:

[0056] In step S101, an economy control module and a power control module are constructed based on a hierarchical control architecture for a drive system with dual front axle motors and a single rear axle motor.

[0057] In this drive system, the rear axle motor serves as the primary drive source. Its single-motor structure is suitable for operation under low-speed, stable conditions, offering high efficiency and economy. The front axle motors consist of two relatively small motors located on the front axle, providing additional power to enhance acceleration and hill-climbing performance. To balance economy and power, a hierarchical control architecture is adopted for the drive control strategy. This architecture is divided into two layers from top to bottom: the upper layer handles driver intent recognition and mode determination, while the lower layer executes the corresponding control modules. In the upper layer, the input is the driver intent, determined by the driver's accelerator pedal opening, its rate of change, and vehicle speed. The output indicates whether the current operating condition is economical (low-speed cruising, light load) or dynamic (starting, rapid acceleration, high-speed cruising). The judgment logic is: when the accelerator pedal opening is small and the vehicle speed is low, economical control is applied; when the accelerator pedal opening increases rapidly or the vehicle speed is high, dynamic control is switched to. In the lower layer, the decision made by the upper layer triggers the corresponding economic control module or dynamic control module, which then performs either economic control or dynamic control (response speed priority).

[0058] In step S102, the driver's driving intention is calculated based on the driver's accelerator pedal opening. If the driving intention is within the standard range of the economy control module, the instantaneous power consumption of the front and rear axle motors is calculated based on the vehicle's current speed, initial required torque, and motor efficiency. The torque distribution coefficient of the rear axle motor is used as an optimization variable. The optimal torque distribution coefficient is obtained by minimizing the instantaneous power consumption. The reference torque distribution of the front and rear axle motors is determined based on the optimal torque distribution coefficient. The total torque required by the vehicle is distributed to the rear and front axle motors to obtain the reference torque of the rear axle motor and the reference torque of the front axle motor.

[0059] In step S103, if the driving intention is within the standard range of the power control module, the compensation torque of the front axle motor and the rear axle motor is calculated based on the vehicle speed and the rate of change of the accelerator pedal opening according to the preset fuzzy control algorithm. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

[0060] Specifically, in step S102, the optimization objective of the economic control module is to minimize the instantaneous energy consumption power; the instantaneous energy consumption power is equal to the sum of the mechanical power output by the front axle motor and the power loss of the rear axle motor.

[0061] Minimizing instantaneous power consumption includes:

[0062] Determine the torque load coefficient L based on the accelerator pedal opening. d L d =f(α) ap ), where α ap The percentage of accelerator pedal opening is given. The electric vehicle drive control command comes from the driver's operation of the accelerator pedal, and the drive torque command is mainly converted from the accelerator pedal opening. Therefore, the original drive torque load coefficient is related to the accelerator pedal opening.

[0063] The torque load factor is determined based on the accelerator pedal opening, and the initial required torque T for each motor is calculated. i (L d ,n i ),in:

[0064] i = 0 indicates the rear axle motor, i = 1, 2 indicate the two front axle motors (left and right), and T... imax Let n be the peak torque of the i-th motor. 0i n is the reference speed. i Let be the rotational speed of the i-th motor.

[0065] Therefore, given a certain accelerator pedal opening, the initial required torque T of the vehicle can be calculated. req ,in:

[0066]

[0067] Next, calculate the total mechanical power P of each motor. mech ,in:

[0068] P mech,i ω represents the mechanical power of a single motor. i The standard speed of the i-th motor is given in radians per second.

[0069] Calculate the total power of each motor. The total power of each motor is the sum of its mechanical power and power losses. P t P represents the total power of all motors. loss P represents the total power loss of all motors. loss,i This refers to the power loss of a single motor, which mainly consists of iron losses, copper losses, and friction losses. The energy lost by the motor is dissipated into the air as heat. In motor mode, the motor power loss P... loss,i The calculation is as follows:

[0070]

[0071] T i0 and ωi0 Let η be the torque and speed corresponding to the minimum data point of the i-th motor spectrum characteristic, respectively. i (T i ,ω i The efficiency of the i-th motor at a specified speed and torque is obtained through motor calibration tests.

[0072] The torque distribution coefficient of the rear axle motor is used as the optimization variable, and the total power of all motors is used as the objective function:

[0073]

[0074] k is the torque distribution coefficient of the rear axle motor, which ranges from 0 to 1. When k equals 1, only the rear axle motor provides driving torque; when k equals 0, only the front axle motor provides driving torque; when k is greater than 0 and less than 1, both the front and rear axle motors provide driving torque. f and i r P represents the front and rear drive ratios, respectively. loss,i (κ) represents the power loss under condition κ;

[0075] The objective function of the total power of each motor is minimized to achieve the minimization of instantaneous energy consumption.

[0076] As a supplement, minimizing instantaneous power consumption also includes:

[0077] Establish torque constraints to ensure that the torque allocated to each motor does not exceed the maximum limit of its external characteristic curve:

[0078]

[0079] Among them, T 0max (ω0) is the maximum external characteristic torque of the rear axle motor at a vehicle speed of ω0; T 1max (ω1) is the maximum external characteristic torque of the front axle motor at a vehicle speed of ω1;

[0080] Establish wheel adhesion constraints to ensure that the adhesion force of each wheel on each axle does not exceed the road surface adhesion force:

[0081]

[0082] in, and α and β are the coefficients of adhesion for the front and rear wheels, respectively; a and b are the distances from the center of gravity to the front and rear axles, respectively; h g q represents the height of the centroid; q represents the equivalent slope of the road. The road adhesion coefficient;

[0083] Based on the objective function of the total power of each motor, the wheel adhesion constraint, and the torque constraint, the model for minimizing instantaneous energy consumption power is obtained as follows:

[0084]

[0085] The optimal torque distribution coefficient can be obtained by solving the minimization model using the Lagrange relaxation variable method.

[0086] Specifically, in step S103, the fuzzy control algorithm includes:

[0087] Collect and analyze vehicle operation and driving control data, which may include data familiar with the driver.

[0088] Vehicle speed and accelerator pedal opening change rate are selected as input variables for the fuzzy control algorithm, and the compensation torque of the front and rear axle motors is selected as output variables.

[0089] Define the universe of discourse and fuzzy subsets of the input variables. The universe of discourse for velocity is [0, 160], and its fuzzy subset is {small, medium, slightly high, high}. The universe of discourse for the rate of change of accelerator pedal opening is [30, 200], and its fuzzy subset is {small, medium, large}.

[0090] Define the universe of discourse and fuzzy subsets of the output variables: the universe of discourse for the compensation torque of the front axle motor is [0,12], the universe of discourse for the compensation torque of the rear axle motor is [0,20], and the fuzzy subsets of the output variables are both {small, medium, large}.

[0091] Based on the dynamic demand under vehicle start-up and rapid acceleration conditions, the actual torque demand variation law of the reference vehicle is analyzed; a fuzzy rule table for the front and rear axle motors is formulated, and different torque compensation amounts are determined according to the fuzzy membership degree of the input variables under different operating conditions.

[0092] As a supplement, since sudden changes in drive torque have a significant impact on vehicle ride comfort, the limitation of impact should be fully considered when determining the maximum compensation torque. This is to avoid a decrease in ride comfort due to excessive or unreasonable torque compensation. For example, the greater the rate of change of acceleration, the greater the impact. Therefore, the rate of change of acceleration J caused by the compensation torque can be limited to less than 10 m / s². 3 The compensation torque satisfies: Where ΔT is the compensation torque, Δt is the motor torque response time, J is the rate of change of acceleration, m is the vehicle mass, R is the tire radius, i is the transmission ratio, and η is the transmission ratio. T To drive system efficiency.

[0093] Based on the same line of thought, such as Figure 2The diagram shown is a structural block diagram of a multi-mode motor torque distribution system provided in an embodiment of the present invention. The system includes:

[0094] Modeling module 201 is used for drive systems based on dual front axle motors and single rear axle motors, and constructs an economic control module and a dynamic control module based on a hierarchical control architecture;

[0095] The low-speed distribution module 202 is used to calculate the driver's driving intention based on the driver's accelerator pedal opening. If the driving intention is within the standard range of the economy control module, it calculates the instantaneous power consumption of the front and rear axle motors based on the vehicle's current speed, initial torque demand, and motor efficiency. Using the rear axle motor torque distribution coefficient as an optimization variable, it obtains the optimal torque distribution coefficient by minimizing the instantaneous power consumption. Based on the optimal torque distribution coefficient, it determines the reference torque distribution of the front and rear axle motors and distributes the total torque required by the vehicle to the rear and front axle motors to obtain the reference torque of the rear axle motor and the reference torque of the front axle motor.

[0096] The high-speed distribution module 203 is used to calculate the compensation torque of the front axle motor and the rear axle motor based on a preset fuzzy control algorithm, according to the vehicle speed and the rate of change of accelerator pedal opening, when the driving intention is within the standard range of the power control module, and to superimpose the compensation torque onto the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

[0097] The specific details of the above system have been described in detail in the method section of the implementation plan. For any undisclosed details, please refer to the implementation plan of the method section, and therefore will not be repeated here.

[0098] This system proposes a multi-mode drive optimization control method applicable to four-wheel drive multi-motor electric vehicles, achieving coordinated optimization between vehicle economy and power performance. Under low-speed or low-power-demand conditions, by optimizing the torque distribution ratio between the front and rear motors, the instantaneous power consumption of the motors is reduced, allowing them to operate in their high-efficiency range, significantly improving the vehicle's energy utilization efficiency and range. Under high-power-demand conditions such as start-up or rapid acceleration, a torque compensation strategy based on fuzzy control responds promptly to driver needs, enhancing vehicle dynamic performance and acceleration capabilities. Simultaneously, the impact of the vehicle's acceleration rate of change on ride comfort is fully considered; by constraining torque variations, the vehicle achieves both excellent dynamic response and a comfortable driving experience.

[0099] Based on the same idea, embodiments of this specification also provide a multi-mode motor torque distribution device, such as... Figure 4 As shown.

[0100] The multi-mode motor torque distribution device can be the terminal device or server provided in the above embodiments.

[0101] Multi-mode motor torque distribution devices can vary significantly depending on configuration or performance. They may include one or more processors 301, memory 302, and buses. Memory 302 may store one or more application programs or data. Memory 302 may include readable media in the form of volatile memory cells, such as random access memory (RAM) and / or cache memory cells, i.e., pluggable hard drives, smart media cards (SMC), secure digital cards (SD cards), flash cards, etc., found in electronic devices, and may further include read-only memory cells. The application programs stored in memory 302 may include one or more program modules (not shown in the figures). Such program modules include, but are not limited to, an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. Furthermore, processor 301 may be configured to communicate with memory 302 and execute a series of computer-executable instructions stored in memory 302 on the multi-mode motor torque distribution device. The multi-mode motor torque distribution device may also include one or more power supplies 303, one or more wired or wireless network interfaces 304, one or more I / O interfaces (input / output interfaces) 305, and one or more external devices 306 (e.g., keyboards) for communication. It may also communicate with one or more devices that enable user interaction with the device, and / or with any device that enables the device to communicate with one or more other computing devices (e.g., routers, network switches, etc.). This communication can be performed through I / O interfaces 305. Furthermore, the device can also communicate with one or more networks (e.g., local area networks (LANs)) via wired or wireless interfaces 304.

[0102] In some embodiments, the processor 301 may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits with the same or different functions, including combinations of one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips. The processor 301 is the control unit of the electronic device, connecting various components of the entire electronic device through various interfaces and lines. It executes programs or modules stored in the memory 11 (e.g., a multi-mode motor torque distribution program for the product) and calls data stored in the memory to perform various functions of the processing device and process data.

[0103] The bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into an address bus, a data bus, a control bus, etc. The bus is configured to enable communication between the memory 302 and at least one processor 301, etc.

[0104] The power supply can be logically connected to the at least one processor 301 via a power management device, thereby enabling functions such as charging management, discharging management, and power consumption management. The power supply may also include one or more DC or AC power sources, a recharging device, a power fault detection circuit, a power converter or inverter, a power status indicator, and other components. The electronic device 1 may also include various sensors, a Bluetooth module, a Wi-Fi module, etc., which will not be elaborated further here.

[0105] Optionally, the processing device may further include a user interface, which may be a display. Optionally, the user interface may also be a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-screen liquid crystal display, or an OLED.

[0106] (Organic Light-Emitting Diode) touchscreens, etc. The display, which can also be appropriately called a screen or display unit, is used to display information processed in electronic device 1 and to display a visual user interface.

[0107] Figure 3 Only a multi-mode motor torque distribution device with components is shown; those skilled in the art will understand that... Figure 3 The structure shown does not constitute a limitation on multi-mode motor torque distribution devices, which may include fewer or more components than shown, or combine certain components, or have different component arrangements.

[0108] Specifically, in this embodiment, the multi-mode motor torque distribution device includes a memory and one or more programs, wherein one or more programs are stored in the memory, and one or more programs may include one or more modules, and each module may include a series of computer-executable instructions for the multi-mode motor torque distribution device, and is configured to be executed by one or more processors. The one or more programs include computer-executable instructions for performing the following:

[0109] Based on a drive system with dual front axle motors and a single rear axle motor, an economy control module and a power control module are constructed based on a hierarchical control architecture.

[0110] The driver's driving intention is calculated based on the accelerator pedal opening. If the driving intention is within the standard range of the economy control module, the instantaneous energy consumption power of the front and rear axle motors is calculated based on the vehicle's current speed, initial torque demand, and motor efficiency. The torque distribution coefficient of the rear axle motor is used as the optimization variable. The optimal torque distribution coefficient is obtained by minimizing the instantaneous energy consumption power. The reference torque distribution of the front and rear axle motors is determined based on the optimal torque distribution coefficient. The total torque required by the vehicle is distributed to the rear and front axle motors to obtain the reference torque of the rear axle motor and the reference torque of the front axle motor.

[0111] If the driving intention is within the standard range of the power control module, based on the preset fuzzy control algorithm, the compensation torque of the front axle motor and the rear axle motor is calculated according to the vehicle speed and the rate of change of the accelerator pedal opening. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

[0112] Based on the same idea, exemplary embodiments of the present invention also provide a computer-readable storage medium having a program product stored thereon capable of implementing the methods described above in this specification. In some possible embodiments, various aspects of this disclosure can also be implemented as a program product including program code, which, when the program product is run on a terminal device, causes the terminal device to perform the steps according to the various exemplary embodiments of this disclosure described in the "Exemplary Methods" section above.

[0113] refer to Figure 4As shown, a program 400 for implementing the above-described method according to an exemplary embodiment of the present disclosure is described. This program may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present disclosure is not limited thereto. In this document, a readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0114] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0115] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0116] Program code for performing the operations of this disclosure can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, CSS, and HTML, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0117] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the method according to the exemplary embodiments of this disclosure.

[0118] Furthermore, the above figures are merely illustrative representations of the processes included in the methods according to exemplary embodiments of this disclosure, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0119] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to exemplary embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0120] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the claims.

[0121] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A multi-mode motor torque distribution method, characterized in that, The method includes: Based on a drive system with dual front axle motors and a single rear axle motor, an economy control module and a power control module are constructed based on a hierarchical control architecture. The driver's driving intention is calculated based on the accelerator pedal opening. If the driving intention is within the standard range of the economy control module, the instantaneous power consumption of the front and rear axle motors is calculated based on the vehicle's current speed, initial torque demand, and motor efficiency. The torque distribution coefficient of the rear axle motor is used as an optimization variable. The optimal torque distribution coefficient is obtained by minimizing the instantaneous power consumption. The reference torque distribution between the front and rear axle motors is determined based on the optimal torque distribution coefficient. The total torque required by the vehicle is then distributed to the rear and front axle motors, resulting in the reference torque for the rear and front axle motors. Minimizing the instantaneous power consumption includes: Determine the torque load coefficient based on the accelerator pedal opening. , ,in This represents the percentage of accelerator pedal opening. Calculate the initial torque required for each motor ,in: , Indicates the rear axle motor. This indicates the two motors on the left and right sides of the front axle. For the first Peak torque of each motor As the reference speed, For the first The rotational speed of each motor; Calculate the initial torque required by the vehicle , ; Calculate the total mechanical power of each motor ,in: ; The mechanical power of a single motor; The standard speed of the i-th motor is given in radians per second. ; Calculate the total power of each motor. The total power of each motor is the sum of its mechanical power and power losses. ; The total power of all motors This represents the total power loss of all motors. This refers to the power loss of a single motor. The calculation is as follows: ； and These represent the torque and speed corresponding to the minimum data point of the i-th motor's characteristic graph. The efficiency of the i-th motor at a specified speed and torque is obtained through motor calibration tests. The torque distribution coefficient of the rear axle motor is used as the optimization variable, and the total power of all motors is used as the objective function: ； This is the torque distribution coefficient for the rear axle motor. and These represent the front and rear drive ratios, In order to be in Power loss under certain conditions; Minimize the objective function of the total power of each motor to minimize instantaneous energy consumption; If the driving intention is within the standard range of the power control module, based on the preset fuzzy control algorithm, the compensation torque of the front axle motor and the rear axle motor is calculated according to the vehicle speed and the rate of change of the accelerator pedal opening. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

2. The multi-mode motor torque distribution method according to claim 1, characterized in that, The torque distribution coefficient of the rear axle motor ranges from 0 to 1. When it is equal to 1, only the rear axle motor provides driving torque; when it is equal to 0, only the front axle motor provides driving torque; when it is greater than 0 and less than 1, both the front axle motor and the rear axle motor provide driving torque.

3. The multi-mode motor torque distribution method according to claim 1, characterized in that, The optimization objective of the economic control module is to minimize instantaneous energy consumption power; the instantaneous energy consumption power is equal to the sum of the mechanical power output and power loss of the front axle motor and the rear axle motor.

4. The multi-mode motor torque distribution method according to claim 1, characterized in that, Minimizing instantaneous power consumption also includes: Establish torque constraints to ensure that the torque allocated to each motor does not exceed the maximum limit of its external characteristic curve: ; in, For the rear axle motor at vehicle speed The maximum external characteristic torque at that time; For the front axle motor at vehicle speed The maximum external characteristic torque at that time; Establish wheel adhesion constraints to ensure that the adhesion force of each wheel on each axle does not exceed the road surface adhesion force: ； in, and , respectively, are the coefficients of adhesion for the front and rear wheels; a and b are the distances from the center of gravity to the front and rear axles, respectively; q represents the height of the centroid; q represents the equivalent slope of the road. The road adhesion coefficient; Based on the objective function of the total power of each motor, the wheel adhesion constraint, and the torque constraint, the model for minimizing instantaneous energy consumption power is obtained as follows: ； The optimal torque distribution coefficient is obtained by solving the minimization model using the Lagrange relaxation variable method.

5. The multi-mode motor torque distribution method according to claim 1, characterized in that, The fuzzy control algorithm includes: Collect and analyze vehicle operation and driving control data; Vehicle speed and accelerator pedal opening change rate are selected as input variables for the fuzzy control algorithm, and the compensation torque of the front and rear axle motors is selected as output variables. Define the universe of discourse and fuzzy subsets of the input variables. The universe of discourse for velocity is [0, 160], and its fuzzy subset is {small, medium, slightly high, high}. The universe of discourse for the rate of change of accelerator pedal opening is [30, 200], and its fuzzy subset is {small, medium, large}. Define the universe of discourse and fuzzy subsets of the output variables: the universe of discourse for the compensation torque of the front axle motor is [0, 12], the universe of discourse for the compensation torque of the rear axle motor is [0, 20], and the fuzzy subsets of the output variables are both {small, medium, large}; Based on the dynamic demand under vehicle start-up and rapid acceleration conditions, the actual torque demand variation law of the reference vehicle is analyzed; a fuzzy rule table for the front and rear axle motors is formulated, and different torque compensation amounts are determined according to the fuzzy membership degree of the input variables under different operating conditions.

6. The multi-mode motor torque distribution method according to claim 1, characterized in that, Based on vehicle ride comfort, the rate of change of acceleration J caused by the compensating torque is limited to less than 10 m / s³, and the compensating torque satisfies: ,in, To compensate for torque, Let J be the motor torque response time, J be the rate of change of acceleration, m be the vehicle mass, and R be the tire radius. The transmission ratio is... To drive system efficiency.

7. A multi-mode motor torque distribution system, the system comprising: The modeling module is used for drive systems based on dual front axle motors and single rear axle motors, and constructs an economic control module and a dynamic control module based on a hierarchical control architecture. A low-speed distribution module is used to calculate the driver's driving intention based on the driver's accelerator pedal opening. If the driving intention is within the standard range of the economy control module, it calculates the instantaneous power consumption of the front and rear axle motors based on the vehicle's current speed, initial torque demand, and motor efficiency. Using the rear axle motor torque distribution coefficient as an optimization variable, it obtains the optimal torque distribution coefficient by minimizing the instantaneous power consumption. Based on the optimal torque distribution coefficient, it determines the reference torque distribution between the front and rear axle motors, and distributes the total torque required by the vehicle to the rear and front axle motors, obtaining the reference torque for the rear and front axle motors. The process of minimizing instantaneous power consumption includes: Determine the torque load coefficient based on the accelerator pedal opening. , ,in This represents the percentage of accelerator pedal opening. Calculate the initial torque required for each motor ,in: , Indicates the rear axle motor. This indicates the two motors on the left and right sides of the front axle. For the first Peak torque of each motor As the reference speed, For the first The rotational speed of each motor; Calculate the initial torque required by the vehicle , ; Calculate the total mechanical power of each motor ,in: ; The mechanical power of a single motor; The standard speed of the i-th motor is given in radians per second. ; Calculate the total power of each motor. The total power of each motor is the sum of its mechanical power and power losses. ; The total power of all motors This represents the total power loss of all motors. This refers to the power loss of a single motor. The calculation is as follows: ； and These represent the torque and speed corresponding to the minimum data point of the i-th motor's characteristic graph. The efficiency of the i-th motor at a specified speed and torque is obtained through motor calibration tests. The torque distribution coefficient of the rear axle motor is used as the optimization variable, and the total power of all motors is used as the objective function: ； This is the torque distribution coefficient for the rear axle motor. and These represent the front and rear drive ratios, In order to be in Power loss under certain conditions; Minimize the objective function of the total power of each motor to minimize instantaneous energy consumption; The high-speed distribution module is used to calculate the compensation torque of the front axle motor and the rear axle motor based on a preset fuzzy control algorithm, according to the vehicle speed and the rate of change of accelerator pedal opening, when the driving intention is within the standard range of the power control module. The compensation torque is then superimposed on the reference torque of the front axle motor and the rear axle motor respectively to obtain the final drive torque command of the front axle motor and the rear axle motor.

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