Torque distribution method and system, vehicle, electronic equipment and storage medium

Abstract

The invention provides a torque distribution method and system, a vehicle, electronic equipment and a storage medium, and relates to the technical field of torque distribution.The method comprises the steps that firstly, the target torque of a rear drive motor and the current target torque of a front axle are determined according to the current torque required by a driver; and then according to the torque difference value between the current front axle target torque and the engine wheel end target torque, the generator wheel end target torque and the front drive motor wheel end target torque are determined. According to the torque distribution method provided by the invention, the torque required by a driver is optimally distributed between the front axle and the rear axle, and the torque difference among the engine, the generator and the front driving motor in the front axle is further finely adjusted, so that cooperative output control among multiple power sources is realized; the efficient cooperation among multiple power sources can be achieved while the driving requirement is met, and the fuel economy and the cruising ability of the whole vehicle are improved.

Description

Technical Field

[0001] The present application relates to the technical field of torque distribution, and particularly to a torque distribution method, system, vehicle, electronic device, and storage medium. Background Art

[0002] With the continuous evolution of new energy vehicle technology, the demand for diversification and intelligence of drive systems is constantly increasing. The introduction of multiple power sources enables vehicles to have a more flexible drive mode selection ability to adapt to energy utilization and performance requirements under different working conditions. However, while the multi-power-source drive system improves the vehicle's power performance and energy efficiency, it also brings the problem of a significant increase in system control complexity. Especially during the collaborative work of different power sources, higher requirements are imposed on the accuracy and real-time performance of drive strategies.

[0003] Existing drive control strategies are mostly optimized for power management in a single mode and are difficult to achieve efficient collaborative control of multiple power sources under multi-mode switching and complex working conditions. Especially in the parallel four-wheel drive mode, the engine, generator, and front and rear drive motors can all directly participate in the vehicle drive. With a large number of power sources and complex paths, while ensuring the drive performance, it is urgent to achieve precise torque distribution and dynamic coordination to improve the vehicle's stability and responsiveness.

[0004] Therefore, the present application proposes a new torque distribution method. Summary of the Invention

[0005] In view of the above problems, embodiments of the present application provide a torque distribution method, system, vehicle, electronic device, and storage medium to overcome or at least partially solve the above problems.

[0006] In the first aspect of the embodiments of the present application, a torque distribution method is provided, and the method includes: Determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver's required torque. Determine the target torque of the generator wheel end and the target torque of the front drive motor wheel end according to the torque difference between the current target torque of the front axle and the target torque of the engine wheel end.

[0007] Optionally, the method further includes: Determine the generator, the front drive motor, and the rear drive motor as virtual motors, and calculate the average wheel end loss power of the virtual motors. Determine the target torque of the engine wheel end according to the wheel end speed request, the current driver's required torque, the equivalent factor, the engine wheel end loss power, and the average wheel end loss power of the virtual motors.

[0008] Optionally, determining the engine wheel end target torque according to the wheel end speed request, the current driver demand torque, the equivalent factor, the engine wheel end loss power, and the average wheel end loss power of the virtual motor includes: Traverse multiple candidate engine reference torque points, and calculate the equivalent fuel consumption value at each candidate engine reference torque point according to the wheel end speed request, the current driver demand torque, the equivalent factor, the engine wheel end loss power at each candidate engine reference torque point, and the average wheel end loss power of the virtual motor; Determine the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel end target torque.

[0009] Optionally, determining the rear drive motor target torque and the current front axle target torque according to the current driver demand torque includes: Determine the engine, the generator, and the front drive motor as a virtual engine, and calculate the average wheel end loss power of the virtual engine; Determine the rear drive motor target torque and the current front axle target torque according to the wheel end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine.

[0010] Optionally, determining the rear drive motor target torque and the current front axle target torque according to the wheel end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine includes: Determine the target front axle torque ratio coefficient according to the wheel end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine; Determine the rear drive motor target torque and the current front axle target torque according to the target front axle torque ratio coefficient.

[0011] Optionally, determining the target front axle torque ratio coefficient according to the wheel end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine includes: Traverse multiple candidate front axle torque ratio coefficients, and calculate the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque ratio coefficient according to the current driver demand torque, where a candidate front axle torque ratio coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque; Determine the equivalent fuel consumption values of the front and rear axles at each candidate front axle torque ratio coefficient according to the current driver demand torque, wheel end speed request, equivalent factor, average wheel end loss power of the virtual engine and rear drive motor wheel end loss power at each candidate front axle torque ratio coefficient, and the current rear axle demand torque and current front axle demand torque at each candidate front axle torque ratio coefficient; Determine the candidate front axle torque ratio coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque ratio coefficient.

[0012] Optionally, the determining the target generator wheel end torque and the target front drive motor wheel end torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: When the current front axle target torque is greater than or equal to the engine wheel end target torque, determine that the target generator wheel end torque is zero, and determine the torque difference as the target front drive motor wheel end torque.

[0013] Optionally, the determining the target generator wheel end torque and the target front drive motor wheel end torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: When the current front axle target torque is less than the engine wheel end target torque, determine the target generator torque ratio coefficient according to the wheel end speed request, generator loss power and front drive motor loss power at each candidate generator torque ratio coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque; Determine the target generator wheel end torque and the target front drive motor wheel end torque according to the target generator torque ratio coefficient.

[0014] Optionally, the determining the target generator torque ratio coefficient according to the wheel end speed request, generator loss power and front drive motor loss power at each candidate generator torque ratio coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque includes: Traverse multiple candidate generator torque ratio coefficients, and calculate the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque ratio coefficient according to the torque difference between the current front axle target torque and the engine wheel end target torque. One candidate generator torque ratio coefficient is used to characterize the ratio of the generator wheel end demand torque to the torque difference; Determine the comprehensive energy consumption values of the generator and the front drive motor at each candidate generator torque ratio coefficient based on the wheel-end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque ratio coefficient; Determine the candidate generator torque ratio coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque ratio coefficient.

[0015] Optionally, the method further includes: Obtain the terrain mode in which the vehicle is located; Determine the current front axle target torque according to the current driver required torque, including: In the case that the terrain mode does not belong to any terrain mode in the target terrain mode set, determine the current front axle target torque according to the current driver required torque.

[0016] Optionally, the method further includes at least one of the following: Determine the generator, the front drive motor and the rear drive motor as virtual motors, and obtain the average wheel-end loss power MAP of the virtual motors according to the generator wheel-end loss power MAP, the front drive motor wheel-end loss power MAP, and the rear drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual motors is used to determine the average wheel-end loss power of the virtual motors at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

[0017] Optionally, the method further includes at least one of the following: Convert the engine loss power MAP to the engine wheel-end loss power MAP, and the engine wheel-end loss power MAP is used to determine the engine wheel-end loss power at each candidate engine reference torque point; Determine the engine, the generator and the front drive motor as a virtual engine, and obtain the average wheel-end loss power MAP of the virtual engine according to the engine wheel-end loss power MAP, the generator wheel-end loss power MAP, and the front drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual engine is used to determine the average wheel-end loss power of the virtual engine at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

[0018] In the second aspect of the embodiments of the present application, a torque distribution system is provided. The system includes: A first determination module, configured to determine a rear drive motor target torque and a current front axle target torque according to a current driver demand torque. A second determination module, configured to determine a generator wheel end target torque and a front drive motor wheel end target torque according to a torque difference between the current front axle target torque and an engine wheel end target torque.

[0019] Optionally, the system further includes: A first calculation sub-module, configured to determine a generator, a front drive motor, and a rear drive motor as virtual motors, and calculate an average wheel end loss power of the virtual motors. A first determination sub-module, configured to determine the engine wheel end target torque according to a wheel end speed request, a current driver demand torque, an equivalent factor, an engine wheel end loss power, and the average wheel end loss power of the virtual motors.

[0020] Optionally, the first determination sub-module includes: A first calculation sub-unit, configured to traverse multiple candidate engine reference torque points, and calculate an equivalent fuel consumption value at each candidate engine reference torque point according to a wheel end speed request, a current driver demand torque, an equivalent factor, an engine wheel end loss power at each candidate engine reference torque point, and the average wheel end loss power of the virtual motors. A first determination sub-unit, configured to determine the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel end target torque.

[0021] Optionally, the first determination module includes: A second calculation sub-module, configured to determine an engine, a generator, and a front drive motor as a virtual engine, and calculate an average wheel end loss power of the virtual engine. A second determination sub-module, configured to determine a rear drive motor target torque and the current front axle target torque according to a wheel end speed request, a current driver demand torque, an equivalent factor, a rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine.

[0022] Optionally, the second determination sub-module includes: A second determination sub-unit, configured to determine a target front axle torque proportionality coefficient according to a wheel end speed request, a current driver demand torque, an equivalent factor, a rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine. A third determination sub-unit, configured to determine a rear drive motor target torque and the current front axle target torque according to the target front axle torque proportionality coefficient.

[0023] Optionally, the second determination subunit includes: A first calculation subunit, configured to traverse a plurality of candidate front axle torque proportion coefficients, and calculate a current rear axle required torque and a current front axle required torque at each candidate front axle torque proportion coefficient according to the current driver required torque, where a candidate front axle torque proportion coefficient is used to characterize the ratio of the front axle required torque to the driver required torque; A fourth determination subunit, configured to determine an equivalent fuel consumption value of the front and rear axles at each candidate front axle torque proportion coefficient according to the current driver required torque, the wheel end speed request, the equivalent factor, the average wheel end loss power of the virtual engine and the rear drive motor wheel end loss power at each candidate front axle torque proportion coefficient, and the current rear axle required torque and the current front axle required torque at each candidate front axle torque proportion coefficient; A fifth determination subunit, configured to determine the candidate front axle torque proportion coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque proportion coefficient.

[0024] Optionally, the second determination module includes: A third determination sub-module, configured to, when the current front axle target torque is greater than or equal to the engine wheel end target torque, determine that the generator wheel end target torque is zero, and determine the torque difference as the front drive motor wheel end target torque.

[0025] Optionally, the second determination module includes: A fourth determination sub-module, configured to, when the current front axle target torque is less than the engine wheel end target torque, determine a target generator torque proportion coefficient according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportion coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque; A fifth determination sub-module, configured to determine the generator wheel end target torque and the front drive motor wheel end target torque according to the target generator torque proportion coefficient.

[0026] Optionally, the fourth determination sub-module includes: A second calculation subunit, configured to traverse a plurality of candidate generator torque proportion coefficients, and calculate a current generator wheel end required torque and a current front drive motor wheel end required torque at each candidate generator torque proportion coefficient according to the torque difference between the current front axle target torque and the engine wheel end target torque, where a candidate generator torque proportion coefficient is used to characterize the ratio of the generator wheel end required torque to the torque difference; A sixth determination subunit, configured to determine a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque ratio coefficient according to a wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque ratio coefficient; A seventh determination subunit, configured to determine the candidate generator torque ratio coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque ratio coefficient.

[0027] Optionally, the system further includes: An acquisition sub-module, configured to acquire the terrain mode in which the vehicle is located; According to the current driver demand torque and a preset distribution rule, determine the target torque of the rear drive motor and the current target torque of the front axle. The first determination module includes: A sixth determination sub-module, configured to determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque and in accordance with the principle of minimizing the equivalent fuel consumption value when the terrain mode does not belong to any terrain mode in the target terrain mode set.

[0028] Optionally, the system further includes: A seventh determination sub-module, configured to determine the generator, the front drive motor and the rear drive motor as virtual motors, and obtain the average wheel end loss power MAP of the virtual motors according to the generator wheel end loss power MAP, the front drive motor wheel end loss power MAP, and the rear drive motor wheel end loss power MAP. The average wheel end loss power MAP of the virtual motors is used to determine the average wheel end loss power of the virtual motors at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

[0029] Optionally, the system further includes: An eighth determination sub-module, configured to convert the engine loss power MAP into an engine wheel end loss power MAP, and the engine wheel end loss power MAP is used to determine the engine wheel end loss power at each candidate engine reference torque point; A ninth determination sub-module is configured to determine the engine, the generator, and the front drive motor as a virtual engine, and obtain the average wheel-end loss power MAP of the virtual engine according to the engine wheel-end loss power MAP, the generator wheel-end loss power MAP, and the front drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual engine is used to determine the average wheel-end loss power of the virtual engine under each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power under each candidate generator torque ratio coefficient, or to determine the generator loss power under each candidate generator torque ratio coefficient.

[0030] In a third aspect of the embodiments of the present application, a vehicle is provided, including the torque distribution system as described in the second aspect of the present application.

[0031] In a fourth aspect of the embodiments of the present application, an electronic device is provided, including a processor, a memory, and a program or instruction stored on the memory and executable on the processor. When the program or instruction is executed by the processor, the steps of the torque distribution method as described in the first aspect of the present application are implemented.

[0032] In a fifth aspect of the embodiments of the present application, a readable storage medium is provided, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the torque distribution method as described in the first aspect of the present application are implemented.

[0033] Advantages of the present application: The present application provides a torque distribution method, which includes: first, determining the target torque of the rear drive motor and the current front axle target torque according to the current driver demand torque; then, determining the target torque of the generator wheel end and the target torque of the front drive motor wheel end according to the torque difference between the current front axle target torque and the engine wheel end target torque. The torque distribution method provided by the present application optimally distributes the driver demand torque between the front and rear axles, and further finely adjusts the torque difference between the engine, the generator, and the front drive motor inside the front axle, realizing the coordinated output control between multiple power sources, and being able to achieve efficient coordination between multiple power sources while meeting the driving requirements, improving the fuel economy and endurance of the whole vehicle. Description of the Drawings

[0034] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the description of the embodiments of the present application. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0035] Figure 1It is a schematic diagram of the step flow of a torque distribution method provided by an embodiment of the present application; Figure 2 It is a block diagram of the calculation process of the target torque at the rear drive motor wheel end provided by an embodiment of the present application; Figure 3 It is a block diagram of the calculation process of the target torque at the generator wheel end and the target torque at the front drive motor wheel end provided by an embodiment of the present application; Figure 4 It is an overall control flow chart of vehicle torque distribution provided by an embodiment of the present application; Figure 5 It is a schematic diagram of the chassis architecture of a hybrid vehicle provided by an embodiment of the present application; Figure 6 It is a schematic diagram of a torque distribution system provided by an embodiment of the present application; Figure 7 It is a schematic diagram of an electronic device provided by an embodiment of the present application.

[0036] Explanation of reference numerals: 1. Engine; 2. Generator; 3. Front drive motor; 4. Rear drive motor; 5. Power battery; 6. Front axle drive axle; 7. Rear axle drive axle. Detailed implementation manners

[0037] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. Although the exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present application can be more thoroughly understood and the scope of the present application can be fully conveyed to those skilled in the art.

[0038] With the continuous development of new energy vehicles, the vehicle can operate in pure electric mode, series mode, and parallel mode. Specifically, the pure electric mode means that the engine is not started, and the front and rear axle drive motors can only obtain energy from the power battery for vehicle drive; the series mode means that the generator and the power battery can simultaneously provide energy for the front and rear axle drive motors for vehicle drive. At this time, the engine has been started, but the clutch is not closed and cannot directly participate in vehicle drive, and the energy generated by it can only be used for power generation by the generator. The parallel four-wheel drive mode is that the engine, generator, front and rear axle drive motors can all directly participate in vehicle drive. At this time, the engine has been started, the clutch has been closed, and the energy generated by the engine operation can be used for power generation by the generator or directly participate in vehicle drive. It is not difficult to find that in the parallel four-wheel drive mode, it is the most complex state of vehicle operation, and it is urgent to solve the torque distribution problem of the four power sources (i.e., the engine, generator, and front and rear axle drive motors).

[0039] In the first aspect of the embodiments of the present application, a torque distribution method is provided to solve the torque distribution problem of four power sources in the parallel four-wheel drive mode. The method is as follows: Figure 1 It includes: Step S101: Determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver's required torque.

[0040] Step S102: Determine the target torque of the generator wheel end and the target torque of the front drive motor wheel end according to the torque difference between the current target torque of the front axle and the target torque of the engine wheel end.

[0041] Specifically, in the embodiments of the present application, first, the target torque of the rear drive motor and the current target torque of the front axle are determined according to the current driver's required torque; then, the target torque of the generator wheel end and the target torque of the front drive motor wheel end are determined according to the torque difference between the current target torque of the front axle and the target torque of the engine wheel end. Among them, the current driver's required torque can be obtained by acquiring the vehicle drive torque requested by the current driver through control devices such as the accelerator pedal. It should be understood that the driver's required torque is the core control input of the vehicle drive system, representing the driver's real-time driving intention. And in modern hybrid / four-wheel drive architectures, the front axle and the rear axle of the vehicle are usually driven by different power sources (for example, the front axle includes: an engine, a generator, and a front drive motor, and the rear axle includes: a rear drive motor). Reasonable distribution of the target torques of the front and rear axles can determine the drive performance and energy consumption level of the vehicle under the current working conditions. Therefore, for the torque distribution method provided by the present application, on the one hand, by jointly optimizing the torque distribution of the front and rear axles based on the current driver's required torque, it can dynamically adapt to the vehicle drive requirements under different working conditions, reasonably coordinate the working states of the front driving power source and the rear driving power source, and improve the power response, economy, and driving smoothness of the vehicle. On the other hand, since the front axle power source of the vehicle consists of an engine, a generator, and a front drive motor, due to the inherent response delay and transient characteristics of the engine (problems such as low efficiency in the low-speed area and high fuel consumption in the high-speed area), if the current target torque of the front axle is directly borne by the engine alone, it cannot ensure dynamic response and energy consumption optimization. Therefore, it is necessary to dynamically calculate the remaining torque difference of the front axle according to the reasonable target torque that the engine can bear, and the remaining torque difference is jointly shared by the generator and the front drive motor, so as to achieve reasonable distribution of the front axle target torque and optimization of the vehicle's power performance, and further improve the power performance and economy of the vehicle. The present application optimally distributes the driver's required torque between the front and rear axles, and further finely adjusts the torque difference between the engine, the generator, and the front drive motor inside the front axle, realizing the coordinated output control between multiple power sources, and being able to achieve efficient coordination between multiple power sources while meeting the drive requirements, improving the fuel economy and endurance of the vehicle.

[0042] In one embodiment, the method further includes: determining the generator, the front drive motor, and the rear drive motor as virtual motors, and calculating the average wheel-end loss power of the virtual motors; determining the target engine wheel-end torque according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the engine wheel-end loss power, and the average wheel-end loss power of the virtual motors.

[0043] In this embodiment, first, the generator, the front drive motor, and the rear drive motor are regarded as an integrated virtual power unit, that is, a virtual motor. Based on the loss characteristics of the three, the average wheel-end loss power of the virtual motor at each operating point is calculated. This average wheel-end loss power serves as a unified energy consumption estimation reference and participates in the optimization calculation of the target engine wheel-end torque.

[0044] Specifically, in this embodiment, the average wheel-end loss power MAP of the virtual motor can be obtained by separately acquiring the wheel-end loss power MAPs of the generator, the front drive motor, and the rear drive motor, and performing arithmetic averaging on the loss powers at the same wheel-end speed and wheel-end torque grid points of the three. The average wheel-end loss power MAP can be used to determine the average wheel-end loss power of the virtual motor corresponding to any operating condition by looking up a table. In this application, the energy loss characteristics of the generator, the front drive motor, and the rear drive motor are different. When performing torque distribution based on their respective energy loss characteristics, it is necessary to consider the loss characteristics of the three motors separately, resulting in complex control logic, high computational cost, and instability in global optimization due to fluctuations in individual motor data. Therefore, regarding these three as an integrated virtual power unit, that is, a virtual motor, can simplify the control logic, unify the energy consumption reference of the electric drive part, improve the stability, consistency, and computational efficiency of the vehicle energy consumption optimization process, thereby achieving a better calculation effect of the target engine wheel-end torque.

[0045] Further, when calculating the target engine wheel-end torque, in some cases, the calculation of the target engine wheel-end torque can be based on the principle of minimizing equivalent fuel consumption and comprehensively consider the following input factors: the current wheel-end speed request; the current driver demand torque; the set equivalent factor; the engine wheel-end loss power at different candidate engine reference torque points; and the average wheel-end loss power of the corresponding virtual motor. For each candidate engine reference torque point, calculate its corresponding equivalent fuel consumption value, and then select the engine reference torque point corresponding to the minimum equivalent fuel consumption value as the target engine wheel-end torque under the current operating condition. Among them, the equivalent factor is a conversion coefficient commonly used in hybrid energy management to convert electric energy consumption into equivalent fuel consumption. Its function is to convert the energy loss generated by battery discharge or charging into an equivalent fuel consumption value, facilitating optimization control under a unified energy consumption index.

[0046] In this embodiment, by modeling the energy consumption of multiple motors as a whole and using the average wheel-end loss power of the virtual motor to participate in the calculation of the equivalent fuel consumption value, the rationality of the engine operating point selection can be effectively improved, the influence of the single-motor data deviation on the overall evaluation can be avoided, and thus the energy efficiency optimization ability and consistency of the torque distribution strategy in the multi-power-source collaborative control scenario can be further improved. In addition, by determining the generator, the front drive motor, and the rear drive motor as virtual motors and calculating their average wheel-end loss power, it helps to simplify the calculation amount of the multi-motor system, improve the control efficiency, and at the same time realize the unified evaluation of the overall energy consumption, make the torque distribution more accurate, so as to improve the adaptability of the vehicle energy consumption optimization effect and the torque control effect. In addition, based on the principle of minimizing the equivalent fuel consumption, the engine torque is reasonably distributed to make the vehicle reach the optimal economy. In one embodiment, the determining of the engine wheel-end target torque according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the engine wheel-end loss power, and the average wheel-end loss power of the virtual motor includes: Traverse multiple candidate engine reference torque points, and calculate the equivalent fuel consumption value at each candidate engine reference torque point according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the engine wheel-end loss power at each candidate engine reference torque point, and the average wheel-end loss power of the virtual motor; Determine the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel-end target torque.

[0047] In this embodiment, the process of determining the engine wheel-end target torque according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the engine wheel-end loss power, and the average wheel-end loss power of the virtual motor specifically includes the following steps: First, it is necessary to traverse multiple candidate engine reference torque points. Each candidate engine reference torque point represents a working state that the engine may operate under the current wheel-end speed request, corresponding to different fuel consumptions and vehicle drive responses. For each candidate engine reference torque point, combine the current wheel-end speed request; the current driver demand torque; the equivalent factor; the engine wheel-end loss power corresponding to this candidate engine reference torque point; and the average wheel-end loss power of the virtual motor corresponding to this candidate engine reference torque point and other parameters to calculate the equivalent fuel consumption value.

[0048] On this basis, following the principle of minimizing the equivalent fuel consumption, the equivalent fuel consumption values corresponding to each candidate engine reference torque point are calculated. And the one with the minimum equivalent fuel consumption value is selected from all candidate engine reference torque points, and the corresponding engine torque is used as the target torque at the wheel end of the engine under the current working condition. Through the above method, it is possible to dynamically select the optimal energy distribution ratio between fuel and electric drive under different working conditions, improving the economy and coordination of the vehicle drive system.

[0049] In this embodiment, first, based on the principle of minimizing the equivalent fuel consumption, multiple candidate engine reference torque points are traversed. The candidate engine reference torque points can be constructed by offsetting the engine reference torque point by a set offset (such as ±20 Nm, ±10 Nm, which can be calibrated). Among them, the engine torque reference point in the candidate set should be restricted by the engine torque boundary, that is, when offsetting the engine reference torque point, the influence of the engine torque boundary limit value needs to be considered. Each candidate point represents a possible working torque state of the engine.

[0050] For each candidate engine reference torque point, according to the current driver's required torque and the wheel end speed request, combined with the equivalent factor, the engine wheel end loss power at each candidate engine reference torque point, and the average wheel end loss power of the virtual motor, the equivalent fuel consumption value at each candidate engine reference torque point is calculated.

[0051] Among them, the equivalent fuel consumption value is shown in the following formula (1): (1) Among them, is the equivalent fuel consumption value, is the fuel equivalent power, is the motor equivalent power, is the equivalent factor. Among them, the fuel equivalent power is shown in the following formula (2): (2) Among them, is the engine wheel end required torque, and the engine reference torque point is obtained by looking up the engine optimal economic curve table. is the wheel end speed request, is the engine wheel end loss power, which is obtained by looking up the engine wheel end power loss MAP from the engine wheel end required torque and the wheel end speed request.

[0052] Among them, the motor equivalent power is shown in the following formula (3): (3) Among them, is the required torque at the motor wheel end, which is obtained by subtracting the required torque at the engine wheel end from the driver's required torque. is the average loss power of the motor, which is obtained by looking up the average wheel end loss power MAP of the virtual motor based on the required torque at the motor wheel end and the wheel end speed.

[0053] Furthermore, compare the equivalent fuel consumption values calculated at the candidate engine reference torque points that all satisfy the engine wheel end torque boundary and the motor average wheel end torque boundary, and select the one with the minimum equivalent fuel consumption value. The candidate engine reference torque point corresponding to this minimum value is determined as the engine wheel end target torque under this working condition.

[0054] In this application, the driver's required torque is obtained by the vehicle's controller; the vehicle speed is obtained by the chassis controller, the engine loss power MAP is obtained by the engine bench test, the generator loss power MAP is obtained by the generator bench test, the front drive motor loss power MAP is obtained by the front drive motor bench test, and the rear drive motor loss power MAP is obtained by the rear drive motor bench test.

[0055] In one embodiment, determining the rear drive motor target torque and the current front axle target torque according to the current driver's required torque includes: Determine the engine, generator, and front drive motor as a virtual engine, and calculate the average wheel end loss power of the virtual engine; Determine the rear drive motor target torque and the current front axle target torque according to the wheel end speed request, the current driver's required torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine.

[0056] In this embodiment, the engine, generator, and front drive motor are regarded as an overall virtual power unit, that is, a virtual engine, and based on the power loss characteristics of the three, the average wheel end loss power of the virtual engine at each working condition point is calculated. This average wheel end loss power is used as a unified energy consumption estimation reference to participate in the joint optimization calculation of the rear drive motor target torque and the current front axle target torque. In addition, determining the engine, generator, and front drive motor as a virtual engine and calculating its average wheel end loss power can simplify the calculation complexity of the front axle multi-power source wheel end loss power, realize a unified energy consumption evaluation standard, help to more efficiently evaluate the energy consumption sharing relationship with the rear drive motor, so as to optimize the distribution of the front and rear axle target torques while ensuring the driving demand, and improve the vehicle energy efficiency and control response accuracy.

[0057] Specifically, in this embodiment, the wheel-end loss power MAPs of the engine, the generator, and the front drive motor can be obtained respectively, and the loss powers of the three at the same wheel-end speed and wheel-end torque grid points are arithmetically averaged to obtain the average wheel-end loss power MAP of the virtual engine. Specifically, the wheel-end loss power MAP of the generator and the wheel-end loss power MAP of the front drive motor need to be multiplied by the equivalent factor, and then superimposed with the wheel-end loss power MAP of the engine, and then the arithmetic mean is calculated to obtain the average wheel-end loss power MAP of the virtual engine. This average wheel-end loss power MAP can be used for fast look-up at any subsequent operating point to determine the average wheel-end loss power of the current virtual engine. It should be noted that since the engine, the generator, and the front drive motor are all deployed on the front axle in the chassis structure, that is, they all belong to the power sources of the front axle, and the virtual engine can be regarded as the power source of the front axle. Therefore, it can be understood that in this application, the power sources of the front axle are regarded as a whole power unit, that is, the virtual engine. Therefore, the average wheel-end loss power of the current virtual engine mentioned in this application is the average wheel-end loss power of the current front axle, and the target torque of the current virtual engine is the current front axle target torque. It should be noted that in this application, the engine, the generator, and the front drive motor constitute a multi-source power system of the front axle, and they have different energy conversion paths and power loss characteristics respectively. By combining the three into a virtual engine and calculating the average wheel-end loss power, the calculation complexity can be reduced while maintaining the accuracy of energy consumption evaluation, which is convenient for the controller to efficiently solve in real-time control. The rear drive motor has an independent power source, and the energy consumption distribution relationship between it and the front axle is the core of torque distribution optimization. By combining the engine, the generator, and the front drive motor into a virtual engine, the energy consumption calculation logic of multiple power sources is simplified, and the control efficiency and real-time performance of torque distribution are improved. At the same time, the average wheel-end loss power of this virtual engine helps to more accurately evaluate the torque distribution relationship with the rear drive motor, providing a reliable basis for the joint optimization of the target torques of the front and rear axles, so as to achieve a double improvement in the vehicle energy efficiency and control response performance on the premise of meeting the driving requirements.

[0058] Further, on the basis of determining the current driver's required torque, the optimization calculation of the target torque of the rear drive motor and the current front axle target torque is performed. This process can be based on the principle of minimizing the equivalent fuel consumption of the front and rear axles, and specifically consider the following input factors: the current wheel-end speed request; the current driver's required torque; the set equivalent factor; the wheel-end loss power of the rear drive motor at multiple candidate engine reference torque points; the average wheel-end loss power of the virtual engine under the corresponding working conditions.

[0059] In this embodiment, by constructing a virtual engine and uniformly modeling the energy consumption characteristics of the front axle power system, the consistency of energy consumption evaluation between the front and rear axles is effectively enhanced. At the same time, the comparison of the losses between the rear drive motor and the virtual engine is introduced in the torque distribution calculation, which helps to improve the rationality of the usage time and output ratio of the rear drive motor, avoid the imbalance of the overall control effect caused by the deviation of the local energy consumption model, and further improve the comprehensive energy efficiency and actual response performance of the multi-power-source torque distribution strategy in hybrid vehicles.

[0060] In this embodiment, the engine, generator, and front drive motor are regarded as a unified virtual engine, the average wheel-end loss power is calculated, and the rear drive motor and the front axle target torque are jointly optimized based on the principle of minimizing the equivalent fuel consumption of the front and rear axles. This not only improves the accuracy of energy consumption evaluation and the consistency of front and rear axle torque distribution, but also effectively reduces energy consumption, optimizes the working point selection of the rear drive motor, simplifies the real-time calculation process of the controller, and enhances the energy efficiency optimization ability and control robustness of the whole vehicle in the multi-power-source cooperative control scenario.

[0061] In one embodiment, the rear drive motor target torque and the current front axle target torque are determined according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel-end loss power, and the average wheel-end loss power of the virtual engine, including: Traverse multiple candidate front axle torque ratio coefficients, and calculate the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque ratio coefficient according to the current driver demand torque, where a candidate front axle torque ratio coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque; According to the current driver demand torque, the wheel-end speed request, the equivalent factor, the average wheel-end loss power of the virtual engine and the rear drive motor wheel-end loss power at each candidate front axle torque ratio coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque ratio coefficient, determine the equivalent fuel consumption values of the front and rear axles at each candidate front axle torque ratio coefficient; The current rear axle demand torque and the current front axle demand torque at the candidate front axle torque ratio coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles are determined as the rear drive motor wheel-end target torque and the current front axle target torque.

[0062] In this embodiment, the process of determining the rear drive motor target torque and the current front axle target torque according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel-end loss power, and the average wheel-end loss power of the virtual engine specifically includes the following steps: First, traverse multiple candidate front-axle torque proportion coefficients. Each candidate front-axle torque proportion coefficient represents the proportion of the current front-axle required torque in the overall driver's required torque. Given this proportion coefficient, the corresponding front-axle required torque and rear-axle required torque can be calculated based on the driver's required torque.

[0063] Next, for each set of front and rear axle required torques determined by the candidate front-axle torque proportion coefficients, combined with the current wheel-end speed request, the set equivalent factor, the average wheel-end loss power of the virtual engine at the corresponding front-axle required torque, and the wheel-end loss power of the rear drive motor at the corresponding rear-axle required torque, calculate the equivalent fuel consumption value for this combination scheme respectively.

[0064] On this basis, adopting the principle of minimizing the equivalent fuel consumption of the front and rear axles, select the one with the minimum equivalent fuel consumption value from all the front and rear axle torque combinations corresponding to the candidate front-axle torque proportion coefficients. The corresponding front-axle required torque and rear-axle required torque are used as the target torques of the front drive motor and the rear drive motor under the current working condition respectively.

[0065] In the above way, it is possible to make a dynamic selection based on the principle of minimizing the equivalent fuel consumption of the front and rear axles among multiple possible torque distribution schemes, which not only improves the economy of the vehicle's power system, but also enhances the efficiency and consistency of the coordinated work of the front and rear axle drive units, and improves the efficient energy distribution and control under the hybrid four-wheel drive system with multiple power sources.

[0066] In some cases, traverse multiple candidate front-axle torque proportion coefficients. Each candidate front-axle torque proportion coefficient is used to represent the proportion of the current front-axle required torque in the driver's required torque, that is, the driver's required torque is divided into the current front-axle required torque and the current rear-axle required torque through a proportional relationship. Among them, the value range of the candidate front-axle torque proportion coefficient can be set between 0 and 1, and it increases at a certain increment value interval, such as an increment value of 0.1. The specific increment value can be calibrated and adjusted according to the computing power of the controller.

[0067] Among them, the equivalent fuel consumption value of the front and rear axles can be calculated by the following formula (4): (4) Among them, is the equivalent fuel consumption value of the front and rear axles, is the front-axle loss power (virtual engine loss power), which is obtained by the front-axle required torque (virtual engine required torque) and the wheel-end speed request to query the average wheel-end loss power MAP of the virtual engine; is the rear-axle loss power (rear drive motor loss power), which is obtained by Rear axle required torque (required torque of the rear drive motor) and The wheel end speed request is used to query the rear drive motor wheel end loss power MAP.

[0068] Among them, the rear axle required torque is expressed as follows: , where is the driver's required torque; the front axle required torque is expressed as follows: , is the front axle torque ratio coefficient.

[0069] In one embodiment, according to the wheel end speed request, the current driver's required torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine, the target torque of the rear drive motor and the current front axle target torque are determined, including: determining the target front axle torque ratio coefficient according to the wheel end speed request, the current driver's required torque, the equivalent factor, the rear drive motor wheel end loss power, and the average wheel end loss power of the virtual engine; determining the target torque of the rear drive motor and the current front axle target torque according to the target front axle torque ratio coefficient.

[0070] In this embodiment, by dynamically determining the target front axle torque ratio coefficient and optimizing the distribution of the front and rear axle torques based on this target front axle torque ratio coefficient, the aim is to achieve the optimal balance of the vehicle's drive energy efficiency, improve the vehicle's economy and power response performance. Incorporating key energy consumption parameters such as the equivalent factor and wheel end loss power into the decision-making process enables torque distribution to not only focus on meeting driving demands but also take into account energy usage efficiency, avoiding poor energy consumption caused by simply distributing according to a fixed ratio or empirical formula. The embodiment realizes the unified evaluation of cross-power source energy consumption by incorporating the wheel end speed request, driver's required torque, equivalent factor, rear drive motor wheel end loss power, and virtual engine average wheel end loss power into the optimization calculation process of the front axle torque ratio coefficient, improving the economy and coordination of the vehicle's drive torque distribution strategy. By first determining the target front axle torque ratio coefficient, the real-time control calculation complexity can be effectively reduced, the torque distribution response speed and accuracy can be improved, and the dual demands of vehicle energy conservation and dynamic performance optimization can be met.

[0071] In one embodiment, determining a target front axle torque proportionality coefficient according to a wheel end speed request, a current driver demand torque, an equivalent factor, a rear drive motor wheel end loss power, and an average wheel end loss power of a virtual engine includes: traversing a plurality of candidate front axle torque proportionality coefficients, and calculating a current rear axle demand torque and a current front axle demand torque at each candidate front axle torque proportionality coefficient according to the current driver demand torque, where a candidate front axle torque proportionality coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque; determining an equivalent fuel consumption value of the front and rear axles at each candidate front axle torque proportionality coefficient according to the current driver demand torque, the wheel end speed request, the equivalent factor, the average wheel end loss power of the virtual engine and the rear drive motor wheel end loss power at each candidate front axle torque proportionality coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportionality coefficient; and determining the candidate front axle torque proportionality coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque proportionality coefficient.

[0072] In this embodiment, the engine, the generator, and the front drive motor are regarded as a unified virtual engine, and its average wheel end loss power is calculated as the energy efficiency evaluation benchmark of the front axle power source. At the same time, the rear drive motor wheel end loss power is evaluated separately, and the oil-electric energy consumption equivalent mapping is realized by introducing an equivalent factor to form a "front and rear axle equivalent fuel consumption value" that can be uniformly compared. Based on this, during the real-time control process, the controller traverses a plurality of candidate front axle torque proportionality coefficients, calculates the corresponding front and rear axle demand torques for each candidate front axle torque proportionality coefficient, and calculates the corresponding front and rear axle equivalent fuel consumption values based on the loss power of each power source and the equivalent factor under the current working conditions. Finally, the target front axle torque proportionality coefficient that minimizes the equivalent fuel consumption value is selected to determine the final target torque distribution of the front and rear axles. Through the above optimization process, the front and rear axle torque distribution can be adaptively and dynamically optimized, and the high-efficiency working range of each power source can be fully utilized; while meeting the driver's driving requirements, the overall vehicle comprehensive energy consumption can be reduced, the fuel economy and the electric drive energy efficiency can be improved; the system cooperation efficiency can be improved; the complexity of the control algorithm is moderate, it is easy to be deployed in real time, and the response speed and robustness of the vehicle controller can be improved.

[0073] In one embodiment, determining the generator wheel end target torque and the front drive motor wheel end target torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: When the current front axle target torque is greater than or equal to the engine wheel end target torque, determining that the generator wheel end target torque is zero, and determining the torque difference as the front drive motor wheel end target torque.

[0074] In this embodiment, it is first necessary to calculate the torque difference between the current front axle target torque and the engine wheel end target torque. Among them, the determination methods of the current front axle target torque and the engine wheel end target torque have been described in detail above, and will not be elaborated herein.

[0075] When the front axle target torque is greater than or equal to the engine wheel end target torque, it indicates that the engine cannot independently bear the front axle torque demand. At this time, the front drive motor is preferentially used to compensate the front axle target torque to make up for the part of the torque insufficient of the engine torque: First, the generator wheel end target torque is set to zero; then, the torque difference between the engine wheel end target torque and the front axle target torque is allocated to the front drive motor as the front drive motor wheel end target torque to compensate the front axle target torque to make up for the part of the torque insufficient of the engine torque. In some cases, if the front drive motor wheel end target torque exceeds its torque boundary limit value, the generator bears the excess torque for compensation; if the generator compensation torque still exceeds its boundary limit value, the remaining insufficient part of the torque is further compensated by the engine. Through the above method, the accurate distribution of the remaining torque demand of the front axle can be realized. While ensuring the driving demand, the energy consumption coordination relationship among the engine, the generator and the front drive motor can be further optimized, and the energy utilization efficiency of the whole vehicle in the parallel four-wheel drive mode can be improved.

[0076] In one embodiment, determining the generator wheel end target torque and the front drive motor wheel end target torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: In the case where the current front axle target torque is less than the engine wheel end target torque, traverse multiple candidate generator torque ratio coefficients, and calculate the current generator wheel end demand torque and the current front drive motor wheel end demand torque under each candidate generator torque ratio coefficient. A candidate generator torque ratio coefficient is used to represent the ratio of the generator wheel end demand torque to the torque difference; According to the wheel end speed request, the generator loss power and the front drive motor loss power under each candidate generator torque ratio coefficient, and the current generator wheel end demand torque and the current front drive motor wheel end demand torque under each candidate generator torque ratio coefficient, determine the comprehensive energy consumption values of the generator and the front drive motor under each candidate generator torque ratio coefficient; The current generator wheel end demand torque and the current front drive motor wheel end demand torque under the candidate generator torque ratio coefficient corresponding to the minimum generator and front drive motor comprehensive energy consumption value are determined as the generator wheel end target torque and the front drive motor wheel end target torque.

[0077] In this embodiment, it is also necessary to first calculate the torque difference between the current front axle target torque and the engine wheel end target torque. The methods for determining the current front axle target torque and the engine wheel end target torque have been described in detail above, and will not be elaborated herein.

[0078] When the current front axle target torque is less than the engine wheel end target torque, it indicates that the engine output capacity is relatively surplus, and the engine can provide the target torque required by the current front axle. In this embodiment, according to the principle of optimal comprehensive energy consumption of the generator and the front drive motor, the process of distributing the torque difference between the current front axle target torque and the engine wheel end target torque to the generator wheel end target torque and the front drive motor wheel end target torque specifically includes the following steps: Traverse multiple candidate generator torque ratio coefficients. Each candidate generator torque ratio coefficient is used to represent the ratio of the current torque difference allocated to the generator, that is, the ratio between the generator wheel end required torque and the torque difference. Based on each candidate generator torque ratio coefficient, calculate the current generator wheel end required torque and the front drive motor wheel end required torque respectively.

[0079] Secondly, at each candidate generator torque ratio coefficient, based on the current wheel end speed request, search the generator loss power MAP and the front drive motor loss power MAP respectively to obtain the generator loss power and the front drive motor loss power.

[0080] Then, combining the current generator and front drive motor wheel end required torques with the corresponding wheel end speed requests, as well as the generator loss power and the front drive motor loss power, calculate the comprehensive energy consumption values of the generator and the front drive motor at each candidate generator torque ratio coefficient.

[0081] Finally, compare the comprehensive energy consumption values of the generator and the front drive motor corresponding to all candidate generator torque ratio coefficients, and within the generator wheel end torque boundary and the front drive motor wheel end torque boundary, select the group with the minimum energy consumption value, which is the optimal torque distribution scheme between the generator and the front drive motor. Determine the generator wheel end required torque and the front drive motor wheel end required torque corresponding to this group of generator torque ratio coefficients as the generator wheel end target torque and the front drive motor wheel end target torque respectively. In this embodiment, since the engine can provide the driving force to meet the front axle target torque, that is, the engine can independently bear the front axle torque demand, therefore, the generator wheel end target torque allocated to the generator and the front drive motor wheel end target torque allocated to the front drive motor are both used to execute the power generation working condition and do not participate in providing the front axle driving force.

[0082] In the above - mentioned way, it is possible to achieve the optimal distribution of torque coordination between the generator and the front - drive motor on the premise of meeting the front - axle drive requirements, effectively reducing the power consumption during driving, improving the overall vehicle operation efficiency, and being particularly applicable to the energy - consumption management and optimal control of complex working conditions in the vehicle parallel four - wheel - drive mode.

[0083] In this embodiment, the comprehensive energy consumption of the generator and the front - drive motor can be calculated by the following formula (5): (5) Wherein, is the comprehensive energy consumption of the generator and the front - drive motor, is the torque proportion coefficient of the generator, is the required torque at the generator wheel end, is the required torque at the front - drive motor wheel end. is the power loss of the generator, is the power loss of the front - drive motor.

[0084] Wherein, the required torque at the generator wheel end , is the torque difference between the current front - axle target torque and the engine wheel - end target torque; the required torque at the front - drive motor wheel end .

[0085] In one embodiment, determining the target torque at the generator wheel end and the target torque at the front - drive motor wheel end according to the torque difference between the current front - axle target torque and the engine wheel - end target torque includes: when the current front - axle target torque is less than the engine wheel - end target torque, determining the target generator torque proportion coefficient according to the wheel - end speed request, the generator power loss and the front - drive motor power loss at each candidate generator torque proportion coefficient, and the torque difference between the current front - axle target torque and the engine wheel - end target torque; and determining the target torque at the generator wheel end and the target torque at the front - drive motor wheel end according to the target generator torque proportion coefficient.

[0086] In this embodiment, for the working condition where the target torque of the front axle is less than the target torque at the engine wheel end, by dynamically determining the target generator torque proportionality coefficient and optimizing the distribution of the torque difference between the current target torque of the front axle and the target torque at the engine wheel end based on the generator torque proportionality coefficient, the aim is to improve the energy efficiency level and control consistency of the collaborative output of multiple power sources on the front axle, and enhance the economy and dynamic response ability of the vehicle drive system under complex working conditions. By incorporating the wheel-end speed request, the current torque difference, and the loss power of the generator and the front drive motor at the wheel end into the optimization calculation process of the generator torque proportionality coefficient, the internal torque distribution on the front axle can not only meet the driving requirements but also fully balance the energy consumption differences between power sources, avoiding energy consumption waste or power response imbalance caused by static strategies or empirical rules. By evaluating the energy loss of the generator and the front drive motor for each candidate generator torque proportionality coefficient, the dynamic optimal selection of the collaborative working strategy between the power sources on the front axle is realized, improving the vehicle energy consumption utilization efficiency and control flexibility. By first determining the target generator torque proportionality coefficient, the real-time control operation complexity can be effectively reduced, the response speed and control accuracy of the multi-source power distribution on the front axle can be improved, and the comprehensive requirements of vehicle energy conservation and consumption reduction, power performance optimization, and multi-scenario adaptability can be met.

[0087] In one embodiment, according to the wheel-end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportionality coefficient, and the torque difference between the current target torque of the front axle and the target torque at the engine wheel end, determining the target generator torque proportionality coefficient includes: traversing multiple candidate generator torque proportionality coefficients, calculating the current generator wheel-end demand torque and the current front drive motor wheel-end demand torque at each candidate generator torque proportionality coefficient according to the torque difference between the current target torque of the front axle and the target torque at the engine wheel end, where a candidate generator torque proportionality coefficient is used to represent the ratio of the generator wheel-end demand torque to the torque difference; determining the comprehensive energy consumption values of the generator and the front drive motor at each candidate generator torque proportionality coefficient according to the wheel-end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportionality coefficient, and the current generator wheel-end demand torque and the current front drive motor wheel-end demand torque at each candidate generator torque proportionality coefficient; and determining the candidate generator torque proportionality coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque proportionality coefficient.

[0088] In this embodiment, the process of determining the target generator shaft torque and the target front drive motor shaft torque based on the torque difference between the current front axle target torque and the engine shaft end target torque includes: when the current front axle target torque is less than the engine shaft end target torque, based on the shaft end speed request, the generator loss power and the front drive motor loss power calculated at different candidate generator torque ratio coefficients, and the torque difference between the current front axle target torque and the engine shaft end target torque, determine the target generator torque ratio coefficient. Then, based on this target generator torque ratio coefficient, further determine the target generator shaft torque and the target front drive motor shaft torque.

[0089] Specifically, the process of determining the target generator torque ratio coefficient includes the following steps: First, traverse multiple candidate generator torque ratio coefficients. For each candidate generator torque ratio coefficient, calculate the generator shaft end required torque and the front drive motor shaft end required torque based on the torque difference between the current front axle target torque and the engine shaft end target torque. Then, based on the shaft end speed request, at each candidate generator torque ratio coefficient, combine the corresponding generator loss power and front drive motor loss power, as well as the corresponding generator shaft end required torque and front drive motor shaft end required torque, and calculate the comprehensive energy consumption value of the generator and the front drive motor at this candidate generator torque ratio coefficient. Finally, determine the candidate generator torque ratio coefficient corresponding to the minimum comprehensive energy consumption value as the target generator torque ratio coefficient.

[0090] In this embodiment, by dynamically optimizing and determining the target generator torque ratio coefficient when the current front axle target torque is less than the engine shaft end target torque, it is possible to allocate the torque difference between the engine and the front axle according to the power loss characteristic differences between the front axle power sources (generator and front drive motor). There are differences in the energy efficiency performance of the generator and the front drive motor under different working conditions. If a fixed ratio or empirical rule is used to allocate this difference, it is easy to cause high energy consumption or poor power response. In this embodiment, by traversing the candidate generator torque ratio coefficients, calculating the comprehensive energy consumption values of the corresponding generators and front drive motors respectively, and selecting the optimal energy consumption corresponding ratio coefficient, it is beneficial to avoid the generator or the front drive motor working in a high-loss working condition for a long time and improve the overall energy efficiency performance of the multi-power source collaborative work of the front axle. At the same time, this method can improve the dynamic adaptability, flexibly adjust the working load sharing strategy of the generator / front drive motor according to the real-time working conditions, and enhance the comprehensive economy and power response performance of the vehicle under different driving demands, road conditions and energy management strategies. In addition, determining the target generator torque ratio coefficient in advance can significantly reduce the complexity of the real-time control algorithm, improve the response speed and real-time performance of the front axle torque coordination control process, and better meet the requirements of modern complex multi-source hybrid systems for efficient and flexible drive control.

[0091] In one embodiment, Figure 2 Shown is a flowchart for calculating the target torque at the generator wheel end and the target torque at the front drive motor wheel end, as Figure 2 shown below: Step S41, obtain the target torque at the engine wheel end and the target torque at the front axle.

[0092] Step S42, calculate the torque difference between the target torque at the front axle and the target torque at the engine wheel end.

[0093] If the difference is less than 0, that is, the current target torque at the front axle is less than the target torque at the engine wheel end, go to step S43, and allocate the torque difference according to the principle of optimal comprehensive energy consumption of the generator and the front drive motor. Specifically, traverse multiple candidate generator torque ratio coefficients, calculate the required torque at the generator wheel end and the torque of the front drive motor under different generator torque ratio coefficients respectively, and combine the rotational speed request at the wheel end and the look-up table value of the corresponding loss power to obtain the comprehensive energy consumption value under each generator torque ratio coefficient, and select the torque allocation result with the minimum comprehensive energy consumption value as the final target. The torque at the generator wheel end and the torque at the front drive motor wheel end obtained at this time are respectively used as the corresponding target torque at the generator wheel end and the target torque at the front drive motor wheel end.

[0094] If the difference is greater than or equal to 0, that is, the current target torque at the front axle is greater than or equal to the target torque at the engine wheel end, jump to step S44. At this time, the generator is not required to participate in driving, directly set the target torque at the generator wheel end to 0, and use the difference between the target torque at the front axle and the target torque at the engine wheel end as the target torque at the front drive motor wheel end.

[0095] In this application, the principle of optimal comprehensive energy consumption of the generator and the front drive motor is to calculate the corresponding comprehensive energy consumption values respectively under multiple candidate generator torque ratio coefficients, and select the group with the minimum comprehensive energy consumption from them. The generator torque ratio coefficient corresponding to this group of comprehensive energy consumption values is the optimal generator torque ratio coefficient between the generator and the front drive motor, and the required torque at the generator wheel end and the required torque at the front drive motor wheel end corresponding to it are respectively determined as the target torque at the generator wheel end and the target torque at the front drive motor wheel end. It should be noted that the required torque at the generator wheel end and the required torque at the front drive motor wheel end determined based on the above principle of optimal comprehensive energy consumption need to meet the requirements of the torque boundary at the generator wheel end and the torque boundary at the front drive motor wheel end respectively, that is, the required torque at the generator wheel end needs to be within the torque boundary at the generator wheel end, while the required torque at the front drive motor wheel end needs to be within the torque boundary at the front drive motor wheel end.

[0096] In one embodiment, obtain the terrain mode in which the vehicle is located; Determine the current target torque at the front axle according to the current driver's required torque, including: In a case where the terrain mode does not belong to any terrain mode in the target terrain mode set, the current front axle target torque is determined according to the current driver demand torque.

[0097] In this embodiment, when determining the current rear axle target torque and the current front axle target torque, the influence of the terrain mode on the torque distribution is taken into consideration to further improve the vehicle's passability and driving stability under specific terrain conditions. The method further includes: First, the terrain mode that the vehicle is currently in is obtained. Terrain modes include but are not limited to snow mode, mud mode, sand mode, rock mode, normal mode, etc., where snow, mud, sand, rock and other modes constitute a preset target terrain mode set, which is used to represent that the vehicle is in a special terrain environment.

[0098] When the terrain mode belongs to any terrain mode in the target terrain mode set, the preset front axle torque ratio coefficient is directly used as the current front and rear axle torque distribution reference. The preset front axle torque ratio coefficient can be set to 0.5, that is, the front and rear axles each bear 50% of the driving demand. The specific value can be adjusted according to the vehicle driving strategy and calibration results.

[0099] Under this preset front axle torque proportional coefficient, the required torque of the front and rear axles is first calculated based on the current driver's required torque, and both must meet their respective torque boundary limits. If the required torque of any axle exceeds its torque boundary, the excess will be compensated by the other axle, and the compensated torque is also subject to the torque boundary limit of the other axle. Specifically, if the required torque of the front axle exceeds its torque boundary, the excess will be compensated by the rear axle; if the rear axle torque still exceeds its boundary after compensation, the boundary value shall prevail. The final determined front axle target torque and rear axle target torque are the current torque distribution results, where the rear axle target torque is the rear drive motor wheel-end target torque.

[0100] When the terrain mode does not belong to any terrain mode in the target terrain mode set (ie, it is a normal mode), the current front axle target torque is determined according to the current driver demand torque. The specific determination method is described above and will not be repeated in this embodiment.

[0101] This embodiment introduces terrain mode judgment logic to avoid front and rear axle torque bias caused by differences in the efficiency of the electric drive system in special terrain scenarios, thereby improving the vehicle's escape and stability control capabilities; under normal road conditions, an efficient driving strategy can still be implemented, thereby achieving dynamic adjustment of driving performance and energy consumption optimization.

[0102] In one embodiment, Figure 3 The figure shows a flow chart of the calculation of the target torque of the rear drive motor wheel end. Figure 2 As shown: Step S31: Obtain the current driver's required torque, terrain mode information, the average loss power MAP of the virtual engine, and the loss power MAP at the rear drive motor wheel end.

[0103] Next, in step S32, determine whether the terrain mode in which the vehicle is located belongs to a preset set of target terrain modes (including but not limited to special terrain modes such as snow, mud, sand, and rock). If it belongs, proceed to step S33; if it does not belong (i.e., normal mode), jump to step S34.

[0104] In step S33, when the vehicle is in a scenario within the set of target terrain modes, directly perform front and rear axle torque distribution using a fixed front axle torque ratio coefficient (such as 0.5, and the actual value can be calibrated and set). Based on this front axle torque ratio coefficient and the driver's required torque, calculate the current front axle target torque and the current rear axle target torque, and determine the current rear axle target torque as the target torque at the rear drive motor wheel end.

[0105] In step S34, when the vehicle is in normal mode, traverse multiple candidate front axle torque ratio coefficients, calculate the corresponding equivalent fuel consumption values of the front and rear axles respectively, select the set of front axle torque ratio coefficients with the minimum equivalent fuel consumption value of the front and rear axles, and determine the current front axle target torque and the current rear axle target torque accordingly.

[0106] Finally, in step S35, determine the calculated current rear axle target torque as the target torque at the rear drive motor wheel end.

[0107] Through Figure 3 the process shown, the determination of the target torque at the rear drive motor wheel end not only takes into account the drive control requirements under different terrains but also combines the vehicle's overall energy consumption optimization strategy to achieve efficient drive control of the vehicle in the parallel four-wheel drive mode.

[0108] In this embodiment, to unify the energy consumption evaluation benchmarks of different power sources and improve the accuracy of energy consumption optimization calculations, the following conversion method is adopted, specifically as follows: First, based on the total speed ratio conversion principle, uniformly convert the loss power MAP of each power source into a loss power MAP with wheel end parameters as input variables. Taking the generator as an example, in its original loss power MAP, the X-axis is the generator speed, the Y-axis is the generator output torque, and the Z-axis is the loss power. By dividing the X-axis speed by the total speed ratio from the generator to the wheel end, the corresponding wheel end speed X' is obtained; multiplying the Y-axis torque by this total speed ratio, the wheel end torque Y' is obtained; the Z-axis loss power value remains unchanged. By analogy, perform the same wheel end conversion process on the loss power MAP of the engine, front drive motor, and rear drive motor respectively to obtain the engine wheel end loss power MAP, generator wheel end loss power MAP, front drive motor wheel end loss power MAP, and rear drive motor wheel end loss power MAP.

[0109] Subsequently, unified interpolation processing is performed on the above-mentioned wheel-end loss power MAP after conversion. Specifically, the interpolation interval of the wheel-end speed is selected as 500 rpm (this value can be calibrated according to the calculation ability of the controller), and the interpolation interval of the wheel-end torque is 50 Nm (which can also be calibrated). Grid reconstruction is performed on each wheel-end MAP, so as to obtain the engine wheel-end loss power MAP, the generator wheel-end loss power MAP, the front drive motor wheel-end loss power MAP, and the rear drive motor wheel-end loss power MAP with consistent formats and unified resolutions.

[0110] Through the above conversion and unified processing steps, different power sources can be carried out under the same evaluation dimension in the energy consumption optimization calculation, thereby improving the accuracy, real-time performance, and consistency of the energy consumption calculation in the control strategy, and contributing to the realization of efficient cooperative control in the torque distribution process of hybrid vehicles.

[0111] In one embodiment, the generator, the front drive motor, and the rear drive motor are determined as virtual motors. According to the generator wheel-end loss power MAP, the front drive motor wheel-end loss power MAP, and the rear drive motor wheel-end loss power MAP, the average wheel-end loss power MAP of the virtual motor is obtained. The average wheel-end loss power MAP of the virtual motor is used to determine the average wheel-end loss power of the virtual motor at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

[0112] In this embodiment, first, the generator, the front drive motor, and the rear drive motor are determined as virtual motors. Then, the wheel-end loss power values of the generator, the front drive motor, and the rear drive motor at the same wheel-end speed and wheel-end torque grid points (i.e., the Z-axis values in the corresponding MAP) are arithmetically averaged to obtain the average wheel-end loss power MAP of the virtual motor. It can be understood that in the generator wheel-end loss power MAP, the generator wheel-end loss power MAP is obtained by combining multiple generator wheel-end loss power points; in the front drive motor wheel-end loss power MAP, the front drive motor wheel-end loss power MAP is obtained by combining multiple front drive motor wheel-end loss power points; in the rear drive motor wheel-end loss power MAP, the rear drive motor wheel-end loss power MAP is obtained by combining multiple rear drive motor wheel-end loss power points. The generator wheel-end loss power MAP, the front drive motor wheel-end loss power MAP, and the rear drive motor wheel-end loss power MAP are arithmetically averaged to obtain the average wheel-end loss power MAP of the virtual motor. The average wheel-end loss power MAP of this virtual motor is used to determine the average wheel-end loss power of the virtual motor at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

[0113] In one embodiment, the engine loss power MAP is converted into an engine wheel-end loss power MAP, and the engine wheel-end loss power MAP is used to determine the engine wheel-end loss power at each candidate engine reference torque point; The engine, the generator, and the front drive motor are determined as a virtual engine. According to the engine wheel-end loss power MAP, the generator wheel-end loss power MAP, and the front drive motor wheel-end loss power MAP, the average wheel-end loss power MAP of the virtual engine is obtained. The average wheel-end loss power MAP of the virtual engine is used to determine the front axle loss power at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

[0114] In this embodiment, based on the foregoing engine loss power MAP being converted into an engine wheel-end loss power MAP, therefore, the engine loss power MAP obtained from the engine loss power MAP is also converted into an engine wheel-end loss power MAP.

[0115] In this embodiment, the engine, the generator, and the front drive motor are jointly defined as a virtual engine. At the grid points with the same wheel-end speed and wheel-end torque, the wheel-end loss power corresponding to the engine, the generator, and the front drive motor (i.e., the Z-axis value in the MAP) is extracted respectively. The wheel-end loss power of the generator and the front drive motor needs to be multiplied by the corresponding equivalent factor first to ensure its comparability with the engine wheel-end loss power. Subsequently, the adjusted wheel-end loss power of the generator, the adjusted wheel-end loss power of the front drive motor, and the engine wheel-end loss power are arithmetically averaged to obtain the average wheel-end loss power of the virtual engine corresponding to this grid point. By calculating the average wheel-end loss power at each grid point through the above method, a complete MAP of the average wheel-end loss power of the virtual engine is finally constructed.

[0116] It can be understood that in the MAP of the wheel-end loss power of the generator, the MAP of the wheel-end loss power of the generator is obtained by combining multiple wheel-end loss power points of the generator. In the MAP of the wheel-end loss power of the front drive motor, the MAP of the wheel-end loss power of the front drive motor is obtained by combining multiple wheel-end loss power points of the front drive motor. In the MAP of the wheel-end loss power of the engine, the MAP of the wheel-end loss power of the engine is obtained by combining multiple wheel-end loss power points of the engine. The MAP of the wheel-end loss power of the generator, the MAP of the wheel-end loss power of the front drive motor, and the MAP of the wheel-end loss power of the engine are arithmetically averaged to obtain the MAP of the average wheel-end loss power of the virtual engine. The MAP of the average wheel-end loss power of the virtual engine is used to determine the front axle loss power at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

[0117] In one embodiment, there is provided an overall control flowchart for vehicle torque distribution as Figure 4 shown, as Figure 4 shown: Step S201, obtain vehicle parameters: including but not limited to: vehicle speed, MAP of the loss power of each power source, overall wheel-end speed ratio, tire diameter, terrain mode, MAP of the torque boundary of each power source, etc.

[0118] It is necessary to calculate the wheel-end torque boundary of each power source. Referring to the above method of calculating loss conversion, it is converted into the engine wheel-end torque boundary, the generator wheel-end torque boundary, the front drive motor wheel-end torque boundary, the rear drive motor wheel-end torque boundary, the virtual motor wheel-end torque boundary, and the virtual engine wheel-end torque boundary. It should be noted that calculating the virtual engine wheel-end torque boundary is the front axle wheel-end torque boundary. Instead of multiplying the wheel-end torque boundaries of the generator and the engine by the equivalent factor, the three are directly added and averaged arithmetically.

[0119] Step S202: Determine the target torque at the engine wheel end based on the principle of minimizing equivalent fuel consumption. Step S203: Determine the current target torques of the front axle and the rear axle (the target torque of the rear axle is the target torque at the rear drive motor wheel end) according to the principle of minimizing equivalent fuel consumption of the front and rear axles. Step S204: Calculate and distribute the target torques at the generator wheel end and the front drive motor wheel end according to the difference between the target torque of the front axle and the target torque at the engine wheel end, in accordance with the principle of optimal comprehensive energy consumption of the generator and the front drive motor. Step S205: Smooth processing of the target torques at the wheel ends of each power source. After calculating the target torques at the wheel ends of the engine, the generator, the front drive motor, and the rear drive motor respectively, in order to avoid shocks or vibrations in the vehicle's power system caused by too rapid changes in the target torques, it is necessary to perform smooth processing on the target torques at the wheel ends of each power source. The smooth processing includes, but is not limited to, the following methods: slope limitation, filtering processing, etc.

[0120] In one embodiment, the present application also provides a schematic diagram of the chassis architecture of a hybrid vehicle as Figure 5 shown. Among them, the chassis of the hybrid vehicle includes: an engine 1, a generator 2, a front drive motor 3, a rear drive motor 4, a power battery 5, a front axle drive axle 6, and a rear axle drive axle 7. The engine 1 is connected to the generator 2 and the front drive motor 3 through a set of power coupling mechanisms to form a front axle parallel drive structure, and the rear drive motor 4 independently constitutes a rear axle drive structure. The above-mentioned power units cooperate with each other through a control strategy to complete vehicle drive and energy distribution control, and are applicable to the torque optimal distribution method proposed by the present invention.

[0121] The present application provides a torque distribution method, the method comprising: first, determining the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque; then, determining the target torque of the generator wheel end and the target torque of the front drive motor wheel end according to the torque difference between the current target torque of the front axle and the target torque at the engine wheel end. The torque distribution method provided by the present application optimally distributes the driver demand torque between the front and rear axles, and further finely adjusts the torque difference between the engine, the generator, and the front drive motor inside the front axle, realizing the coordinated output control between multiple power sources, and being able to achieve efficient coordination between multiple power sources while meeting the drive demand, improving the fuel economy and endurance of the vehicle.

[0122] Based on the same inventive concept, in the second aspect of the embodiments of the present application, a torque distribution system is provided, as Figure 6 shown, the system comprising: A first determination module 301, configured to determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque. A second determination module 302, configured to determine a target generator shaft torque and a target front drive motor shaft torque according to a torque difference between the current target front axle torque and the target engine shaft torque.

[0123] Optionally, the system further includes: A first calculation sub-module, configured to determine a generator, a front drive motor, and a rear drive motor as a virtual motor, and calculate an average shaft loss power of the virtual motor; A first determination sub-module, configured to determine the target engine shaft torque according to a shaft speed request, a current driver demand torque, an equivalent factor, an engine shaft loss power, and the average shaft loss power of the virtual motor.

[0124] Optionally, the first determination sub-module includes: A first calculation sub-unit, configured to traverse a plurality of candidate engine reference torque points, and calculate an equivalent fuel consumption value at each candidate engine reference torque point according to a shaft speed request, a current driver demand torque, an equivalent factor, an engine shaft loss power at each candidate engine reference torque point, and the average shaft loss power of the virtual motor; A first determination sub-unit, configured to determine the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the target engine shaft torque.

[0125] Optionally, the first determination module 301 includes: A second calculation sub-module, configured to determine an engine, a generator, and a front drive motor as a virtual engine, and calculate an average shaft loss power of the virtual engine; A second determination sub-module, configured to determine a target rear drive motor torque and the current target front axle torque according to a shaft speed request, a current driver demand torque, an equivalent factor, a rear drive motor shaft loss power, and the average shaft loss power of the virtual engine.

[0126] Optionally, the second determination sub-module includes: A second determination sub-unit, configured to determine a target front axle torque proportionality coefficient according to a shaft speed request, a current driver demand torque, an equivalent factor, a rear drive motor shaft loss power, and the average shaft loss power of the virtual engine; A third determination sub-unit, configured to determine a target rear drive motor torque and the current target front axle torque according to the target front axle torque proportionality coefficient.

[0127] Optionally, the second determination sub-unit includes: The first calculation subunit is configured to traverse multiple candidate front axle torque proportion coefficients, and calculate the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportion coefficient according to the current driver demand torque, wherein a candidate front axle torque proportion coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque; The fourth determination subunit is configured to determine the equivalent fuel consumption values of the front and rear axles at each candidate front axle torque proportion coefficient according to the current driver demand torque, the wheel end speed request, the equivalent factor, the average wheel end loss power of the virtual engine and the rear drive motor wheel end loss power at each candidate front axle torque proportion coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportion coefficient; The fifth determination subunit is configured to determine the candidate front axle torque proportion coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque proportion coefficient.

[0128] Optionally, the second determination module 302 includes: The third determination sub-module is configured to, when the current front axle target torque is greater than or equal to the engine wheel end target torque, determine that the generator wheel end target torque is zero, and determine the torque difference as the front drive motor wheel end target torque.

[0129] Optionally, the second determination module 302 includes: The fourth determination sub-module is configured to, when the current front axle target torque is less than the engine wheel end target torque, determine the target generator torque proportion coefficient according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportion coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque; The fifth determination sub-module is configured to determine the generator wheel end target torque and the front drive motor wheel end target torque according to the target generator torque proportion coefficient.

[0130] Optionally, the fourth determination sub-module includes: The second calculation subunit is configured to traverse multiple candidate generator torque proportion coefficients, and calculate the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque proportion coefficient according to the torque difference between the current front axle target torque and the engine wheel end target torque, wherein a candidate generator torque proportion coefficient is used to represent the ratio of the generator wheel end demand torque to the torque difference; The sixth determination subunit is configured to determine the comprehensive energy consumption values of the generator and the front drive motor at each candidate generator torque ratio coefficient according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque ratio coefficient; The seventh determination subunit is configured to determine the candidate generator torque ratio coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque ratio coefficient.

[0131] Optionally, the system further includes: An acquisition sub-module, configured to acquire the terrain mode in which the vehicle is located; According to the current driver demand torque and a preset distribution rule, determine the target torque of the rear drive motor and the current front axle target torque. The first determination module 301 includes: A sixth determination sub-module, configured to, when the terrain mode does not belong to any terrain mode in the target terrain mode set, determine the target torque of the rear drive motor and the current front axle target torque according to the current driver demand torque and in accordance with the principle of minimizing the equivalent fuel consumption value.

[0132] Optionally, the system further includes: A seventh determination sub-module, configured to determine the generator, the front drive motor, and the rear drive motor as virtual motors, and obtain the average wheel end loss power MAP of the virtual motors according to the generator wheel end loss power MAP, the front drive motor wheel end loss power MAP, and the rear drive motor wheel end loss power MAP. The average wheel end loss power MAP of the virtual motors is used to determine the average wheel end loss power of the virtual motors at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

[0133] Optionally, the system further includes: An eighth determination sub-module, configured to convert the engine loss power MAP into an engine wheel end loss power MAP, and the engine wheel end loss power MAP is used to determine the engine wheel end loss power at each candidate engine reference torque point; A ninth determination sub-module is configured to determine an engine, a generator, and a front drive motor as a virtual engine, and obtain an average wheel-end loss power MAP of the virtual engine according to an engine wheel-end loss power MAP, a generator wheel-end loss power MAP, and a front drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual engine is used to determine the average wheel-end loss power of the virtual engine at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

[0134] Based on the same inventive concept, in a third aspect of the embodiments of the present application, a vehicle is provided, including the torque distribution system as described in the second aspect of the present application.

[0135] Based on the same inventive concept, in a fourth aspect of the embodiments of the present application, an electronic device 100 as shown in Figure 7 is provided, including a processor 120, a memory 110, and a program or instruction stored on the memory 110 and executable on the processor 120. When the program or instruction is executed by the processor 120, the steps of the torque distribution method as described in the first aspect of the present application are implemented.

[0136] Based on the same inventive concept, in a fifth aspect of the embodiments of the present application, a readable storage medium is provided, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the torque distribution method as described in the first aspect of the present application are implemented.

[0137] Each embodiment in this specification focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other.

[0138] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a device, or a computer program product. Therefore, the embodiments of the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memories, CD-ROMs, optical memories, etc.) containing computer-usable program codes.

[0139] Embodiments of the present application are described with reference to the flowcharts and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing terminal devices generate a device for implementing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0140] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device that implements the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0141] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device, such that a series of operation steps are executed on the computer or other programmable terminal device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0142] Although the preferred embodiments of the embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications that fall within the scope of the embodiments of the present application.

[0143] Finally, it should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or terminal device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or terminal device comprising the said element.

[0144] The above provides a detailed introduction to a torque distribution method, system, vehicle, electronic device and storage medium. Specific examples are used in this text to elaborate on the principles and implementation manners of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application. At the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A torque distribution method, characterized in that, The method includes: Determining a target torque of the rear drive motor and a current target torque of the front axle according to the current driver demand torque; Determining a target torque of the generator shaft end and a target torque of the front drive motor shaft end according to the torque difference between the current target torque of the front axle and the target torque of the engine shaft end.

2. The torque distribution method according to claim 1, characterized in that The method further includes: Determining the generator, the front drive motor, and the rear drive motor as virtual motors, and calculating an average shaft end loss power of the virtual motors; Determining the target torque of the engine shaft end according to the shaft end speed request, the current driver demand torque, the equivalent factor, the engine shaft end loss power, and the average shaft end loss power of the virtual motors.

3. The torque distribution method according to claim 2, characterized in that, The determining the target torque of the engine shaft end according to the shaft end speed request, the current driver demand torque, the equivalent factor, the engine shaft end loss power, and the average shaft end loss power of the virtual motors includes: Traversing a plurality of candidate engine reference torque points, and calculating an equivalent fuel consumption value at each candidate engine reference torque point according to the shaft end speed request, the current driver demand torque, the equivalent factor, the engine shaft end loss power at each candidate engine reference torque point, and the average shaft end loss power of the virtual motors; Determining the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the target torque of the engine shaft end.

4. The torque distribution method according to claim 1, wherein Determining the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque includes: Determining the engine, the generator, and the front drive motor as a virtual engine, and calculating an average shaft end loss power of the virtual engine; Determining the target torque of the rear drive motor and the current target torque of the front axle according to the shaft end speed request, the current driver demand torque, the equivalent factor, the shaft end loss power of the rear drive motor, and the average shaft end loss power of the virtual engine.

5. The torque distribution method according to claim 4, wherein Determining the target torque of the rear drive motor and the current target torque of the front axle according to the shaft end speed request, the current driver demand torque, the equivalent factor, the shaft end loss power of the rear drive motor, and the average shaft end loss power of the virtual engine includes: Determining a target front axle torque proportionality coefficient according to the shaft end speed request, the current driver demand torque, the equivalent factor, the shaft end loss power of the rear drive motor, and the average shaft end loss power of the virtual engine; Determining the target torque of the rear drive motor and the current target torque of the front axle according to the target front axle torque proportionality coefficient.

6. The torque distribution method according to claim 5, characterized in that Determining the target front axle torque proportionality coefficient according to the shaft end speed request, the current driver demand torque, the equivalent factor, the shaft end loss power of the rear drive motor, and the average shaft end loss power of the virtual engine includes: Traversing a plurality of candidate front axle torque proportionality coefficients, and calculating a current rear axle demand torque and a current front axle demand torque at each candidate front axle torque proportionality coefficient according to the current driver demand torque, where a candidate front axle torque proportionality coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque; Based on the current driver demand torque, wheel end speed request, equivalent factor, the average wheel end loss power of the virtual engine and the rear drive motor wheel end loss power at each candidate front axle torque ratio coefficient, and the current rear axle demand torque and current front axle demand torque at each candidate front axle torque ratio coefficient, determine the equivalent fuel consumption values of the front and rear axles at each candidate front axle torque ratio coefficient; Determine the candidate front axle torque ratio coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque ratio coefficient.

7. The torque distribution method according to claim 1, wherein The determining the generator wheel end target torque and the front drive motor wheel end target torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: When the current front axle target torque is greater than or equal to the engine wheel end target torque, determine that the generator wheel end target torque is zero, and determine the torque difference as the front drive motor wheel end target torque.

8. The torque distribution method according to claim 1, wherein The determining the generator wheel end target torque and the front drive motor wheel end target torque according to the torque difference between the current front axle target torque and the engine wheel end target torque includes: When the current front axle target torque is less than the engine wheel end target torque, according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque, determine the target generator torque ratio coefficient; According to the target generator torque ratio coefficient, determine the generator wheel end target torque and the front drive motor wheel end target torque.

9. The torque distribution method according to claim 8, wherein, The determining the target generator torque ratio coefficient according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the torque difference between the current front axle target torque and the engine wheel end target torque includes: Traverse multiple candidate generator torque ratio coefficients, and according to the torque difference between the current front axle target torque and the engine wheel end target torque, calculate the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque ratio coefficient. A candidate generator torque ratio coefficient is used to represent the ratio of the generator wheel end demand torque to the torque difference; According to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque ratio coefficient, and the current generator wheel end demand torque and the current front drive motor wheel end demand torque at each candidate generator torque ratio coefficient, determine the comprehensive energy consumption values of the generator and the front drive motor at each candidate generator torque ratio coefficient; Determine the candidate generator torque ratio coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque ratio coefficient.

10. The torque distribution method according to claim 6, wherein The method further includes: Obtain the terrain mode in which the vehicle is located; According to the current driver demand torque and the preset distribution rule, determine the rear drive motor target torque and the current front axle target torque, including: When the terrain mode does not belong to any terrain mode in the target terrain mode set, determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque and in accordance with the principle of minimizing the equivalent fuel consumption value.

11. The torque distribution method according to any one of claims 1-10, characterized in that, The method further includes at least one of the following: Determine the generator, the front drive motor, and the rear drive motor as virtual motors, and obtain the average wheel end loss power MAP of the virtual motors according to the generator wheel end loss power MAP, the front drive motor wheel end loss power MAP, and the rear drive motor wheel end loss power MAP. The average wheel end loss power MAP of the virtual motors is used to determine the average wheel end loss power of the virtual motors at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient.

12. The torque distribution method according to any one of claims 1-10, characterized in that, The method further includes at least one of the following: Convert the engine loss power MAP to the engine wheel end loss power MAP, and the engine wheel end loss power MAP is used to determine the engine wheel end loss power at each candidate engine reference torque point; Determine the engine, the generator, and the front drive motor as a virtual engine, and obtain the average wheel end loss power MAP of the virtual engine according to the engine wheel end loss power MAP, the generator wheel end loss power MAP, and the front drive motor wheel end loss power MAP. The average wheel end loss power MAP of the virtual engine is used to determine the average wheel end loss power of the virtual engine at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

13. A torque distribution system, characterized in that, The system includes: A first determination module, configured to determine the target torque of the rear drive motor and the current target torque of the front axle according to the current driver demand torque; A second determination module, configured to determine the target torque of the generator wheel end and the target torque of the front drive motor wheel end according to the torque difference between the current target torque of the front axle and the target torque of the engine wheel end.

14. The torque distribution system according to claim 13, wherein The system further includes: A first calculation sub-module, configured to determine the generator, the front drive motor, and the rear drive motor as virtual motors and calculate the average wheel end loss power of the virtual motors; A first determination sub-module, configured to determine the target torque of the engine wheel end according to the wheel end speed request, the current driver demand torque, the equivalent factor, the engine wheel end loss power, and the average wheel end loss power of the virtual motors.

15. The torque distribution system according to claim 14, characterized in that, The first determination sub-module includes: A first calculation sub-unit, configured to traverse multiple candidate engine reference torque points, and calculate the equivalent fuel consumption value at each candidate engine reference torque point according to the wheel end speed request, the current driver demand torque, the equivalent factor, the engine wheel end loss power at each candidate engine reference torque point, and the average wheel end loss power of the virtual motors. The first determination subunit determines the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the target torque at the engine wheel end.

16. The torque distribution system according to claim 13, wherein, The first determination module includes: The second calculation subunit is configured to determine an engine, a generator, and a front drive motor as a virtual engine, and calculate the average wheel end loss power of the virtual engine. The second determination subunit is configured to determine the target torque of the rear drive motor and the current target torque of the front axle according to the wheel end speed request, the current driver demand torque, the equivalent factor, the wheel end loss power of the rear drive motor, and the average wheel end loss power of the virtual engine.

17. The torque distribution system according to claim 16, wherein, The second determination subunit includes: The second determination sub-unit is configured to determine the target front axle torque proportionality coefficient according to the wheel end speed request, the current driver demand torque, the equivalent factor, the wheel end loss power of the rear drive motor, and the average wheel end loss power of the virtual engine. The third determination sub-unit is configured to determine the target torque of the rear drive motor and the current target torque of the front axle according to the target front axle torque proportionality coefficient.

18. The torque distribution system according to claim 17, wherein The second determination sub-unit includes: The first calculation sub-unit is configured to traverse multiple candidate front axle torque proportionality coefficients, and calculate the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportionality coefficient according to the current driver demand torque, where a candidate front axle torque proportionality coefficient is used to represent the ratio of the front axle demand torque to the driver demand torque. The fourth determination sub-unit is configured to determine the equivalent fuel consumption values of the front and rear axles at each candidate front axle torque proportionality coefficient according to the current driver demand torque, the wheel end speed request, the equivalent factor, the average wheel end loss power of the virtual engine and the wheel end loss power of the rear drive motor at each candidate front axle torque proportionality coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportionality coefficient. The fifth determination sub-unit is configured to determine the candidate front axle torque proportionality coefficient corresponding to the minimum equivalent fuel consumption value of the front and rear axles as the target front axle torque proportionality coefficient.

19. The torque distribution system according to claim 13, characterized in that, The second determination module includes: The third determination sub-module is configured to, when the current target torque of the front axle is greater than or equal to the target torque at the engine wheel end, determine that the target torque at the generator wheel end is zero, and determine the torque difference as the target torque at the front drive motor wheel end.

20. The torque distribution system according to claim 13, wherein The second determination module includes: The fourth determination sub-module is configured to, when the current target torque of the front axle is less than the target torque at the engine wheel end, determine the target generator torque proportionality coefficient according to the wheel end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportionality coefficient, and the torque difference between the current target torque of the front axle and the target torque at the engine wheel end. The fifth determination sub-module is configured to determine the target torque at the generator wheel end and the target torque at the front drive motor wheel end according to the target generator torque proportionality coefficient.

21. The torque distribution system according to claim 20, wherein The fourth determination sub-module includes: A second calculation subunit, configured to traverse a plurality of candidate generator torque proportion coefficients, and calculate a current generator wheel-end required torque and a current front drive motor wheel-end required torque at each candidate generator torque proportion coefficient according to a torque difference between the current front axle target torque and the engine wheel-end target torque, where a candidate generator torque proportion coefficient is used to characterize a ratio of the generator wheel-end required torque to the torque difference; A sixth determination subunit, configured to determine a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportion coefficient according to a wheel-end speed request, a generator loss power and a front drive motor loss power at each candidate generator torque proportion coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportion coefficient; A seventh determination subunit, configured to determine the candidate generator torque proportion coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque proportion coefficient.

22. The torque distribution system according to claim 18, wherein, The system further includes: An acquisition sub-module, configured to acquire a terrain mode in which the vehicle is located; According to the current driver demand torque and a preset distribution rule, determine a rear drive motor target torque and a current front axle target torque. The first determination module includes: A sixth determination sub-module, configured to, when the terrain mode does not belong to any terrain mode in a target terrain mode set, determine the rear drive motor target torque and the current front axle target torque according to the current driver demand torque and in accordance with the principle of minimizing the equivalent fuel consumption value.

23. The torque distribution system according to any one of claims 13-22, characterized in that, The system further includes: A seventh determination sub-module, configured to determine the generator, the front drive motor, and the rear drive motor as virtual motors, and obtain an average wheel-end loss power MAP of the virtual motors according to a generator wheel-end loss power MAP, a front drive motor wheel-end loss power MAP, and a rear drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual motors is used to determine the average wheel-end loss power of the virtual motors at each candidate engine reference torque point, or to determine the rear axle loss power at each candidate front axle torque proportion coefficient, or to determine the generator loss power at each candidate generator torque proportion coefficient, or to determine the front drive motor loss power at each candidate generator torque proportion coefficient.

24. The torque distribution system according to any one of claims 13-22, characterized in that, The system further includes: An eighth determination sub-module, configured to convert an engine loss power MAP into an engine wheel-end loss power MAP, where the engine wheel-end loss power MAP is used to determine the engine wheel-end loss power at each candidate engine reference torque point; A ninth determination sub-module is configured to determine the engine, the generator, and the front drive motor as a virtual engine, and obtain the average wheel-end loss power MAP of the virtual engine according to the engine wheel-end loss power MAP, the generator wheel-end loss power MAP, and the front drive motor wheel-end loss power MAP. The average wheel-end loss power MAP of the virtual engine is used to determine the average wheel-end loss power of the virtual engine at each candidate front axle torque ratio coefficient, or to determine the front drive motor loss power at each candidate generator torque ratio coefficient, or to determine the generator loss power at each candidate generator torque ratio coefficient.

25. A vehicle, characterized in that, It includes the torque distribution system according to any one of claims 13-24.

26. An electronic device, characterized in that, It includes a processor, a memory, and a program or instruction stored on the memory and executable on the processor. When the program or instruction is executed by the processor, it implements the steps of the torque distribution method according to any one of claims 1-12.

27. A readable storage medium, characterized in that, The program or instruction is stored on the readable storage medium. When the program or instruction is executed by the processor, it implements the steps of the torque distribution method according to any one of claims 1-12.

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