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

Abstract

The present application provides a torque distribution method, system, vehicle, electronic device and storage medium, which relate to the field of torque distribution technology. The method includes: first, determining the rear drive motor target torque and the current front axle target torque based on the current driver demand torque; then determining the generator wheel end target torque and the front drive motor wheel end target torque based on the torque difference between the current front axle target torque and the engine wheel end target torque. The torque distribution method provided in the present application optimizes the distribution of the driver demand torque between the front and rear axles, and further fine-tunes the torque difference between the engine, generator and front drive motor inside the front axle, thereby achieving coordinated output control between multiple power sources. It can achieve efficient coordination between multiple power sources while meeting driving requirements, thereby improving the fuel economy and endurance of the entire vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of torque distribution, and in particular 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 diversified and intelligent drive systems continues to increase. The introduction of multiple power sources enables vehicles to have more flexible drive mode selection capabilities to adapt to energy utilization and performance requirements under different operating conditions. However, while multi-power source drive systems improve vehicle dynamics and energy efficiency, they also bring about a significant increase in system control complexity. In particular, when different power sources work together, higher requirements are placed 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, making it difficult to achieve efficient coordinated control of multiple power sources in multi-mode switching and complex operating conditions. This is especially true in parallel four-wheel drive mode, where the engine, generator, and front and rear drive motors all directly contribute to vehicle propulsion. With numerous power sources and complex paths, the system urgently needs to achieve precise torque distribution and dynamic coordination while ensuring driving performance to enhance vehicle stability and responsiveness.

[0004] Therefore, this 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 the above problems or at least partially solve the above problems.

[0006] In a first aspect of an embodiment of the present application, a torque distribution method is provided, the method comprising:

[0007] Determine the rear drive motor target torque and the current front axle target torque based on the current driver demand torque;

[0008] The generator wheel-end target torque and the front drive motor wheel-end target torque are determined according to the torque difference between the current front axle target torque and the engine wheel-end target torque.

[0009] Optionally, the method further includes:

[0010] 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;

[0011] The engine wheel end target torque is determined 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.

[0012] 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:

[0013] traversing a plurality of candidate engine reference torque points, and calculating an equivalent fuel consumption value at each candidate engine reference torque point based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor;

[0014] The candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value is determined as the engine wheel-end target torque.

[0015] Optionally, determining the rear drive motor target torque and the current front axle target torque based on the current driver demand torque includes:

[0016] Determine the engine, generator and front drive motor as virtual engines, and calculate the average wheel-end loss power of the virtual engines;

[0017] 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.

[0018] 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 power loss, and the average wheel end power loss of the virtual engine includes:

[0019] determining a target front axle torque proportional 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;

[0020] The rear drive motor target torque and the current front axle target torque are determined according to the target front axle torque proportional coefficient.

[0021] Optionally, determining a target front axle torque proportional coefficient according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel-end power loss, and the average wheel-end power loss of the virtual engine includes:

[0022] Traversing a plurality of candidate front axle torque proportional coefficients, and calculating, based on the current driver demand torque, the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque;

[0023] Determining front and rear axle equivalent fuel consumption values ​​at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient;

[0024] The candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value is determined as the target front axle torque proportional coefficient.

[0025] Optionally, 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:

[0026] When the current front axle target torque is greater than or equal to the engine wheel-end target torque, the generator wheel-end target torque is determined to be zero, and the torque difference is determined as the front drive motor wheel-end target torque.

[0027] Optionally, 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:

[0028] When the current front axle target torque is less than the engine wheel-end target torque, determining a target generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the torque difference between the current front axle target torque and the engine wheel-end target torque;

[0029] According to the target generator torque proportional coefficient, the generator wheel end target torque and the front drive motor wheel end target torque are determined.

[0030] Optionally, determining the target generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the torque difference between the current front axle target torque and the engine wheel-end target torque includes:

[0031] Traversing multiple candidate generator torque proportional coefficients, and calculating the current generator wheel-end required torque and the current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient based on the torque difference between the current front axle target torque and the engine wheel-end target torque, wherein a candidate generator torque proportional coefficient is used to represent the ratio of the generator wheel-end required torque to the torque difference;

[0032] Determining a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient;

[0033] The candidate generator torque proportional coefficient corresponding to the minimum generator and the front drive motor comprehensive energy consumption value is determined as the target generator torque proportional coefficient.

[0034] Optionally, the method further includes:

[0035] Get the terrain mode the vehicle is in;

[0036] Determine the current front axle target torque based on the current driver demand torque, including:

[0037] When 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.

[0038] Optionally, the method further includes at least one of the following:

[0039] The generator, front drive motor and rear drive motor are determined as virtual motors, and the average wheel-end loss power MAP of the virtual motor is obtained 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

[0040] Optionally, the method further includes at least one of the following:

[0041] Converting the 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;

[0042] The engine, generator and front drive motor are determined as virtual engines, and the average wheel-end loss power MAP of the virtual engine is obtained 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 proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

[0043] In a second aspect of an embodiment of the present application, a torque distribution system is provided, the system comprising:

[0044] A first determination module is configured to determine a rear drive motor target torque and a current front axle target torque based on a current driver demand torque;

[0045] The second determination module is configured to determine 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.

[0046] Optionally, the system further comprises:

[0047] a first calculation submodule, 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;

[0048] The first determination submodule is configured to determine 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.

[0049] Optionally, the first determining submodule includes:

[0050] a first calculation subunit, 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 based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor;

[0051] The first determining subunit determines the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel-end target torque.

[0052] Optionally, the first determining module includes:

[0053] a second calculation submodule, configured to determine the engine, the generator, and the front drive motor as a virtual engine, and calculate an average wheel-end power loss of the virtual engine;

[0054] The second determination submodule is used to 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.

[0055] Optionally, the second determining submodule includes:

[0056] a second determining subunit, configured to determine a target front axle torque proportional coefficient according to the wheel-end speed request, the current driver-required 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;

[0057] The third determining subunit is configured to determine the rear drive motor target torque and the current front axle target torque according to the target front axle torque proportional coefficient.

[0058] Optionally, the second determining subunit includes:

[0059] a first calculation subunit, configured to traverse a plurality of candidate front axle torque proportional coefficients, and calculate, based on the current driver demand torque, a current rear axle demand torque and a current front axle demand torque under each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque;

[0060] a fourth determining subunit, configured to determine a front and rear axle equivalent fuel consumption value at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel-end speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient;

[0061] The fifth determining subunit is configured to determine the candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value as the target front axle torque proportional coefficient.

[0062] Optionally, the second determining module includes:

[0063] The third determination submodule is configured to determine that the generator wheel-end target torque is zero when the current front axle target torque is greater than or equal to the engine wheel-end target torque, and to determine the torque difference as the front drive motor wheel-end target torque.

[0064] Optionally, the second determining module includes:

[0065] a fourth determination submodule, configured to determine a target generator torque proportional coefficient based on a wheel-end speed request, a generator power loss and a front drive motor power loss at each candidate generator torque proportional coefficient, and a torque difference between the current front axle target torque and the engine wheel-end target torque when the current front axle target torque is less than the engine wheel-end target torque;

[0066] The fifth determination submodule is used to determine the generator wheel end target torque and the front drive motor wheel end target torque according to the target generator torque proportional coefficient.

[0067] Optionally, the fourth determining submodule includes:

[0068] a second calculation subunit, configured to traverse a plurality of candidate generator torque proportional coefficients, and calculate, based on a torque difference between the current front axle target torque and the engine wheel-end target torque, a current generator wheel-end required torque and a current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient, wherein a candidate generator torque proportional coefficient is used to represent a ratio of the generator wheel-end required torque to the torque difference;

[0069] a sixth determining subunit, configured to determine a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient;

[0070] The seventh determining subunit is configured to determine the candidate generator torque proportional coefficient corresponding to the minimum generator and the front drive motor comprehensive energy consumption value as the target generator torque proportional coefficient.

[0071] Optionally, the system further comprises:

[0072] The acquisition submodule is used to obtain the terrain mode in which the vehicle is located;

[0073] The first determination module determines the rear drive motor target torque and the current front axle target torque according to the current driver demand torque and a preset distribution rule, including:

[0074] a sixth determination submodule, configured to determine, when the terrain mode does not belong to any terrain mode in the target terrain mode set, the rear drive motor target torque and the current front axle target torque based on the current driver demand torque and the principle of minimizing equivalent fuel consumption.

[0075] Optionally, the system further comprises:

[0076] The seventh determination submodule is used 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 motor 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

[0077] Optionally, the system further comprises:

[0078] An eighth determining submodule, configured to convert the engine power loss MAP into an engine wheel-end power loss MAP, wherein the engine wheel-end power loss MAP is used to determine the engine wheel-end power loss at each candidate engine reference torque point;

[0079] The ninth determination submodule is used to determine the engine, generator and front drive motor as virtual engines, 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 proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

[0080] In a third aspect of an embodiment of the present application, a vehicle is provided, comprising the torque distribution system as described in the second aspect of the present application.

[0081] In a fourth aspect of an embodiment of the present application, an electronic device is provided, comprising a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the torque distribution method as described in the first aspect of the present application.

[0082] In a fifth aspect of an embodiment 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 described in the first aspect of the present application are implemented.

[0083] Beneficial effects of this application:

[0084] The present application provides a torque distribution method, the method comprising: first, determining the rear drive motor target torque and the current front axle target torque based on the current driver demand torque; and then determining the generator wheel-end target torque and the front drive motor wheel-end target torque based on the torque difference between the current front axle target torque and the engine wheel-end target torque. The torque distribution method provided in the present application optimizes the distribution of the driver demand torque between the front and rear axles, and further fine-tunes the torque difference between the engine, generator, and front drive motor inside the front axle, thereby achieving coordinated output control between multiple power sources. This method can achieve efficient coordination between multiple power sources while meeting driving requirements, thereby improving the fuel economy and endurance of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0086] Figure 1 This is a schematic flow chart of the steps of a torque distribution method provided in an embodiment of the present application;

[0087] Figure 2 This is a flowchart of calculating the target torque of the rear drive motor wheel end provided by an embodiment of the present application;

[0088] Figure 3 This is a flowchart of calculating the target torque at the wheel end of the generator and the target torque at the wheel end of the front drive motor provided by an embodiment of the present application;

[0089] Figure 4 This is an overall control flow chart of vehicle torque distribution provided by an embodiment of the present application;

[0090] Figure 5 This is a schematic diagram of a chassis structure of a hybrid vehicle provided in an embodiment of the present application;

[0091] Figure 6 is a schematic diagram of a torque distribution system provided in an embodiment of the present application;

[0092] Figure 7 This is a schematic diagram of an electronic device provided in an embodiment of the present application.

[0093] Explanation of the accompanying symbols: 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 DESCRIPTION

[0094] The exemplary embodiments of the present application will be described in more detail below in conjunction with the accompanying drawings in the embodiments of the present application. Although the accompanying drawings show exemplary embodiments of the present application, 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 to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0095] With the continuous development of new energy vehicles, vehicles can operate in pure electric mode, series mode, and parallel mode. Specifically, pure electric mode refers to the situation where the engine is not started, and the front and rear axle drive motors draw energy solely from the power battery for vehicle propulsion. Series mode refers to the situation where the generator and power battery simultaneously provide energy to the front and rear axle drive motors for vehicle propulsion. In this mode, the engine is started, but the clutch is not engaged, and it cannot directly contribute to vehicle propulsion. The energy it generates can only be used to generate electricity through the generator. In parallel four-wheel drive mode, the engine, generator, and front and rear axle drive motors all directly contribute to vehicle propulsion. In this mode, the engine is started, the clutch is engaged, and the energy generated by the engine can be used to generate electricity through the generator or directly contribute to vehicle propulsion. Parallel four-wheel drive mode is the most complex operating state of the vehicle, requiring a solution to the torque distribution problem among the four power sources (i.e., the engine, generator, and front and rear axle drive motors).

[0096] In a first aspect of the embodiment of the present application, a torque distribution method is provided for solving the torque distribution problem of four power sources in a parallel four-wheel drive mode. The method is as follows: Figure 1 Shown, including:

[0097] Step S101 : determining the rear drive motor target torque and the current front axle target torque according to the current driver demand torque.

[0098] Step S102 : 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.

[0099] Specifically, the embodiment of the present application first determines the rear drive motor target torque and the current front axle target torque based on the current driver demand torque. Then, based on the torque difference 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. The current driver demand torque can be obtained by obtaining the vehicle drive torque currently requested by the driver via a control device such as the accelerator pedal. It should be understood that the driver demand torque is a core control input for the vehicle drive system, representing the driver's real-time driving intent. Furthermore, in modern hybrid / four-wheel drive architectures, the front and rear axles of a vehicle are typically driven by different power sources (e.g., the front axle includes an engine, generator, and front drive motor, and the rear axle includes a rear drive motor). Properly allocating target torques between the front and rear axles can determine the vehicle's driving performance and energy consumption under current operating conditions. Therefore, the torque distribution method provided in this application, by jointly optimizing the front and rear axle torque distribution based on the driver's current demand torque, can dynamically adapt to vehicle drive requirements under different operating conditions, rationally coordinate the operating states of the front and rear drive power sources, and improve vehicle dynamic responsiveness, economy, and driving smoothness. On the other hand, the front axle power source of the vehicle is composed of an engine, a generator and a front drive motor. Due to the response delay and transient characteristics of the engine itself (low efficiency in the low-speed area, high fuel consumption in the high-speed area, etc.), if the current front axle target torque is directly borne by the engine alone, dynamic response and energy consumption optimization cannot be guaranteed. Therefore, it is necessary to dynamically calculate the front axle residual torque difference based on the reasonable wheel-end target torque that the engine can withstand, and share the residual torque difference through the generator and the front drive motor, so as to achieve a reasonable distribution of the front axle target torque and optimize the vehicle's power, thereby improving the vehicle's power and economy. The present application optimizes the distribution of the driver's required torque between the front and rear axles, and further fine-tunes the torque difference between the engine, generator and front drive motor inside the front axle to achieve coordinated output control between multiple power sources. It can achieve efficient coordination between multiple power sources while meeting the driving requirements, thereby improving the fuel economy and endurance of the entire vehicle.

[0100] 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 engine wheel-end target torque based on the wheel-end speed request, the current driver required torque, the equivalent factor, the engine wheel-end loss power, and the average wheel-end loss power of the virtual motors.

[0101] In this embodiment, the generator, front drive motor, and rear drive motor are considered as a single virtual power unit (virtual motor). Based on the loss characteristics of the three units, the average wheel-end power loss of this virtual motor at each operating point is calculated. This average wheel-end power loss serves as a unified reference for energy consumption estimation and is used in the optimization calculation of the engine wheel-end target torque.

[0102] Specifically, this embodiment can obtain the wheel-end power loss MAP of the virtual motor by separately obtaining the wheel-end power loss MAP of the generator, front drive motor, and rear drive motor, and arithmetically averaging the power losses of the three at the same wheel-end speed and wheel-end torque grid points. This average wheel-end power loss MAP can be used to determine the average wheel-end power loss of the corresponding virtual motor under any operating condition by looking up the table. In this application, the energy loss characteristics of the generator, front drive motor, and rear drive motor are different. Torque distribution based on their respective energy loss characteristics requires considering the loss characteristics of each of the three motors separately, which results in complex control logic, high computational cost, and unstable global optimization due to fluctuations in individual motor data. Therefore, treating these three as an overall virtual power unit, namely a virtual motor, can simplify the control logic, unify the energy consumption reference of the electric drive part, and improve the stability, consistency, and computational efficiency of the vehicle energy consumption optimization process, thereby achieving a better calculation effect of the engine wheel-end target torque.

[0103] Furthermore, in some cases, when calculating the target engine wheel torque, the calculation can be based on the principle of minimizing equivalent fuel consumption, taking into account the following input factors: the current wheel speed request; the current driver torque demand; the set equivalence factor; the engine wheel power loss at different candidate engine base torque points; and the average wheel power loss of the corresponding virtual motor. For each candidate engine base torque point, the corresponding equivalent fuel consumption value is calculated, and the engine base torque point with the lowest equivalent fuel consumption value is selected as the target engine wheel torque for the current operating condition. The equivalence factor is a conversion coefficient commonly used in hybrid energy management to convert electrical energy consumption into fuel consumption. Its function is to convert the energy loss caused by battery discharge or charging into an equivalent fuel consumption value, facilitating optimized control under a unified energy consumption index.

[0104] This embodiment models the energy consumption of multiple motors as a whole and uses the average wheel-end loss power of virtual motors to participate in the calculation of equivalent fuel consumption values. This can effectively improve the rationality of engine operating point selection and avoid the impact of single motor data deviation on the overall evaluation, thereby further improving the energy efficiency optimization capability and consistency of the torque distribution strategy in the multi-power source collaborative control scenario. In addition, the generator, front drive motor and rear drive motor are determined as virtual motors, and their average wheel-end loss power is calculated, which helps to simplify the calculation amount of the multi-motor system and improve control efficiency. At the same time, it realizes a unified evaluation of the overall energy consumption, makes the torque distribution more accurate, and thus improves the adaptability of the energy consumption optimization effect and torque control effect of the whole vehicle. In addition, based on the principle of minimizing equivalent fuel consumption, the engine torque is reasonably distributed to make the vehicle achieve optimal economy.

[0105] In one embodiment, 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 power loss, and the average wheel end power loss of the virtual motor includes:

[0106] traversing a plurality of candidate engine reference torque points, and calculating an equivalent fuel consumption value at each candidate engine reference torque point based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor;

[0107] The candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value is determined as the engine wheel-end target torque.

[0108] In this embodiment, the process of determining the target engine wheel torque based on the wheel speed request, the current driver torque demand, the equivalence factor, the engine wheel power loss, and the average wheel power loss of the virtual motor includes the following steps: First, multiple candidate engine reference torque points are traversed. Each candidate engine reference torque point represents a possible engine operating state at the current wheel speed request, corresponding to different fuel consumption and vehicle drive response. For each candidate engine reference torque point, the equivalent fuel consumption value is calculated based on the current wheel speed request, the current driver torque demand, the equivalence factor, the engine wheel power loss corresponding to the candidate engine reference torque point, and the average wheel power loss of the virtual motor corresponding to the candidate engine reference torque point.

[0109] Based on this, the equivalent fuel consumption value corresponding to each candidate engine benchmark torque point is calculated using the principle of minimizing equivalent fuel consumption. The lowest equivalent fuel consumption value is then selected from all candidate engine benchmark torque points, and the corresponding engine torque is used as the target wheel-end torque for the current operating condition. This approach dynamically selects the optimal energy distribution ratio between fuel and electric drive under different operating conditions, improving the economy and synergy of the vehicle's drive system.

[0110] In this embodiment, based on the principle of minimizing equivalent fuel consumption, multiple candidate engine reference torque points are first traversed. These candidate engine reference torque points can be constructed by applying a predetermined offset (e.g., ±20 Nm, ±10 Nm, calibrable) to the engine reference torque point. The engine torque reference points in the candidate set must be subject to engine torque limits. This means that when offsetting the engine reference torque points, the impact of these limits must be considered. Each candidate point represents a possible engine operating torque state.

[0111] For each candidate engine reference torque point, the equivalent fuel consumption value at each candidate engine reference torque point is calculated based on the current driver demand torque and 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.

[0112] Among them, the equivalent fuel consumption value is shown in the following formula (1):

[0113] (1)

[0114] in, is the equivalent fuel consumption value, is the fuel equivalent power, is the motor equivalent power, is the equivalence factor.

[0115] Among them, fuel equivalent power As shown in the following formula (2):

[0116] (2)

[0117] in, The engine wheel end required torque is obtained by looking up the engine optimal economic curve table to obtain the engine reference torque point. is the wheel end speed request, The power loss of the engine wheel end is obtained by checking the engine wheel end power loss MAP based on the engine wheel end required torque and wheel end speed request.

[0118] Among them, the motor equivalent power As shown in the following formula (3):

[0119] (3)

[0120] in, is the motor wheel end demand torque, which is obtained by subtracting the engine wheel end demand torque from the driver demand torque. is the average power loss of the motor, which is obtained by checking the average wheel-end power loss MAP of the virtual motor based on the required torque and wheel-end speed of the motor.

[0121] Furthermore, the equivalent fuel consumption values ​​calculated at all candidate engine reference torque points that meet both the engine wheel-end torque boundary and the motor average wheel-end torque boundary are compared, and the one with the lowest equivalent fuel consumption value is selected. The candidate engine reference torque point corresponding to this lowest value is determined as the target engine wheel-end torque for the current operating condition.

[0122] 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.

[0123] In one embodiment, determining the rear drive motor target torque and the current front axle target torque based on the current driver demand torque includes:

[0124] Determine the engine, generator and front drive motor as virtual engines, and calculate the average wheel-end loss power of the virtual engines;

[0125] 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.

[0126] In this embodiment, the engine, generator, and front drive motor are treated as a single virtual power unit, or virtual engine. Based on the power loss characteristics of these three units, the average wheel-end power loss of this virtual engine at each operating point is calculated. This average wheel-end power loss serves as a unified energy consumption estimation reference and contributes to the joint optimization calculation of the rear drive motor target torque and the current front axle target torque. Furthermore, by defining the engine, generator, and front drive motor as virtual engines and calculating their average wheel-end power loss, the complexity of calculating wheel-end power loss for multiple power sources on the front axle is simplified, achieving a unified energy consumption assessment standard. This facilitates more efficient assessment of energy consumption sharing with the rear drive motor, thereby optimizing the distribution of target torque between the front and rear axles while ensuring driving requirements, improving vehicle energy efficiency and control response accuracy.

[0127] Specifically, this embodiment obtains the average wheel-end power loss MAP of the virtual engine by separately obtaining the wheel-end power loss MAPs of the engine, generator, and front drive motor, and then arithmetic averaging the power losses of these three at grid points with the same wheel-end speed and wheel-end torque. Specifically, the generator wheel-end power loss MAP and the front drive motor wheel-end power loss MAP are multiplied by an equivalent factor, then superimposed with the engine wheel-end power loss MAP to calculate the arithmetic average to obtain the average wheel-end power loss MAP of the virtual engine. This average wheel-end power loss MAP can be used for quick table lookup at any subsequent operating point to determine the average wheel-end power loss of the current virtual engine. It should be noted that since the engine, generator, and front drive motor are all deployed on the front axle in the chassis structure and are therefore the power source of the front axle, the virtual engine can be considered the power source of the front axle. Therefore, it is understandable that in this application, the power source of the front axle is considered as a single power unit, namely, the virtual engine. Therefore, the average wheel-end power loss of the current virtual engine mentioned in this application is the average wheel-end power loss of the current front axle, and the target torque of the current virtual engine is the target torque of the current front axle. It should be noted that in this application, the engine, generator, and front drive motor constitute a multi-source power system for the front axle, each of which has different energy conversion paths and power loss characteristics. By combining the three into a virtual engine and calculating the average wheel-end power loss, the accuracy of energy consumption evaluation can be maintained while reducing the computational complexity, making it easier 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, generator, and 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 power loss of the 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 front and rear axle target torques, thereby achieving a dual improvement in vehicle energy efficiency and control response performance while meeting the driving requirements.

[0128] Furthermore, based on the current driver demand torque, the target torque for the rear drive motor and the current target torque for the front axle are optimized. This process is based on the principle of minimizing the equivalent fuel consumption of the front and rear axles, specifically considering the following input factors: the current wheel speed request; the current driver demand torque; the set equivalence factor; the wheel power loss of the rear drive motor at multiple candidate engine reference torque points; and the average wheel power loss of the virtual engine under the corresponding operating conditions.

[0129] This embodiment effectively enhances the consistency of energy consumption assessment between the front and rear axles by constructing a virtual engine and uniformly modeling the energy consumption characteristics of the front axle power system. At the same time, introducing the loss comparison between the rear drive motor and the virtual engine in the torque distribution calculation helps to improve the rationality of the use timing 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.

[0130] This embodiment treats the engine, generator and front drive motor as a unified virtual engine, calculates their average wheel-end power loss, and jointly optimizes the rear drive motor and front axle target torque 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 assessment and the consistency of front and rear axle torque distribution, but also effectively reduces energy consumption and optimizes the operating point selection of the rear drive motor. At the same time, it simplifies the real-time calculation process of the controller, enhancing the energy efficiency optimization capability and control robustness of the vehicle in multi-power source collaborative control scenarios.

[0131] In one embodiment, determining the rear drive motor target torque and the current front axle target torque based on the wheel speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end power loss, and the average wheel end power loss of the virtual engine includes:

[0132] Traversing a plurality of candidate front axle torque proportional coefficients, and calculating, based on the current driver demand torque, the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque;

[0133] Determining front and rear axle equivalent fuel consumption values ​​at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient;

[0134] The current rear axle required torque and the current front axle required torque under the candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value are determined as the rear drive motor wheel-end target torque and the current front axle target torque.

[0135] In this embodiment, the process of determining the rear drive motor target torque and the current front axle target torque based on the wheel speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end power loss, and the average wheel end power loss of the virtual engine specifically includes the following steps:

[0136] First, multiple candidate front axle torque scaling factors are traversed. Each candidate front axle torque scaling factor represents the proportion of the current front axle demand torque to the overall driver demand torque. Given this scaling factor, the corresponding front axle demand torque and rear axle demand torque can be calculated based on the driver demand torque.

[0137] Next, for each set of front and rear axle demand torques determined by the candidate front axle torque proportional coefficient, the equivalent fuel consumption value under the combination scheme is calculated respectively, combined with the current wheel-end speed request, the set equivalent factor, the average wheel-end power loss of the virtual engine under the corresponding front axle demand torque, and the wheel-end power loss of the rear drive motor under the corresponding rear axle demand torque.

[0138] On this basis, the principle of minimizing the equivalent fuel consumption of the front and rear axles is adopted. From all the front and rear axle torque combinations corresponding to the candidate front axle torque proportional coefficients, the one with the smallest equivalent fuel consumption value is selected. The corresponding front axle required torque and rear axle required torque are used as the front drive motor target torque and rear drive motor target torque under the current working conditions, respectively.

[0139] Through the above method, dynamic selection can be made among multiple possible torque distribution schemes based on the principle of minimizing the equivalent fuel consumption of the front and rear axles. This 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 multi-power source hybrid four-wheel drive system.

[0140] In some cases, multiple candidate front axle torque proportional coefficients are traversed. Each candidate front axle torque proportional coefficient represents the ratio of the current front axle demand torque to the driver demand torque, that is, the driver demand torque is divided into the current front axle demand torque and the current rear axle demand torque by a proportional relationship. The candidate front axle torque proportional coefficients can range from 0 to 1 and increase in increments, such as 0.1. The specific increments can be calibrated and adjusted based on the computing power of the controller.

[0141] The equivalent fuel consumption of the front and rear axles can be calculated using the following formula (4):

[0142] (4)

[0143] in, is the equivalent fuel consumption value of the front and rear axles, is the front axle power loss (virtual engine power loss), given by Front axle torque requirement (virtual engine torque requirement) and The wheel end speed request is obtained by looking up the average wheel end loss power MAP of the virtual engine; is the rear axle power loss (rear drive motor power loss), Rear axle torque requirement (rear drive motor torque requirement) and The wheel end speed request is checked and the drive motor wheel end power loss MAP is obtained.

[0144] The rear axle required torque is expressed as follows: ,in, is the driver's required torque; the front axle required torque is expressed as follows: , is the front axle torque proportional coefficient.

[0145] In one embodiment, the rear drive motor target torque and the current front axle target torque are determined based on the wheel-end speed request, the current driver-required torque, the equivalent factor, the rear drive motor wheel-end loss power, and the average wheel-end loss power of the virtual engine, including: determining the target front axle torque proportional coefficient based on the wheel-end speed request, the current driver-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 rear drive motor target torque and the current front axle target torque based on the target front axle torque proportional coefficient.

[0146] This embodiment dynamically determines a target front axle torque proportional coefficient and optimizes the front and rear axle torque distribution based on this target front axle torque proportional coefficient, aiming to achieve an optimal balance between vehicle drive energy efficiency and improve vehicle economy and dynamic response performance. Key energy consumption parameters such as the equivalent factor and wheel-end power loss are incorporated into the decision-making process, so that torque distribution not only focuses on meeting driving needs but also takes into account energy efficiency, avoiding poor energy consumption caused by simply distributing according to a fixed ratio or empirical formula. By incorporating wheel-end speed request, driver-required torque, the equivalent factor, rear drive motor wheel-end power loss, and virtual engine average wheel-end power loss into the optimization calculation process of the front axle torque proportional coefficient, this embodiment achieves a unified assessment of energy consumption across power sources and improves the economy and coordination of the vehicle's drive torque distribution strategy. By first determining the target front axle torque proportional coefficient, the complexity of real-time control calculations can be effectively reduced, the torque distribution response speed and accuracy can be improved, and the dual needs of energy saving and consumption reduction and dynamic performance optimization for the vehicle can be met.

[0147] In one embodiment, a target front axle torque proportional coefficient is determined based on the wheel-end speed request, the current driver-required 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, including: traversing multiple candidate front axle torque proportional coefficients, and calculating the current rear axle required torque and the current front axle required torque under each candidate front axle torque proportional coefficient based on the current driver-required torque, wherein a candidate front axle torque proportional coefficient is used to characterize the ratio of the front axle required torque to the driver-required torque; determining the front and rear axle equivalent fuel consumption value under each candidate front axle torque proportional coefficient based on 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 wheel-end loss power of the rear drive motor under each candidate front axle torque proportional coefficient, and the current rear axle required torque and the current front axle required torque under each candidate front axle torque proportional coefficient; and determining the candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value as the target front axle torque proportional coefficient.

[0148] In this embodiment, the engine, generator, and front drive motor are treated as a unified virtual engine, and their average wheel-end power loss is calculated as a benchmark for front axle power source energy efficiency evaluation. Simultaneously, the wheel-end power loss of the rear drive motor is evaluated separately, and an equivalent factor is introduced to achieve an equivalent mapping of oil and electricity energy consumption, resulting in a uniformly comparable "front and rear axle equivalent fuel consumption value." Based on this, the controller iterates through multiple candidate front axle torque ratio coefficients during real-time control. For each candidate front axle torque ratio coefficient, it calculates the corresponding front and rear axle torque requirements. Based on the power loss of each power source and the equivalent factor under the current operating conditions, it calculates the corresponding front and rear axle equivalent fuel consumption values. Finally, the target front axle torque ratio coefficient that minimizes this equivalent fuel consumption value is selected to determine the final front and rear axle target torque distribution. This optimization process enables adaptive and dynamic optimization of front and rear axle torque distribution, fully utilizing the efficient operating range of each power source. This reduces vehicle overall energy consumption while meeting driver demand, improving fuel economy and electric drive efficiency, and enhancing system coordination efficiency. The control algorithm maintains moderate complexity, facilitating real-time deployment, and improving the response speed and robustness of the vehicle controller.

[0149] 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:

[0150] When the current front axle target torque is greater than or equal to the engine wheel-end target torque, the generator wheel-end target torque is determined to be zero, and the torque difference is determined as the front drive motor wheel-end target torque.

[0151] In this embodiment, the torque difference between the current front axle target torque and the engine wheel-end target torque is first calculated. The method for determining the current front axle target torque and the engine wheel-end target torque has been described in detail above and will not be repeated here.

[0152] When the front axle target torque is greater than or equal to the engine's wheel-end target torque, indicating that the engine cannot independently meet the front axle torque demand, the front drive motor takes priority in compensating for the insufficient engine torque. First, the generator's wheel-end target torque is set to zero. Then, the difference between the engine's wheel-end target torque and the front axle target torque is allocated to the front drive motor as the front drive motor's wheel-end target torque to compensate for the insufficient engine torque. In some cases, if the front drive motor's wheel-end target torque exceeds its torque limit, the generator assumes the excess torque to compensate. If the generator's compensated torque still exceeds its limit, the engine further compensates for the remaining torque shortfall. This approach accurately distributes the excess front axle torque demand, ensuring drive demand while further optimizing the energy consumption coordination between the engine, generator, and front drive motor, thereby improving the vehicle's energy efficiency in parallel four-wheel drive mode.

[0153] 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:

[0154] When the current front axle target torque is less than the engine wheel-end target torque, traversing a plurality of candidate generator torque proportional coefficients, calculating the current generator wheel-end required torque and the current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient, wherein one candidate generator torque proportional coefficient is used to represent the ratio of the generator wheel-end required torque to the torque difference;

[0155] Determining a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient;

[0156] The current generator wheel-end target torque and the current front drive motor wheel-end target torque under the candidate generator torque proportional 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.

[0157] In this embodiment, the torque difference between the current front axle target torque and the engine wheel-end target torque must also be calculated. The method for determining the current front axle target torque and the engine wheel-end target torque has been described in detail above and will not be repeated here in this embodiment.

[0158] 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 sufficient and the engine can provide the target torque currently required by the front axle. In this embodiment, according to the principle of optimizing the comprehensive energy consumption of the generator and the front drive motor, the process of allocating 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:

[0159] Multiple candidate generator torque scaling factors are traversed. Each candidate generator torque scaling factor represents the proportion of the current torque difference allocated to the generator, that is, the ratio between the generator wheel-end torque demand and the torque difference. Based on each candidate generator torque scaling factor, the current generator wheel-end torque demand and the front drive motor wheel-end torque demand are calculated.

[0160] Secondly, under each candidate generator torque proportional coefficient, based on the current wheel end speed request, the generator loss power MAP and the front drive motor loss power MAP are searched respectively to obtain the generator loss power and the front drive motor loss power.

[0161] Then, the comprehensive energy consumption value of the generator and front drive motor under each candidate generator torque ratio coefficient is calculated by combining the wheel-end required torque of the current generator and front drive motor with the corresponding wheel-end speed request, as well as the generator loss power and the front drive motor loss power.

[0162] Finally, the combined energy consumption values ​​of the generator and front drive motor corresponding to all candidate generator torque proportional coefficients are compared. Within the generator wheel-end torque boundaries and the front drive motor wheel-end torque boundaries, the set with the lowest energy consumption value is selected as the optimal torque distribution scheme between the generator and the front drive motor. The generator wheel-end target torque and the front drive motor wheel-end target torque corresponding to this set of generator torque proportional coefficients are determined 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 driving force that meets the front axle target torque, that is, the engine can independently meet the front axle torque demand, the generator wheel-end target torque allocated by the generator and the front drive motor wheel-end target torque allocated by the front drive motor are both used to perform power generation and do not contribute to providing front axle driving force.

[0163] Through the above method, it is possible to achieve the optimal coordinated distribution of torque between the generator and the front drive motor while meeting the front axle drive requirements, effectively reducing the power loss during the driving process and improving the operating efficiency of the entire vehicle. It is particularly suitable for energy consumption management and optimized control under complex working conditions in the vehicle's parallel four-wheel drive mode.

[0164] In this embodiment, the comprehensive energy consumption of the generator and the front drive motor can be calculated by the following formula (5):

[0165] (5)

[0166] in, is the combined energy consumption of the generator and front drive motor, is the generator torque proportional coefficient, is the required torque at the generator wheel end, The torque required by the front drive motor wheel end. is the power loss of the generator, The front drive motor loses power.

[0167] Among them, the generator wheel end torque requirement , The torque difference between the current front axle target torque and the engine wheel end target torque; the front drive motor wheel end required torque .

[0168] In one embodiment, the generator wheel-end target torque and the front drive motor wheel-end target torque are determined based on the torque difference between the current front axle target torque and the engine wheel-end target torque, including: when the current front axle target torque is less than the engine wheel-end target torque, the target generator torque proportional coefficient is determined based on the wheel-end speed request, the generator loss power and the front drive motor loss power at each candidate generator torque proportional coefficient, and the torque difference 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 based on the target generator torque proportional coefficient.

[0169] In this embodiment, for operating conditions where the front axle target torque is less than the engine wheel-end target torque, a target generator torque scaling factor is dynamically determined. The torque difference between the current front axle target torque and the engine wheel-end target torque is then optimally allocated based on the generator torque scaling factor. This approach aims to improve the energy efficiency and control consistency of the coordinated output of multiple front axle power sources, enhancing the economy and dynamic responsiveness of the vehicle's drive system under complex operating conditions. By incorporating the wheel-end speed request, the current torque difference, and the wheel-end power losses of the generator and front drive motor into the optimized calculation of the generator torque scaling factor, the internal torque distribution of the front axle not only meets driving requirements but also fully balances the energy consumption differences between the power sources, avoiding energy waste or unbalanced power response caused by static strategies or empirical rules. By evaluating the energy losses of the generator and front drive motor for each candidate generator torque scaling factor, the optimal coordinated operation strategy between the front axle power sources is dynamically selected, improving vehicle energy efficiency and control flexibility. By first determining the target generator torque proportional coefficient, the complexity of real-time control operations can be effectively reduced, the response speed and control accuracy of the front axle multi-source power distribution can be improved, and the comprehensive needs of vehicle energy saving and consumption reduction, power performance optimization and multi-scenario adaptability can be met.

[0170] In one embodiment, a target generator torque proportional coefficient is determined based on a wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the torque difference between the current front axle target torque and the engine wheel-end target torque, including: traversing multiple candidate generator torque proportional coefficients, and calculating the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient based on the torque difference between the current front axle target torque and the engine wheel-end target torque, wherein a candidate generator torque proportional coefficient is used to characterize the ratio of the generator wheel-end required torque to the torque difference; determining a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient; and determining the candidate generator torque proportional coefficient corresponding to the minimum comprehensive energy consumption value of the generator and the front drive motor as the target generator torque proportional coefficient.

[0171] In this embodiment, the process of determining the generator wheel-end target torque and the front drive motor wheel-end target torque based on 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 a target generator torque proportionality coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss calculated under different candidate generator torque proportionality coefficients, and the torque difference between the current front axle target torque and the engine wheel-end target torque. Then, the generator wheel-end target torque and the front drive motor wheel-end target torque are further determined based on the target generator torque proportionality coefficient.

[0172] Specifically, the process of determining the target generator torque scaling factor includes the following steps: First, multiple candidate generator torque scaling factors are traversed. For each candidate generator torque scaling factor, the required generator wheel-end torque and the required front drive motor wheel-end torque are calculated based on the torque difference between the current front axle target torque and the engine wheel-end target torque. Next, based on the wheel-end speed request, the combined energy consumption of the generator and front drive motor for each candidate generator torque scaling factor is calculated by combining the corresponding generator power loss and front drive motor power loss, as well as the corresponding generator wheel-end torque demand and front drive motor wheel-end torque demand. Finally, the candidate generator torque scaling factor corresponding to the minimum combined energy consumption value is determined as the target generator torque scaling factor.

[0173] This embodiment dynamically optimizes and determines the target generator torque ratio when the current front axle target torque is less than the engine wheel-end target torque. This allows the torque difference between the engine and front axle to be allocated based on the power loss characteristics of the front axle power sources (generator and front drive motor). The generator and front drive motor exhibit varying energy efficiency under different operating conditions. Using a fixed ratio or empirical rule to allocate this difference can easily lead to high energy consumption or poor power response. This embodiment, however, iterates through candidate generator torque ratios, calculates the corresponding combined energy consumption values ​​of the generator and front drive motor, and selects the optimal ratio. This helps prevent the generator or front drive motor from operating in high-loss conditions for extended periods, improving the overall energy efficiency of the coordinated operation of multiple front axle power sources. Furthermore, this approach enhances dynamic adaptability, flexibly adjusting the generator / front drive motor workload sharing strategy based on real-time operating conditions, and improving the vehicle's overall economy and power response under varying driving demands, road conditions, and energy management strategies. In addition, determining the target generator torque proportional 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 collaborative control process, and better meet the needs of modern complex multi-source hybrid systems for efficient and flexible drive control.

[0174] In one embodiment, Figure 2 The figure shows a flow chart for calculating the target torque at the wheel end of the generator and the target torque at the wheel end of the front drive motor. Figure 2 As shown:

[0175] Step S41: Obtain the engine wheel end target torque and the front axle target torque.

[0176] Step S42 , calculating the torque difference between the front axle target torque and the engine wheel end target torque.

[0177] If the difference is less than 0, meaning the current front axle target torque is less than the engine wheel-end target torque, the process proceeds to step S43, where the torque difference is allocated based on the optimal combined energy consumption of the generator and front drive motor. Specifically, multiple candidate generator torque proportionality coefficients are traversed, and the generator wheel-end demand torque and front drive motor torque for each generator torque proportionality coefficient are calculated. Combined with the wheel-end speed request and the corresponding power loss table value, the comprehensive energy consumption value for each generator torque proportionality coefficient is determined. The torque allocation result with the lowest comprehensive energy consumption value is selected as the final target. The resulting generator wheel-end torque and front drive motor wheel-end torque serve as the corresponding generator wheel-end target torque and front drive motor wheel-end target torque, respectively.

[0178] If the difference is greater than or equal to 0, meaning the current front axle target torque is greater than or equal to the engine wheel-end target torque, the process jumps to step S44. At this point, the generator is not required to drive the vehicle; instead, the generator wheel-end target torque is set to 0, and the difference between the front axle target torque and the engine wheel-end target torque is used as the front drive motor wheel-end target torque.

[0179] In this application, the optimal principle for the comprehensive energy consumption of the generator and the front drive motor is to calculate the corresponding comprehensive energy consumption values ​​under multiple candidate generator torque proportional coefficients, and select a group with the smallest comprehensive energy consumption. The generator torque proportional coefficient corresponding to this group of comprehensive energy consumption values ​​is the optimal generator torque proportional coefficient between the generator and the front drive motor. The corresponding generator wheel-end demand torque and front drive motor wheel-end demand torque are respectively determined as the generator wheel-end target torque and the front drive motor wheel-end target torque. It should be noted that the generator wheel-end demand torque and the front drive motor wheel-end demand torque determined based on the above-mentioned optimal principle for comprehensive energy consumption need to meet the requirements of the generator wheel-end torque boundary and the front drive motor wheel-end torque boundary respectively, that is, the generator wheel-end demand torque needs to be within the generator wheel-end torque boundary, and the front drive motor wheel-end demand torque needs to be within the front drive motor wheel-end torque boundary.

[0180] In one embodiment, obtaining a terrain mode in which the vehicle is located;

[0181] Determine the current front axle target torque based on the current driver demand torque, including:

[0182] When 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.

[0183] In this embodiment, when determining the current rear axle target torque and the current front axle target torque, the influence of the terrain pattern on torque distribution is taken into account to further improve the vehicle's passability and driving stability under specific terrain conditions. The method further includes:

[0184] First, the vehicle's current terrain mode is obtained. Terrain modes include, but are not limited to, snow mode, mud mode, sand mode, rock mode, and normal mode. Snow, mud, sand, and rock modes constitute a preset target terrain mode set, which is used to represent the vehicle in a specific terrain environment.

[0185] When the terrain pattern falls within any of the target terrain pattern set, the preset front axle torque ratio is directly used as the current front and rear axle torque distribution basis. This preset front axle torque ratio can be set to 0.5, meaning that the front and rear axles each bear 50% of the drive demand. The specific value can be adjusted based on the vehicle's drive strategy and calibration results.

[0186] Under this preset front axle torque proportional coefficient, the required torques of the front and rear axles are 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 will 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 target torque at the rear drive motor wheel end.

[0187] When the terrain mode does not belong to any terrain mode in the target terrain mode set (i.e., it is a normal mode), the current front axle target torque is determined based on the current driver demand torque. The specific determination method is described above and will not be repeated here in this embodiment.

[0188] 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, it can still implement an efficient driving strategy, thereby achieving dynamic adjustment of driving performance and energy consumption optimization.

[0189] In one embodiment, Figure 3The figure shows a flow chart of the calculation of the target torque at the wheel end of the rear drive motor. Figure 2 As shown:

[0190] Step S31 : obtaining the current driver's required torque, terrain mode information, and the average power loss MAP of the virtual engine and the power loss MAP of the rear drive motor wheel end.

[0191] Next, in step S32, it is determined whether the vehicle's terrain mode belongs to a preset target terrain mode set (including but not limited to special terrain modes such as snow, mud, sand, and rock). If so, the process proceeds to step S33; if not (i.e., normal mode), the process jumps to step S34.

[0192] In step S33, when the vehicle is in the target terrain pattern set, a fixed front axle torque ratio (e.g., 0.5, the actual value can be calibrated) is used to distribute the front and rear axle torques. Based on this front axle torque ratio and the driver's desired torque, the current front axle target torque and the current rear axle target torque are calculated. The current rear axle target torque is then used as the rear drive motor wheel-end target torque.

[0193] In step S34, the vehicle is in normal mode, traverses multiple candidate front axle torque proportional coefficients, calculates the corresponding front and rear axle equivalent fuel consumption values, selects a set of front axle torque proportional coefficients with the smallest front and rear axle equivalent fuel consumption values, and determines the current front axle target torque and the current rear axle target torque based on them.

[0194] Finally, in step S35 , the rear drive motor wheel end target torque is determined based on the calculated current rear axle target torque.

[0195] pass Figure 3 As shown in the process, the determination of the target torque at the wheel end of the rear drive motor not only takes into account the drive control requirements under different terrains, but also combines the energy consumption optimization strategy of the entire vehicle to achieve efficient drive control of the vehicle in parallel four-wheel drive mode.

[0196] In this embodiment, in order to unify the energy consumption evaluation benchmarks of different power sources and improve the accuracy of energy consumption optimization calculation, the following conversion method is adopted, as follows:

[0197] First, based on the total speed ratio conversion principle, the power loss MAPs for each power source are uniformly converted into a power loss MAP with wheel-end parameters as input variables. Taking the generator as an example, the original power loss MAP represents the generator speed on the X-axis, the generator output torque on the Y-axis, and the power loss on the Z-axis. The corresponding wheel-end speed X' is obtained by dividing the X-axis speed by the total speed ratio from the generator to the wheel end. The wheel-end torque Y' is obtained by multiplying the Y-axis torque by the total speed ratio. The Z-axis power loss value remains unchanged. Similarly, the same wheel-end conversion process is performed on the power loss MAPs for the engine, front drive motor, and rear drive motor, resulting in the engine wheel-end power loss MAP, generator wheel-end power loss MAP, front drive motor wheel-end power loss MAP, and rear drive motor wheel-end power loss MAP, respectively.

[0198] The converted wheel-end power loss MAPs are then uniformly interpolated. Specifically, the interpolation interval for wheel-end speed is set to 500 rpm (this value can be calibrated based on the controller's computing power) and the interpolation interval for wheel-end torque is set to 50 Nm (also calibrable). Each wheel-end MAP is then grid-reconstructed to obtain a consistent format and resolution for the engine wheel-end power loss MAP, generator wheel-end power loss MAP, front drive motor wheel-end power loss MAP, and rear drive motor wheel-end power loss MAP.

[0199] Through the above conversion and unified processing steps, different power sources can be evaluated under the same evaluation dimension in energy consumption optimization calculations, thereby improving the accuracy, real-time and consistency of energy consumption calculations in the control strategy, and helping to achieve efficient coordinated control in the torque distribution process of hybrid vehicles.

[0200] In one embodiment, the generator, the front drive motor and the rear drive motor are determined as virtual motors, and the average wheel-end loss power MAP of the virtual motor is obtained 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

[0201] In this embodiment, the generator, the front drive motor and the rear drive motor are first determined as virtual motors, and then the wheel-end power loss 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 arithmetic averaged to obtain the average wheel-end power loss MAP of the virtual motors. It can be understood that in the generator wheel-end power loss MAP, the generator wheel-end power loss MAP is obtained by combining multiple generator wheel-end power loss points, in the front drive motor wheel-end power loss MAP, the front drive motor wheel-end power loss MAP is obtained by combining multiple front drive motor wheel-end power loss points, and in the rear drive motor wheel-end power loss MAP, the rear drive motor wheel-end power loss MAP is obtained by combining multiple rear drive motor wheel-end power loss points. The wheel-end loss power points of the two driving motors are combined to obtain the wheel-end loss power MAP of the rear drive motor, and 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

[0202] 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;

[0203] The engine, generator and front drive motor are determined as virtual engines, and the average wheel-end loss power MAP of the virtual engine is obtained 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 front axle loss power under each candidate front axle torque proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

[0204] In this embodiment, the engine loss power MAP is converted into the engine wheel end loss power MAP based on the aforementioned engine loss power MAP. Therefore, the engine loss power MAP obtained from the engine loss power MAP is also converted into the engine wheel end loss power MAP.

[0205] In this embodiment, the engine, generator, and front drive motor are collectively defined as a virtual engine. At grid points with identical wheel-end speeds and wheel-end torques, the wheel-end power losses corresponding to the engine, generator, and front drive motor are extracted (i.e., the Z-axis values ​​in the MAP). The wheel-end power losses of the generator and front drive motor are first multiplied by the corresponding equivalent factors to ensure comparability with the engine wheel-end power losses. Subsequently, the adjusted generator wheel-end power losses, the adjusted front drive motor wheel-end power losses, and the engine wheel-end power losses are arithmetic averaged to obtain the average wheel-end power loss of the virtual engine at that grid point. This method is used to calculate the average wheel-end power losses at each grid point, ultimately constructing a complete virtual engine average wheel-end power loss MAP.

[0206] 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, and in the engine wheel-end loss power MAP, the engine wheel-end loss power MAP is obtained by combining multiple engine wheel-end loss power points. The generator wheel-end loss power MAP, the front drive motor wheel-end loss power MAP and the engine wheel-end loss power MAP are arithmetically averaged to obtain the average wheel-end loss power MAP of the virtual engine. The average wheel-end loss power MAP of the virtual engine is used to determine the front axle loss power under each candidate front axle torque proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

[0207] In one embodiment, a Figure 4 The overall control flow chart of vehicle torque distribution is shown in FIG. Figure 4 As shown:

[0208] Step S201 , obtaining vehicle parameters including but not limited to vehicle speed, power loss MAP of each power source, total wheel speed ratio, tire diameter, terrain mode, torque limit MAP of each power source, and other parameters.

[0209] It is necessary to calculate the wheel-end torque boundary of each power source. Referring to the above-mentioned method of calculating loss conversion, it is converted into the engine wheel-end torque boundary, generator wheel-end torque boundary, front drive motor wheel-end torque boundary, rear drive motor wheel-end torque boundary, virtual motor wheel-end torque boundary, and virtual engine wheel-end torque boundary. It should be noted that when calculating the virtual engine wheel-end torque boundary, that is, the front axle wheel-end torque boundary, there is no need to multiply the wheel-end torque boundaries of the generator and engine by an equivalent factor, but instead the three can be directly added together to obtain the arithmetic average.

[0210] Step S202, determining the target torque of the engine wheel end based on the principle of minimizing equivalent fuel consumption;

[0211] Step S203 , determining the current front and rear axle target torques (the rear axle target torque is the rear drive motor wheel-end target torque) based on the principle of minimizing the equivalent fuel consumption of the front and rear axles;

[0212] Step S204 , calculating and distributing the generator wheel-end target torque and the front drive motor wheel-end target torque based on the difference between the front axle target torque and the engine wheel-end target torque and in accordance with the principle of optimizing the comprehensive energy consumption of the generator and the front drive motor;

[0213] Step S205: Smoothing the wheel-end target torques of each power source. After calculating the wheel-end target torques for the engine, generator, front drive motor, and rear drive motor, each power source's wheel-end target torques must be smoothed to prevent shock or vibration in the vehicle's powertrain caused by rapid changes in target torque. This smoothing includes, but is not limited to, slope limiting and filtering.

[0214] In one embodiment, the present application also provides a Figure 5 The figure shows a schematic diagram of the chassis architecture of a hybrid vehicle. The chassis includes an engine 1, a generator 2, a front drive motor 3, a rear drive motor 4, a power battery 5, and front and rear drive axles 6 and 7. The engine 1 is connected to the generator 2 and front drive motor 3 via a power coupling mechanism, forming a parallel drive configuration for the front axle. The rear drive motor 4 independently forms a rear axle drive configuration. These power units work in concert through a control strategy to achieve vehicle drive and energy distribution control, suitable for the torque optimization distribution method proposed in this invention.

[0215] The present application provides a torque distribution method, the method comprising: first, determining the rear drive motor target torque and the current front axle target torque based on the current driver demand torque; and then determining the generator wheel-end target torque and the front drive motor wheel-end target torque based on the torque difference between the current front axle target torque and the engine wheel-end target torque. The torque distribution method provided in the present application optimizes the distribution of the driver demand torque between the front and rear axles, and further fine-tunes the torque difference between the engine, generator, and front drive motor inside the front axle, thereby achieving coordinated output control between multiple power sources. This method can achieve efficient coordination between multiple power sources while meeting driving requirements, thereby improving the fuel economy and endurance of the entire vehicle.

[0216] Based on the same inventive concept, the second aspect of the embodiment of the present application provides a torque distribution system, such as Figure 6 As shown, the system includes:

[0217] A first determination module 301 is configured to determine a rear drive motor target torque and a current front axle target torque according to a current driver demand torque;

[0218] The second determination module 302 is configured to determine 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.

[0219] Optionally, the system further comprises:

[0220] a first calculation submodule, 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;

[0221] The first determination submodule is configured to determine 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.

[0222] Optionally, the first determining submodule includes:

[0223] a first calculation subunit, 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 based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor;

[0224] The first determining subunit determines the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel-end target torque.

[0225] Optionally, the first determining module 301 includes:

[0226] a second calculation submodule, configured to determine the engine, the generator, and the front drive motor as a virtual engine, and calculate an average wheel-end power loss of the virtual engine;

[0227] The second determination submodule is used to 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.

[0228] Optionally, the second determining submodule includes:

[0229] a second determining subunit, configured to determine a target front axle torque proportional coefficient according to the wheel-end speed request, the current driver-required 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;

[0230] The third determining subunit is configured to determine the rear drive motor target torque and the current front axle target torque according to the target front axle torque proportional coefficient.

[0231] Optionally, the second determining subunit includes:

[0232] a first calculation subunit, configured to traverse a plurality of candidate front axle torque proportional coefficients, and calculate, based on the current driver demand torque, a current rear axle demand torque and a current front axle demand torque under each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque;

[0233] a fourth determining subunit, configured to determine a front and rear axle equivalent fuel consumption value at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel-end speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient;

[0234] The fifth determining subunit is configured to determine the candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value as the target front axle torque proportional coefficient.

[0235] Optionally, the second determining module 302 includes:

[0236] The third determination submodule is configured to determine that the generator wheel-end target torque is zero when the current front axle target torque is greater than or equal to the engine wheel-end target torque, and to determine the torque difference as the front drive motor wheel-end target torque.

[0237] Optionally, the second determining module 302 includes:

[0238] a fourth determination submodule, configured to determine a target generator torque proportional coefficient based on a wheel-end speed request, a generator power loss and a front drive motor power loss at each candidate generator torque proportional coefficient, and a torque difference between the current front axle target torque and the engine wheel-end target torque when the current front axle target torque is less than the engine wheel-end target torque;

[0239] The fifth determination submodule is used to determine the generator wheel end target torque and the front drive motor wheel end target torque according to the target generator torque proportional coefficient.

[0240] Optionally, the fourth determining submodule includes:

[0241] a second calculation subunit, configured to traverse a plurality of candidate generator torque proportional coefficients, and calculate, based on a torque difference between the current front axle target torque and the engine wheel-end target torque, a current generator wheel-end required torque and a current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient, wherein a candidate generator torque proportional coefficient is used to represent a ratio of the generator wheel-end required torque to the torque difference;

[0242] a sixth determining subunit, configured to determine a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient;

[0243] The seventh determining subunit is configured to determine the candidate generator torque proportional coefficient corresponding to the minimum generator and the front drive motor comprehensive energy consumption value as the target generator torque proportional coefficient.

[0244] Optionally, the system further comprises:

[0245] The acquisition submodule is used to obtain the terrain mode in which the vehicle is located;

[0246] The first determination module 301 determines the rear drive motor target torque and the current front axle target torque according to the current driver demand torque and the preset distribution rule, including:

[0247] a sixth determination submodule, configured to determine, when the terrain mode does not belong to any terrain mode in the target terrain mode set, the rear drive motor target torque and the current front axle target torque based on the current driver demand torque and the principle of minimizing equivalent fuel consumption.

[0248] Optionally, the system further comprises:

[0249] The seventh determination submodule is used 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 motor 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

[0250] Optionally, the system further comprises:

[0251] An eighth determining submodule, configured to convert the engine power loss MAP into an engine wheel-end power loss MAP, wherein the engine wheel-end power loss MAP is used to determine the engine wheel-end power loss at each candidate engine reference torque point;

[0252] The ninth determination submodule is used to determine the engine, generator and front drive motor as virtual engines, 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 proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

[0253] Based on the same inventive concept, a third aspect of an embodiment of the present application provides a vehicle, comprising the torque distribution system as described in the second aspect of the present application.

[0254] Based on the same inventive concept, the fourth aspect of the embodiment of the present application provides a Figure 7 The electronic device 100 shown includes a processor 120, a memory 110, and a program or instruction stored in 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 described in the first aspect of the present application are implemented.

[0255] Based on the same inventive concept, the fifth aspect of the embodiment of the present application provides a readable storage medium, 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 described in the first aspect of the present application are implemented.

[0256] Each embodiment in this specification focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referenced to each other.

[0257] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the embodiments of the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the embodiments of the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0258] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0259] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0260] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0261] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0262] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only 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 terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or terminal device that includes the element.

[0263] The above is a detailed introduction to the torque distribution method, system, vehicle, electronic device and storage medium provided. Specific examples are used in this article to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method of this application and its core idea; at the same time, for general technical personnel in this field, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on this application.

Claims

1. A torque distribution method, characterized in that: The method comprises: Determine the rear drive motor target torque and the current front axle target torque based on the current driver demand torque; The determining of the rear drive motor target torque and the current front axle target torque according to the current driver demand torque includes: Determine the engine, generator and front drive motor as virtual engines, and calculate the average wheel-end loss power of the virtual engines; determining 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 an average wheel-end loss power of the virtual engine; 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; determining an 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 an average wheel-end loss power of the virtual motor; The generator wheel-end target torque and the front drive motor wheel-end target torque are determined according to the torque difference between the current front axle target torque and the engine wheel-end target torque.

2. The torque distribution method according to claim 1, characterized in that: The determining the target wheel-end torque of the engine according to the wheel-end speed request, the current driver demand torque, the equivalent factor, the wheel-end loss power of the engine, and the average wheel-end loss power of the virtual motor includes: traversing a plurality of candidate engine reference torque points, and calculating an equivalent fuel consumption value at each candidate engine reference torque point based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor; The candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value is determined as the engine wheel-end target torque.

3. The torque distribution method according to claim 1, characterized in that: 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 power loss, and the average wheel end power loss of the virtual engine includes: determining a target front axle torque proportional 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; The rear drive motor target torque and the current front axle target torque are determined according to the target front axle torque proportional coefficient.

4. The torque distribution method according to claim 3, characterized in that: The target front axle torque proportional coefficient is determined according to the wheel end speed request, the current driver demand torque, the equivalent factor, the rear drive motor wheel end power loss, and the average wheel end power loss of the virtual engine, including: Traversing a plurality of candidate front axle torque proportional coefficients, and calculating, based on the current driver demand torque, the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque; Determining front and rear axle equivalent fuel consumption values ​​at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient; The candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value is determined as the target front axle torque proportional coefficient.

5. The torque distribution method according to claim 1, characterized in that: The determining of 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, the generator wheel-end target torque is determined to be zero, and the torque difference is determined as the front drive motor wheel-end target torque.

6. The torque distribution method according to claim 1, characterized in that: The determining of 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, determining a target generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the torque difference between the current front axle target torque and the engine wheel-end target torque; The target generator wheel end torque and the front drive motor wheel end target torque are determined based on the target generator torque proportional coefficient.

7. The torque distribution method according to claim 6, characterized in that: Determining a target generator torque proportional coefficient based on a wheel-end speed request, a generator power loss and a front drive motor power loss at each candidate generator torque proportional coefficient, and a torque difference between the current front axle target torque and the engine wheel-end target torque includes: Traversing multiple candidate generator torque proportional coefficients, and calculating the current generator wheel-end required torque and the current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient based on the torque difference between the current front axle target torque and the engine wheel-end target torque, wherein a candidate generator torque proportional coefficient is used to represent the ratio of the generator wheel-end required torque to the torque difference; Determining a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient; The candidate generator torque proportional coefficient corresponding to the minimum generator and the front drive motor comprehensive energy consumption value is determined as the target generator torque proportional coefficient.

8. The torque distribution method according to claim 4, characterized in that: The method further comprises: Get the terrain mode the vehicle is in; Based on the current driver demand torque and preset distribution rules, the target torque of the rear drive motor and the current target torque of the front axle are determined, including: When the terrain mode does not belong to any terrain mode in the target terrain mode set, the rear drive motor target torque and the current front axle target torque are determined according to the current driver demand torque and the principle of minimizing equivalent fuel consumption value.

9. The torque distribution method according to any one of claims 1 to 8, characterized in that: The method further comprises at least one of: The generator, front drive motor and rear drive motor are determined as virtual motors, and the average wheel-end loss power MAP of the virtual motor is obtained 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

10. The torque distribution method according to any one of claims 1 to 8, characterized in that: The method further comprises at least one of: Converting the 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; The engine, generator and front drive motor are determined as virtual engines, and the average wheel-end loss power MAP of the virtual engine is obtained 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 proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

11. A torque distribution system, characterized in that: The system comprises: A first determination module is configured to determine a rear drive motor target torque and a current front axle target torque based on a current driver demand torque; a first calculation submodule, configured to determine the generator, the front drive motor, and the rear drive motor as virtual motors, and calculate the average wheel-end power loss of the virtual motors; a first determination submodule, configured to determine an 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 an average wheel-end loss power of the virtual motor; The first determining module includes: a second calculation submodule, configured to determine the engine, the generator, and the front drive motor as a virtual engine, and calculate an average wheel-end loss power of the virtual engine; a second determination submodule, configured to determine a 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; The second determination module is configured to determine the generator wheel-end target torque and the front drive motor wheel-end target torque according to a torque difference between the current front axle target torque and the engine wheel-end target torque.

12. The torque distribution system according to claim 11, characterized in that: The first determining submodule includes: a first calculation subunit, 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 based on a wheel-end speed request, a current driver demand torque, an equivalent factor, an engine wheel-end power loss at each candidate engine reference torque point, and an average wheel-end power loss of the virtual motor; The first determining subunit determines the candidate engine reference torque point corresponding to the minimum equivalent fuel consumption value as the engine wheel-end target torque.

13. The torque distribution system according to claim 11, characterized in that: The second determining submodule includes: a second determining subunit, configured to determine a target front axle torque proportional coefficient according to the wheel-end speed request, the current driver-required 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 determining subunit is configured to determine the rear drive motor target torque and the current front axle target torque according to the target front axle torque proportional coefficient.

14. The torque distribution system according to claim 13, characterized in that: The second determining subunit includes: a first calculation subunit, configured to traverse a plurality of candidate front axle torque proportional coefficients, and calculate, based on the current driver demand torque, a current rear axle demand torque and a current front axle demand torque under each candidate front axle torque proportional coefficient, wherein a candidate front axle torque proportional coefficient is used to represent a ratio of the front axle demand torque to the driver demand torque; a fourth determining subunit, configured to determine a front and rear axle equivalent fuel consumption value at each candidate front axle torque proportional coefficient based on the current driver demand torque, the wheel-end speed request, the equivalent factor, the average wheel-end power loss of the virtual engine and the wheel-end power loss of the rear drive motor at each candidate front axle torque proportional coefficient, and the current rear axle demand torque and the current front axle demand torque at each candidate front axle torque proportional coefficient; The fifth determining subunit is configured to determine the candidate front axle torque proportional coefficient corresponding to the minimum front and rear axle equivalent fuel consumption value as the target front axle torque proportional coefficient.

15. The torque distribution system according to claim 11, characterized in that: The second determining module includes: The third determination submodule is configured to determine that the generator wheel-end target torque is zero when the current front axle target torque is greater than or equal to the engine wheel-end target torque, and to determine the torque difference as the front drive motor wheel-end target torque.

16. The torque distribution system according to claim 11, wherein: The second determining module includes: a fourth determination submodule, configured to determine a target generator torque proportional coefficient based on a wheel-end speed request, a generator power loss and a front drive motor power loss at each candidate generator torque proportional coefficient, and a torque difference between the current front axle target torque and the engine wheel-end target torque when the current front axle target torque is less than the engine wheel-end target torque; The fifth determination submodule is used to determine the generator wheel end target torque and the front drive motor wheel end target torque according to the target generator torque proportional coefficient.

17. The torque distribution system according to claim 16, characterized in that: The fourth determining submodule includes: a second calculation subunit, configured to traverse a plurality of candidate generator torque proportional coefficients, and calculate, based on a torque difference between the current front axle target torque and the engine wheel-end target torque, a current generator wheel-end required torque and a current front drive motor wheel-end required torque under each candidate generator torque proportional coefficient, wherein a candidate generator torque proportional coefficient is used to represent a ratio of the generator wheel-end required torque to the torque difference; a sixth determining subunit, configured to determine a comprehensive energy consumption value of the generator and the front drive motor at each candidate generator torque proportional coefficient based on the wheel-end speed request, the generator power loss and the front drive motor power loss at each candidate generator torque proportional coefficient, and the current generator wheel-end required torque and the current front drive motor wheel-end required torque at each candidate generator torque proportional coefficient; The seventh determining subunit is configured to determine the candidate generator torque proportional coefficient corresponding to the minimum generator and the front drive motor comprehensive energy consumption value as the target generator torque proportional coefficient.

18. The torque distribution system according to claim 14, wherein: The system further comprises: The acquisition submodule is used to obtain the terrain mode in which the vehicle is located; The first determination module determines the rear drive motor target torque and the current front axle target torque according to the current driver demand torque and a preset distribution rule, including: a sixth determination submodule, configured to determine, when the terrain mode does not belong to any terrain mode in the target terrain mode set, the rear drive motor target torque and the current front axle target torque based on the current driver demand torque and the principle of minimizing equivalent fuel consumption.

19. The torque distribution system according to any one of claims 11 to 18, characterized in that: The system further comprises: The seventh determination submodule is used 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 motor 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 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 proportional coefficient, or to determine the generator loss power at each candidate generator torque proportional coefficient, or to determine the front drive motor loss power at each candidate generator torque proportional coefficient.

20. The torque distribution system according to any one of claims 11 to 18, characterized in that: The system further comprises: An eighth determining submodule, configured to convert the engine power loss MAP into an engine wheel-end power loss MAP, wherein the engine wheel-end power loss MAP is used to determine the engine wheel-end power loss at each candidate engine reference torque point; The ninth determination submodule is used to determine the engine, generator and front drive motor as virtual engines, 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 proportional coefficient, or to determine the front drive motor loss power under each candidate generator torque proportional coefficient, or to determine the generator loss power under each candidate generator torque proportional coefficient.

21. A vehicle, characterized in that: Comprising a torque distribution system as claimed in any one of claims 11-20.

22. An electronic device, characterized in that: The method comprises a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the torque distribution method according to any one of claims 1 to 10.

23. A readable storage medium, characterized in that The readable storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the torque distribution method according to any one of claims 1 to 10 are implemented.

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