Power distribution method, vehicle and storage medium

Abstract

The invention provides a power distribution method, a vehicle and a storage medium, the method is applied to the technical field of hybrid power control, and the method comprises the steps that whether the vehicle is in a target working condition or not is detected; wherein the condition that the first motor occupies the available power of the second motor exists under the target working condition; when it is determined that the vehicle is in the target working condition, the actual power of the power battery is obtained; processing the first power of the power battery based on the actual power of the power battery to obtain target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within the first duration; and subtracting the actual power of the first motor from the target power to obtain the available power of the second motor. According to the method, the change of the available power of the second motor can be effectively reduced, so that the smoothness of vehicle acceleration or deceleration is ensured, and the driving experience of a user is improved.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid power control, and more particularly, to a power distribution method, a vehicle, and a storage medium in the technical field of hybrid power control. Background Art

[0002] With the advancement of automotive technology, hybrid technology in the automotive industry is also developing rapidly. Dual-motor hybrid vehicles are becoming increasingly common. These vehicles typically consist of an engine, a first motor on the front axle, and a second motor on the rear axle. These motors can all be used to propel the vehicle. When the vehicle is coasting or braking, both motors can be used to recover energy.

[0003] In the related art, there is a situation where the first motor seizes the available power of the second motor, resulting in changes in the available power of the second motor. The changes in the available power of the second motor will cause the vehicle to accelerate or decelerate unevenly, affecting the user's driving experience. Summary of the Invention

[0004] The present application provides a power distribution method, a vehicle, and a storage medium. The method can effectively reduce the variation in the available power of the second motor, thereby ensuring the smoothness of vehicle acceleration or deceleration and improving the user's driving experience.

[0005] In a first aspect, a power distribution method is provided, the method comprising: detecting whether a vehicle is in a target operating condition; wherein, under the target operating condition, a first motor occupies the available power of a second motor; when it is determined that the vehicle is in the target operating condition, obtaining the actual power of a power battery; processing a first power of the power battery based on the actual power of the power battery to obtain a target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within a first time period; and subtracting the actual power of the first motor from the target power to obtain the available power of the second motor.

[0006] In the above technical solution, when the vehicle is determined to be in the target operating condition, it can be determined that the first motor of the vehicle is occupying the available power of the second motor. This occupation of the available power of the second motor by the first motor will cause the available power of the second motor to change, thereby causing uneven acceleration or deceleration of the vehicle, affecting the user's driving experience. The actual power of the power battery is the total power currently actually required by the first and second motors. The minimum regenerative power or maximum drive power of the power battery during the first time period is processed based on the actual power of the power battery to obtain the target power. This target power takes into account the total power currently actually required by the first and second motors. As a result, the available power obtained by subtracting the actual power of the first motor from the target power is more consistent with the actual power required by the second motor, effectively reducing the power variation of the second motor, ensuring smooth acceleration or deceleration of the vehicle, and improving the user's driving experience.

[0007] In combination with the first aspect, in some possible implementations, the first power of the power battery is processed based on the actual power of the power battery to obtain the target power, including: when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, using the actual power of the power battery as the target power; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, using the first power as the target power.

[0008] In the above technical solution, the power with the larger absolute value between the actual power of the power battery and the first power is used as the target power, so that the vehicle can distribute power based on the target power with the larger absolute value, and the actual power of the first motor is subtracted from the target power with the larger absolute value to obtain the available power of the second motor. Even if the actual power of the first motor increases, the target power with the larger absolute value can ensure that the available power of the second motor remaining after subtracting the actual power of the first motor does not decrease as much as possible, which can effectively reduce the change in the available power of the second motor.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, the actual power of the power battery is used as the target power, including: when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, obtaining the second power of the power battery, the second power is the minimum recovery power or the maximum driving power of the power battery within a second time period, and the second time period is less than the first time period; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, using the actual power of the power battery as the target power.

[0010] In the above technical solution, when the absolute value of the actual power is greater than the first power, it is also determined whether the absolute value of the actual power is less than the second power. The second power is the maximum driving power or minimum recovery power that the power battery can output within a second time period that is less than the first time period, and is the upper and lower limits of the output or recovery power of the power battery. When the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power, which can ensure that the power output of the power battery does not exceed the upper and lower limits, thereby improving the safety of the power battery.

[0011] In combination with the first aspect and the above implementations, in some possible implementations, the method further includes: when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, using the second power as the target power.

[0012] In the above technical solution, when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, the second power is used as the target power, so that the vehicle allocates power based on the upper and lower limits of the power battery. This can avoid over-discharge or over-charging of the power battery, minimize the change in the available power of the second motor, and ensure the safety of the power battery.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, detecting whether the vehicle is in the target operating condition includes: when the actual operating mode of the vehicle is the direct drive mode, obtaining the vehicle's accelerator pedal opening, actual gear position and target gear position; based on the accelerator pedal opening, actual gear position and target gear position, judging whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; when the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, determining that the vehicle is in the target operating condition.

[0014] In the above technical solution, whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor is determined by the actual operating mode of the vehicle, the accelerator pedal opening, the actual gear position and the target gear position. If the directions are consistent, the positive and negative values ​​of the power are consistent. The power of the power battery will be distributed to the first motor and the second motor. There is a situation where the first motor occupies the available power of the second motor. The above method can effectively determine whether the vehicle is in the target operating condition.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the accelerator pedal opening, the actual gear position and the target gear position, it is determined whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, including: when the accelerator pedal opening is greater than or equal to the first opening and the actual gear position is higher than the target gear position, determining that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; or, when the accelerator pedal opening is less than or equal to the second opening and the actual gear position is lower than the target gear position, determining that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0016] In the above technical solution, the first and second preset openings are used to determine whether the vehicle is currently releasing or pressing the accelerator pedal, thereby determining the direction of the required torque of the second motor based on the accelerator pedal opening. The difference between the actual gear position and the target gear position is used to determine whether the vehicle is currently downshifting or upshifting, thereby determining the direction of the speed regulating torque of the first motor based on the actual gear position and the target gear position. Based on the accelerator pedal opening, the actual gear position, and the target gear position, it can be directly and accurately determined that the direction of the speed regulating torque of the first motor is consistent with the direction of the required torque of the second motor, thereby confirming that the vehicle is in the target operating condition.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, detecting whether the vehicle is in the target operating condition includes: detecting whether the vehicle is in a starting condition based on starting the engine by the first motor; when the vehicle is in the starting condition, determining that the vehicle is in the target operating condition.

[0018] In the above technical solution, considering that under the starting condition in which the first motor starts the engine, the power battery is required to provide driving power to the first motor, and if the second motor is in the driving state, the power battery also needs to provide driving power to the second motor, the driving power of the power battery will be jointly distributed to the first motor and the second motor. When the first motor occupies the available power of the second motor, the starting condition is used as the target condition, and the subsequent calculation of the available power of the second motor is performed, which more comprehensively ensures that the vehicle can reduce the changes in the available power of the second motor under various conditions, thereby further improving the stability of the vehicle.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the target operating condition is a starting condition, calculating the target driving power of the first motor based on the driving request torque of the first motor; subtracting the target driving power from the first power to obtain the available power of the second motor.

[0020] In the above technical solution, when the first motor starts the engine, the actual power of the first motor can be divided into two parts: driving power and starting power. The change in the available power of the second motor is usually caused by the starting power of the first motor. The driving power of the first motor is calculated by the driving request torque of the first motor, and the available power of the second motor is calculated by subtracting the driving torque from the first power, so that the starting power of the first motor is ignored when calculating the available power of the second motor, so as to effectively reduce the change in the available power of the second motor.

[0021] In a second aspect, a power distribution device is provided, which includes: a detection module for detecting whether a vehicle is in a target operating condition; wherein, under the target operating condition, there is a situation where the first motor occupies the available power of the second motor; an acquisition module for acquiring the actual power of the power battery when it is determined that the vehicle is in the target operating condition; a processing module for processing the first power of the power battery based on the actual power of the power battery to obtain the target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within a first time period; and a calculation module for subtracting the actual power of the first motor from the target power to obtain the available power of the second motor.

[0022] In combination with the second aspect, in some possible implementations, the processing module is specifically used to, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, use the actual power of the power battery as the target power; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, use the first power as the target power.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the processing module is specifically used to obtain the second power of the power battery when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, where the second power is the minimum recovery power or the maximum driving power of the power battery within a second time period, and the second time period is less than the first time period; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power.

[0024] In combination with the second aspect and the above implementations, in some possible implementations, the processing module is further configured to, when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, use the second power as the target power.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the detection module is specifically used to, when the actual operating mode of the vehicle is the direct drive mode, obtain the vehicle's accelerator pedal opening, actual gear position and target gear position; based on the accelerator pedal opening, actual gear position and target gear position, determine whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; when the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, determine that the vehicle is in the target operating condition.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the detection module is specifically used to determine that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor when the accelerator pedal opening is greater than or equal to the first opening and the actual gear is higher than the target gear; or, when the accelerator pedal opening is less than or equal to the second opening and the actual gear is lower than the target gear, determine that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the detection module is specifically used to detect whether the vehicle is in a starting condition based on starting the engine by the first motor; when the vehicle is in the starting condition, determine that the vehicle is in a target condition.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the calculation module is also used to, when the target operating condition is a starting condition, calculate the target driving power of the first motor based on the driving request torque of the first motor; subtract the target driving power from the first power to obtain the available power of the second motor.

[0029] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0030] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0031] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a schematic flowchart of a power distribution method provided in an embodiment of the present application.

[0033] Figure 2 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of the present application.

[0034] Figure 3 It is a structural diagram of a power distribution device provided in an embodiment of the present application.

[0035] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] In some hybrid vehicle architectures, a first motor and engine are installed on one axle, while a second motor is installed on the other axle. When distributing power, the first motor takes priority. Consequently, the first motor in this architecture can preempt the second motor's available power, causing fluctuations in the second motor's available power. These fluctuations can lead to uneven acceleration and deceleration, impacting the user's driving experience.

[0039] Based on this, the present application proposes a power distribution method. When the first motor of the vehicle occupies the available power of the second motor, the target power is obtained based on the actual power processing of the power battery, and the available power allocated to the second motor is calculated based on the target power. This can effectively reduce the power change of the second motor, thereby ensuring the smoothness of vehicle acceleration or deceleration, and improving the user's driving experience.

[0040] Figure 1 1 is a schematic flow chart of a power distribution method provided in an embodiment of the present application. The method is applied to a vehicle.

[0041] For example, Figure 1 As shown, the method 100 includes:

[0042] Step 101, detecting whether the vehicle is in a target operating condition;

[0043] Wherein, under the target operating condition, there is a situation where the first motor occupies the available power of the second motor;

[0044] Step 102: When it is determined that the vehicle is in the target operating condition, obtain the actual power of the power battery;

[0045] Step 103: Processing the first power of the power battery based on the actual power of the power battery to obtain a target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within the first time period;

[0046] Step 104 : Subtract the actual power of the first motor from the target power to obtain the available power of the second motor.

[0047] exist Figure 1 In the illustrated embodiment, when the vehicle is determined to be in the target operating condition, it can be determined that the first motor of the vehicle is occupying the available power of the second motor. This occupation of the available power of the second motor by the first motor will cause the available power of the second motor to vary, thereby causing uneven acceleration or deceleration of the vehicle and affecting the user's driving experience. The actual power of the power battery is the total power currently actually required by the first and second motors. The minimum regenerative power or maximum driving power of the power battery during the first time period is processed based on the actual power of the power battery (it is understood that regenerative power is the power of the power battery during charging, and the regenerative power is negative. The smaller the negative value, the larger the absolute value, thus representing the minimum regenerative power. Driving power is the power of the power battery during discharging, and the driving power is positive. The larger the positive value, the larger the absolute value, thus representing the maximum driving power). To obtain the target power, the target power takes into account the total power currently actually required by the first and second motors. This ensures that the available power obtained by subtracting the actual power of the first motor from the target power is more consistent with the actual power required by the second motor, effectively reducing the power variation of the second motor, ensuring smooth acceleration or deceleration of the vehicle, and improving the user's driving experience.

[0048] Below Figure 1 The specific implementation of each step in the embodiment shown is described in detail:

[0049] In step 101, the vehicle is a hybrid vehicle, comprising an engine, a first motor, and a second motor, wherein the first motor and the engine are arranged on the same axle, and the second motor is arranged on another axle.

[0050] The first motor and the engine can be installed at the front axle of the vehicle, in which case the first motor can be called a front-wheel drive motor; correspondingly, the second motor can be installed at the rear axle of the vehicle, in which case the second motor can be called a rear-wheel drive motor. Figure 2 shown.

[0051] Figure 2 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of the present application.

[0052] For example, Figure 2 As shown, the vehicle 200 includes a front-drive motor 201, a rear-drive motor 202, an engine 203, a clutch 204, a front-axle transmission 205, a rear-axle transmission 206, a front-axle differential 207, a rear-axle differential 208, front wheels, and rear wheels. The front wheels include a left front wheel 2091 and a right front wheel 2092. The rear wheels include a left rear wheel 2101 and a right rear wheel 2102.

[0053] A front-wheel-drive motor 201 is mounted on the front axle and provides power to the front wheels via a front-wheel-drive propeller shaft, thereby driving the vehicle. The front-wheel-drive motor 201 is connected to a clutch 204. A first end of the clutch 204 is connected to the engine 203, and a second end of the clutch 204 is connected to a first end of a front-axle transmission 205. The second end of the front-axle transmission 205 is connected to a front-axle differential 207, which is located between a left front wheel 2091 and a right front wheel 2092.

[0054] A rear-drive motor 202 is mounted on the rear axle and is used to provide power to the rear wheels via a rear-drive propeller shaft to propel the vehicle. The motor 202 is connected to a first end of a rear-axle transmission 206 , which in turn is connected to a rear differential 208 . The rear differential 208 is located between a left rear wheel 2101 and a right rear wheel 2102 .

[0055] In some embodiments, the first motor and the engine may be arranged at the rear axle of the vehicle, in which case the first motor may be referred to as a rear-wheel drive motor; correspondingly, the second motor may be arranged at the front axle of the vehicle, in which case the second motor may be referred to as a front-wheel drive motor.

[0056] In the embodiment of the present application, the vehicle structure is taken as Figure 2 The architecture shown is used as an example for further explanation.

[0057] The vehicle is further provided with a power battery, which can provide electrical energy to the first motor and / or the second motor, or the first motor and / or the second motor can charge the power battery.

[0058] When the power battery provides electrical energy to the first motor and the second motor at the same time, the driving power of the power battery will be distributed to the first motor and the second motor together; or, when the first motor and the second motor charge the power battery at the same time, the recovery power of the power battery will be distributed to the first motor and the second motor together. At this time, if the first motor occupies the available power of the second motor, it is determined that the vehicle is in the target operating condition.

[0059] It is understood that a power distribution strategy is stored in the vehicle. When the power of the power battery is jointly distributed to the first motor and the second motor, the vehicle distributes the power of the power battery to the first motor and the second motor based on the power distribution strategy, so that the first motor and the second motor control the torque output based on the distributed power. The power distribution strategy in the vehicle is specifically a distribution strategy that prioritizes the front-drive motor (i.e., the first motor). The available power allocated to the second motor based on this distribution strategy is generally equal to the power remaining after deducting the power of the first motor from the power of the power battery. Therefore, when the power of the power battery is jointly distributed to the first motor and the second motor, the vehicle may have a situation where the first motor occupies the available power of the second motor, resulting in a change in the available power of the second motor.

[0060] As an implementation method, whether the vehicle is in the target operating condition can be detected based on the vehicle's current operating parameters, which include: actual operating mode, accelerator pedal opening, actual gear position, target gear position, etc.

[0061] In one possible implementation, detecting whether the vehicle is in a target operating condition includes: when the actual operating mode of the vehicle is a direct drive mode, obtaining the vehicle's accelerator pedal opening, actual gear position, and target gear position; based on the accelerator pedal opening, actual gear position, and target gear position, determining whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; and determining that the vehicle is in the target operating condition when the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0062] The actual operating mode is the vehicle's current operating mode. The operating mode refers to the operational methods and collaborative logic of the vehicle's various subsystems under different operating conditions. The operating mode focuses on the coordinated operation of the vehicle's internal systems. It is typically automatically selected by the vehicle's control unit (such as the power management system or energy management system) based on current driving conditions and vehicle status to ensure optimal operating efficiency and safety. Therefore, the operating mode determined by the control logic of the control unit can be used to determine the vehicle's actual operating mode.

[0063] In direct drive mode, the vehicle's engine directly drives the wheels through a mechanical transmission path, and the first motor can be involved in the work or not. The first motor is the motor that is installed on the same axle as the engine. Figure 2The front drive motor.

[0064] When the first motor is not working, the front axle of the vehicle is only powered by the engine to drive the front wheels of the vehicle. At this time, the front axle torque is the engine torque.

[0065] When the first motor is involved, it can function as both a drive motor and a generator. Specifically, when the vehicle requires high torque output but the engine output torque is insufficient, the first motor acts as a drive motor to assist the engine in outputting torque. The engine and the first motor simultaneously serve as drive sources to drive the wheels, and the first motor is now a drive motor. When the vehicle's torque output is low, the engine outputs excessive torque. The engine not only drives the wheels but also transfers the excess torque to the first motor to generate electricity. The electricity generated by the first motor can be used to charge the power battery or power the vehicle's electrical system. In this case, the first motor functions as a generator.

[0066] In some embodiments, the situation in which the first motor participates in the operation in the direct drive mode may be referred to as a “parallel mode.” In other words, the parallel mode is a special direct drive mode.

[0067] When the first motor is engaged in operation in direct drive mode, both the first motor and the second motor are in operation. Specifically, in direct drive mode, the power battery can simultaneously provide electrical energy to both the first motor and the second motor, so that the first motor and the second motor are in a driving state to drive the vehicle. At this time, the driving power output by the power battery is jointly distributed to the first motor and the second motor. Alternatively, the first motor and the second motor can simultaneously recover energy to charge the power battery. At this time, the recovered power of the power battery is jointly distributed to the first motor and the second motor.

[0068] In direct drive mode, based on the actual gear position and the target gear position, it can be determined whether the first motor needs to be speed-regulated. During the speed regulation process, the first motor needs to output a corresponding torque, which can be recorded as the speed regulation torque. If it is determined that the first motor needs to be speed-regulated, the speed regulation torque of the first motor can be obtained.

[0069] Specifically, when it is determined that the actual gear position is different from the target gear position, it is determined that the speed of the first motor needs to be regulated, and the speed regulation torque of the first motor is obtained.

[0070] It can be understood that the difference between the actual gear and the target gear indicates that a gear shift is required at the moment. Different gears correspond to different transmission ratios. In order to ensure smooth gear shifting from the current gear to the target gear, the first motor needs to be speed-regulated to reduce the speed difference at both ends of the synchronizer target gear, so as to ensure that the synchronizer smoothly shifts to the target gear when the speed difference is less than the preset speed difference.

[0071] Torque is a vector quantity with positive and negative values. The direction when the torque is positive is recorded as positive, and the direction when the torque is negative is recorded as negative.

[0072] The direction of the speed regulating torque of the first motor can be positive or negative; the required torque of the second motor can be positive or negative. As an embodiment, the direction of the speed regulating torque of the first motor and the direction of the required torque of the second motor can be determined separately, and then a determination is made as to whether the direction of the speed regulating torque of the first motor and the direction of the required torque of the second motor are consistent. If the direction of the speed regulating torque of the first motor and the direction of the required torque of the second motor are consistent, the vehicle is determined to be in the target operating condition.

[0073] Among them, the direction of the speed regulation torque of the first motor and the direction of the required torque of the second motor are consistent, including: the direction of the speed regulation torque of the first motor and the direction of the required torque of the second motor are both positive; the direction of the speed regulation torque of the first motor and the direction of the required torque of the second motor are both negative.

[0074] It can be understood that when the direction of the speed regulation torque of the first motor and the direction of the required torque of the second motor are both positive, the driving power is output by the power battery, and the driving power is shared by the first motor and the second motor. The first motor occupies the available power of the second motor. At this time, it is determined that the vehicle is in the target operating condition.

[0075] When the direction of the speed regulation torque of the first motor and the direction of the required torque of the second motor are both negative, the first motor and the second motor both recharge the power battery. At this time, the recovered power of the power battery is shared by the first motor and the second motor. The first motor occupies the available power of the second motor. At this time, it is determined that the vehicle is in the target operating condition.

[0076] Understandably, when the first motor is in the speed regulation phase, it needs to provide a high level of instantaneous power to ensure safe vehicle engagement. Because the first motor is prioritized in the power allocation strategy, it typically consumes the majority of the power battery during speed regulation, preempting the second motor's available power and causing variations in the second motor's available power.

[0077] In the above method, whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor is judged by the actual operating mode of the vehicle, the accelerator pedal opening, the actual gear position and the target gear position. If the directions are consistent, the positive and negative values ​​of the power are consistent. The power of the power battery will be distributed to the first motor and the second motor. The first motor may occupy the available power of the second motor. The above method can effectively determine whether the vehicle is in the target operating condition.

[0078] In one possible implementation, based on the accelerator pedal opening, the actual gear position and the target gear position, it is determined whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, including: when the accelerator pedal opening is greater than or equal to the first opening and the actual gear position is higher than the target gear position, determining that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; or, when the accelerator pedal opening is less than or equal to the second opening and the actual gear position is lower than the target gear position, determining that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0079] Specifically, the direction of the speed regulating torque can be determined based on the actual gear and the target gear, and the direction of the required torque of the second motor can be determined based on the accelerator pedal opening, and then it can be determined whether the directions of the speed regulating torque and the required torque of the second motor are consistent.

[0080] The first opening is a pre-set opening used to determine whether the user is currently pressing the accelerator. The first opening may be, for example, 60%.

[0081] If the accelerator pedal opening is greater than the first opening, it can be determined that the user is currently pressing the accelerator. At this point, the vehicle's required torque is positive. The required torque is distributed to the front and rear axles of the vehicle based on the distribution ratio corresponding to the direct drive mode.

[0082] like Figure 2 As shown, the vehicle's front axle is equipped with an engine, which is in operation in direct drive mode. Therefore, the torque distributed to the front axle is generally output by the engine. The vehicle's rear axle is equipped with a rear-drive motor, which is also the second motor. The torque distributed to the rear axle is output by the second motor, and the torque distributed to the rear axle is the demanded torque of the second motor.

[0083] When the accelerator pedal opening is greater than the first opening, the vehicle's required torque is positive, and the second motor's required torque is also positive. In other words, determining that the accelerator pedal opening is greater than the first opening indicates that the direction of the second motor's required torque is positive.

[0084] For example, the distribution ratio corresponding to the direct drive mode is 5:5. The current vehicle demand torque is +400 Newton meters (NM), then the torque allocated to the front axle is +200NM, and the torque allocated to the rear axle is +200NM. The torque allocated to the rear axle is responded by the second motor, then it can be determined that the demand torque of the second motor is +200NM, and the direction of the demand torque of the second motor is forward.

[0085] Different gears in a vehicle correspond to different transmission ratios. The lower the gear, the greater the transmission ratio. The transmission ratio represents the ratio between the speed of the transmission input shaft and the speed of the output shaft. When the output shaft speed is constant, the greater the transmission ratio, the greater the speed of the input shaft. Here, the transmission is connected to the first motor, i.e. Figure 2 Front axle transmission 205 in.

[0086] The actual gear is higher than the target gear. Since the lower the gear, the greater the transmission ratio, the target gear's transmission ratio is greater than the actual gear's transmission ratio. The transmission's input shaft is connected to the first motor, and its output shaft is connected to the wheels. While the vehicle is moving, the wheel speed does not change suddenly; that is, the output shaft's speed is fixed.

[0087] The transmission ratio of the target gear is greater than the transmission ratio of the actual gear. Switching to the target gear requires increasing the speed of the input shaft. The input shaft is connected to the first motor, indicating that the speed of the first motor needs to be increased. Increasing the speed of the first motor requires the first motor to output positive torque, which can determine that the direction of the speed-regulating torque of the first motor is positive. In other words, if the actual gear is determined to be higher than the target gear, the direction of the speed-regulating torque of the first motor can be determined to be positive.

[0088] For example, the vehicle's actual gear is 2nd and the target gear is 1st. The corresponding transmission ratio for 2nd gear is 2:1, and the corresponding transmission ratio for 1st gear is 5:1. The transmission ratio for the target gear 1st gear is greater than the transmission ratio for the actual gear 2nd gear. When the actual gear is 2nd gear, assuming the input shaft speed is 300 revolutions per minute (rpm), based on the transmission ratio of 2:1 = input shaft speed: output shaft speed, the output shaft speed can be determined to be 150 rpm. When shifting to 1st gear, to maintain the same speed at both ends of the synchronizer, based on the transmission ratio of 5:1 for 1st gear, it can be determined that for an output shaft speed of 150 rpm, the input shaft must reach 750 rpm. The input shaft is connected to the first motor, meaning the speed of the first motor needs to increase from 150 rpm to 750 rpm. At this point, it is determined that the first motor needs to output positive torque to increase the speed, i.e., the direction of the first motor's speed regulation torque is determined to be positive.

[0089] In summary, the direction of the required torque of the second motor is determined to be positive because the accelerator pedal opening is greater than the first opening; and the direction of the speed regulation torque of the first motor is determined to be positive because the actual gear position is greater than the target gear position. In this case, the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0090] In some embodiments, the scenario in which the accelerator pedal opening is greater than the first opening and the actual gear is higher than the target gear can also be referred to as a gas pedal-downshift scenario. When determining that the vehicle is in the gas pedal-downshift scenario, it is determined that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, both of which are positive.

[0091] It's understandable that when the vehicle's actual gear is in the highest gear, such as 4th gear, and the vehicle speed reaches its highest range, if the user suddenly steps on the accelerator, it can be determined that the vehicle currently requires a higher torque output. The higher the gear ratio, the greater the torque output. The lower the gear, the lower the gear ratio. In this case, the vehicle will downshift to increase the vehicle's torque output.

[0092] The second opening is a pre-set opening used to determine whether the user is currently releasing the accelerator. The second opening is smaller than the first opening, and the second opening may be, for example, 2%.

[0093] When the accelerator pedal opening is less than the second opening, it can be determined that the user is currently releasing the accelerator. At this time, the vehicle's total vehicle demand torque is negative torque. The total vehicle demand torque will be distributed to the front and rear axles of the vehicle based on the distribution ratio corresponding to the direct drive mode. As in the above embodiment, the torque allocated to the rear axle is the demand torque of the second motor. If the total vehicle demand torque is negative torque, then the demand torque of the second motor is negative torque. At this time, the direction of the demand torque of the second motor is determined to be negative. That is to say, when it is determined that the accelerator pedal opening is less than the second preset opening, it can be determined that the direction of the demand torque of the second motor is negative.

[0094] For example, the distribution ratio corresponding to the direct drive mode is 5:5. The current vehicle demand torque is -400 Nm, then the torque allocated to the front axle is -200 NM, and the torque allocated to the rear axle is -200 NM. The torque allocated to the rear axle is responded by the second motor, then it can be determined that the demand torque of the second motor is -200 NM, and the direction of the demand torque of the second motor is negative.

[0095] As in the above embodiment, different gears in the vehicle correspond to different transmission ratios, with lower gears corresponding to larger transmission ratios. When the output shaft speed remains constant, the larger the transmission ratio, the faster the input shaft speed. Conversely, when the output shaft speed remains constant, the smaller the transmission ratio, the slower the input shaft speed.

[0096] If the actual gear is lower than the target gear, it can be determined that the transmission ratio of the target gear is smaller than the transmission ratio of the actual gear. The vehicle is currently moving, the speed of the output shaft of the transmission is fixed, the transmission ratio of the target gear is smaller than the transmission ratio of the actual gear, and to switch to the target gear, the speed of the input shaft needs to be reduced. The input shaft is connected to the first motor, which can determine that the speed of the first motor needs to be reduced at this time. Reducing the speed of the first motor requires the first motor to output negative torque, and the direction of the speed regulation torque of the first motor can be determined to be negative. In other words, when it is determined that the actual gear is lower than the target gear, the direction of the speed regulation torque of the first motor can be determined to be negative.

[0097] For example, the vehicle's actual gear is 1st, and the target gear is 2nd. The transmission ratio corresponding to 2nd gear is 2:1, and the transmission ratio corresponding to 1st gear is 5:1. The transmission ratio corresponding to the target gear 2nd is smaller than the transmission ratio corresponding to the actual gear 1st. When the actual gear is 1st, assuming the input shaft speed is 1000 rpm, based on the transmission ratio 5:1 = input shaft speed: output shaft speed, the output shaft speed can be determined to be 200 rpm. When shifting to 2nd gear, in order to maintain the same speed at both ends of the synchronizer, based on the transmission ratio 2:1 corresponding to 2nd gear, it can be determined that for the output shaft speed to be 200 rpm, the input shaft needs to reach 400 rpm. The input shaft is connected to the first motor, meaning that the speed of the first motor needs to be reduced from 1000 rpm to 400 rpm. At this point, it is determined that the first motor needs to output negative torque to reduce the speed, i.e., the direction of the speed regulation torque of the first motor is determined to be negative.

[0098] In summary, the direction of the required torque of the second motor is determined to be negative because the accelerator pedal opening is less than the second opening; and the direction of the speed regulation torque of the first motor is determined to be negative because the actual gear position is lower than the target gear position. In this case, the direction of the speed regulation torque of the first motor is determined to be consistent with the direction of the required torque of the second motor.

[0099] In some embodiments, the scenario in which the accelerator pedal opening is less than the first opening and the actual gear is lower than the target gear can also be referred to as a release-upshift scenario. When determining that the vehicle is in a release-upshift scenario, it is determined that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, both of which are negative.

[0100] It is understandable that when the user presses the accelerator and the vehicle speed increases, triggering the upshift logic, and the user releases the accelerator before the upshift is completed, the vehicle speed will continue to increase for a period of time due to inertia. At this time, the vehicle is in the accelerator release upshift scenario.

[0101] In the above method, the first and second preset openings are used to determine whether the vehicle is currently releasing or pressing the accelerator pedal, thereby determining the direction of the required torque of the second motor based on the accelerator pedal opening. The difference between the actual gear position and the target gear position is used to determine whether the vehicle is currently downshifting or upshifting, thereby determining the direction of the speed regulating torque of the first motor based on the actual gear position and the target gear position. Based on the accelerator pedal opening, the actual gear position, and the target gear position, it can be directly and accurately determined that the direction of the speed regulating torque of the first motor is consistent with the direction of the required torque of the second motor, thereby confirming that the vehicle is in the target operating condition.

[0102] In one possible implementation, detecting whether the vehicle is in a target operating condition includes: detecting whether the vehicle is in a starting operating condition based on starting the engine by a first motor; and determining that the vehicle is in a target operating condition when the vehicle is in the starting operating condition.

[0103] The first motor and the engine are arranged on the same axle. In some cases, the vehicle can start the engine based on the first motor. At this time, the first motor drives the engine to rotate. After the engine speed stabilizes at the ignition speed threshold, the vehicle ignites and starts the engine.

[0104] like Figure 2 The first motor shown is a front-drive motor 201, which is connected to the engine 203 via a clutch 204. For the front-drive motor to start the engine, the clutch 204 must be closed. Therefore, if the first motor is operating, the clutch is closed, and the engine is not started, the vehicle can be determined to be in a starting condition where the first motor starts the engine.

[0105] The first motor needs to drive the engine speed to stabilize at the ignition threshold. The speed is zero before the engine is started. The first motor needs to gradually increase the speed and drive the engine to make the engine speed reach the ignition speed threshold. At this time, the first motor requires a certain driving power.

[0106] When the engine is started by the first motor, if the rear-drive motor is in the driving state, the rear-drive motor also requires a certain amount of driving power. In other words, under the above starting conditions, the driving power of the power battery is shared between the first and second motors. In this case, the first motor may preempt the available power of the second motor. Therefore, if the vehicle is determined to be in the starting condition where the first motor starts the engine, it can be determined that the vehicle is in the target operating condition.

[0107] It's understandable that when a vehicle needs to start its engine, it's typically in normal driving mode, and the power battery can't meet the current power requirements, necessitating the engine start. Therefore, when the first motor starts the engine, the second motor is typically in a driving state, requiring the power battery to provide driving power. If the power battery provides driving power to both the first and second motors simultaneously, the first motor may preempt the second motor's available power during starting conditions.

[0108] In the above method, considering that under the starting condition in which the first motor starts the engine, the power battery is required to provide driving power to the first motor, and if the second motor is in the driving state, the power battery also needs to provide driving power to the second motor, the driving power of the power battery will be jointly distributed to the first motor and the second motor. In the starting condition, there is a situation in which the first motor seizes the available power of the second motor. The starting condition is taken as the target condition, and the subsequent calculation of the available power of the second motor is performed, which more comprehensively ensures that the vehicle can reduce the changes in the available power of the second motor under various conditions, thereby further improving the stability of the vehicle.

[0109] Step 102 , determining that the vehicle is in the target operating condition means that the first motor will seize the available power of the second motor, resulting in a change in the available power of the second motor. At this time, the actual power of the power battery needs to be obtained.

[0110] The actual power of a power battery refers to the instantaneous power currently being output or recharged by the power battery. In one implementation, the actual power of the power battery can be calculated by obtaining the current voltage and current of the power battery and multiplying the voltage by the current.

[0111] To distinguish between the discharge and charge states of the power battery, the direction of the power battery current is set. The direction of the power battery current during discharge is set as positive, that is, the current value at this time is positive; the direction of the power battery current during charge is set as negative, that is, the current value at this time is negative.

[0112] The actual power of a power battery can be either positive or negative. Specifically, when the power battery is discharging, the current obtained is positive. In this case, the actual power obtained by multiplying the voltage by the current is a positive value. When the power battery is charging, the current obtained is negative. In this case, the actual power obtained by multiplying the voltage by the current is a negative value.

[0113] For example, the voltage of the power battery is 360 volts (V), and the power battery is currently discharging at a discharge current of +200 amperes (A). At this point, the actual power of the power battery = 360 * 200 = 72,000 watts (W). Converting the power unit from watts to kilowatts (KW) yields an actual power of 72 kW.

[0114] For example, the voltage of the power battery is 360 volts (V), and the power battery is currently charging at a charging current of -100 amperes (A). At this time, the actual power of the power battery = 360*(-100) = -36000 watts (W). Converting the power unit from watts to kilowatts, the actual power of the power battery is -36KW.

[0115] In step 103 , the first power refers to the minimum recovery power that the power battery can continuously recover within the first time period, or the maximum driving power that the power battery can continuously output within the first time period.

[0116] Recovered power is a negative value, while driving power is a positive value. The smaller the recovered power, the greater the absolute value of the first power, and the more energy the power battery recovers. The greater the driving power, the greater the first power, and the more energy the power battery outputs.

[0117] The first duration is a longer duration, used to ensure that the power battery can safely and stably "deliver" or "recover" power over a longer period of time. For example, the first duration can be 10 seconds (s), and the first power can be specifically recorded as: 10s maximum driving power or 10s minimum recovery power.

[0118] As an implementation method, the target power can be determined by comparing the actual power with the first power. The following embodiment describes this in detail:

[0119] In one possible implementation, the first power of the power battery is processed based on the actual power of the power battery to obtain the target power, including: when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, using the actual power of the power battery as the target power; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, using the first power as the target power.

[0120] As in the above embodiment, the actual power of the power battery can be a positive value or a negative value, and the first power includes two cases: a maximum driving power for 10 seconds and a minimum recovery power for 10 seconds.

[0121] The actual power of the power battery and the first power have the same positive and negative conditions. When the actual power of the power battery is positive, the first power is the maximum driving power for 10 seconds and is also positive. When the actual power of the power battery is negative, the first power is the minimum regenerative power for 10 seconds and is also negative.

[0122] The absolute value of the actual power of the power battery is greater than the absolute value of the first power, including two situations: the actual power of the power battery is greater than the maximum driving power for 10s, and the actual power of the power battery is less than the minimum recovery power for 10s. In this case, the actual power of the power battery is used as the target power.

[0123] For example, the maximum driving power for 10 seconds is 50 kW, and the minimum regenerative power for 10 seconds is -30 kW. Assuming the actual power of the power battery is 72 kW, the actual power of the power battery is compared with the maximum driving power for 10 seconds in the first power. If the actual power of the power battery, 72 kW, is greater than the maximum driving power of 50 kW for 10 seconds, the actual power of the power battery, 72 kW, is used as the target power.

[0124] Alternatively, assuming the actual power of the power battery is -36 kW, the actual power of the power battery is compared with the 10-second minimum regenerative power in the first power. If the actual power of the power battery, -36 kW, is less than the 10-second minimum regenerative power of -30 kW, and the absolute value of the actual power of the power battery is greater than the absolute value of the first power, the actual power of the power battery, -36 kW, is used as the target power.

[0125] The absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, including two situations: the actual power of the power battery is less than or equal to the maximum driving power of 10s, and the actual power of the power battery is less than or equal to the minimum recovery power of 10s. In this case, the first power is used as the target power.

[0126] For example, the maximum driving power for 10 seconds is 50 kW, and the minimum regenerative power for 10 seconds is -30 kW. Assuming the actual power of the power battery is 42 kW, the actual power of the power battery is compared with the maximum driving power for 10 seconds in the first power. If the actual power of the power battery, 42 kW, is less than the maximum driving power for 10 seconds, 50 kW, the maximum driving power for 10 seconds is used as the target power.

[0127] Alternatively, assuming the actual power of the power battery is -26 kW, the actual power of the power battery is compared with the 10-second minimum regenerative power in the first power. If the actual power of the power battery, -26 kW, is greater than the 10-second minimum regenerative power of -30 kW, and the absolute value of the actual power of the power battery is less than the absolute value of the first power, the 10-second minimum regenerative power of -30 kW is used as the target power.

[0128] In some embodiments, the one with the largest absolute value between the first power and the actual power of the power battery may be directly used as the target power.

[0129] Specifically, when determining the target power in the above embodiment, two cases are divided based on the positive or negative sign of the first power and the actual power of the power battery: First, the maximum value of the actual power of the power battery and the maximum driving power in 10s is taken as the target power, recorded as MAX (actual power of the power battery, maximum driving power in 10s). Second, the minimum value of the actual power of the power battery and the minimum recovery power in 10s is taken as the target power, recorded as MIN (actual power of the power battery, minimum recovery power in 10s).

[0130] It's understandable that in a vehicle's drive path, the available power of the second motor is typically calculated by subtracting the actual power of the first motor from the first power. The first power represents the power that the power battery can sustainably output or recover during a first duration. Given that the first duration is long, and to ensure the power battery can safely output or recover power for an extended period, the absolute value of the first power is typically small. At this point, if the actual power of the first motor increases, the available power of the second motor decreases, causing a change in the available power of the second motor.

[0131] The actual power of the power battery is instantaneous power. Usually, when the first motor is speed-regulated, the actual power of the power battery is relatively large. Through the above processing, the vehicle can distribute power based on the larger actual power, reducing the change in the available power of the second motor.

[0132] In the above method, the power with the larger absolute value between the actual power of the power battery and the first power is used as the target power, so that the vehicle can distribute power based on the target power with the larger absolute value, and the actual power of the first motor is subtracted from the target power with the larger absolute value to obtain the available power of the second motor. Even if the actual power of the first motor increases, the target power with the larger absolute value can ensure that the available power of the second motor remaining after subtracting the actual power of the first motor does not decrease as much as possible, which can effectively reduce the change in the available power of the second motor.

[0133] In one possible implementation, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, the actual power of the power battery is used as the target power, including: when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, obtaining the second power of the power battery, the second power being the minimum recovery power or the maximum driving power of the power battery within a second time period, and the second time period is less than the first time period; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, using the actual power of the power battery as the target power.

[0134] The second power refers to the minimum recovery power that the power battery can continuously recover within the second time period, or the maximum driving power that the power battery can continuously output within the second time period.

[0135] The second power is similar to the first power. The smaller the recovery power, the larger the absolute value of the second power, and the more energy the power battery recovers. The larger the driving power, the larger the second power, and the more energy the power battery outputs.

[0136] The second duration is shorter than the first duration, ensuring that the power battery can safely deliver or recover power within a shorter period. For example, the second duration may be 2 seconds, and the second power may be specifically recorded as: 2 seconds of maximum driving power or 2 seconds of minimum recovery power.

[0137] The second duration is a shorter duration. To ensure the power battery safely outputs or recovers power for a short period of time, the absolute value of the second power is typically larger. The second power represents the upper and lower limits of the power the power battery can output or recover. Safe operation of the power battery is guaranteed only if the power output or recovery exceeds these limits.

[0138] Therefore, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, it is also necessary to compare the absolute value of the actual power of the power battery and the absolute value of the second power. When the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power to ensure that the power output of the power battery does not exceed the upper and lower limits.

[0139] As in the above embodiment, the actual power of the power battery can be a positive value or a negative value, and the second power includes two cases: a maximum driving power of 2s and a minimum recovery power of 2s.

[0140] The actual power of the power battery and the second power are also positive and negative. When the actual power of the power battery is positive, the second power is the maximum driving power for 2s and is also positive. When the actual power of the power battery is negative, the second power is the minimum regenerative power for 2s and is also negative.

[0141] The absolute value of the power battery's actual power is less than or equal to the absolute value of the second power in two cases: first, the actual power of the power battery is less than or equal to the maximum driving power for 2s; second, the actual power of the power battery is greater than or equal to the minimum regenerative power for 2s. In this case, the actual power of the power battery is used as the target power.

[0142] For example, the maximum 2s driving power is 90 kW, and the minimum 2s regenerative power is -50 kW. When the actual power of the power battery is 72 kW, it is determined that the actual power of the power battery is less than the maximum 2s driving power of 90 kW. In this case, the actual power of the power battery, 72 kW, is used as the target power. When the actual power of the power battery is -36 kW, it is determined that the actual power of the power battery is greater than the minimum 2s regenerative power of -50 kW. In this case, the actual power of the power battery, -36 kW, is used as the target power.

[0143] In the above method, when the absolute value of the actual power is greater than the first power, it is also determined whether the absolute value of the actual power is less than the second power. The second power is the maximum driving power or minimum recovery power that the power battery can output within a second time period that is less than the first time period, and is the upper and lower limits of the output or recovery power of the power battery. When the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power, which can ensure that the power output of the power battery does not exceed the upper and lower limits, thereby improving the safety of the power battery.

[0144] In a possible implementation, the method further includes: when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, using the second power as the target power.

[0145] As in the above embodiment, the second duration is a shorter duration, and the second power is the upper and lower limits of the power that the power battery can output or recover. The power output or recovered by the power battery needs to not exceed these upper and lower limits to ensure the safety of the power battery.

[0146] When the absolute value of the actual power of the power battery is greater than the absolute value of the second power, the second power is used as the target power to avoid over-discharge or over-charging of the power battery. Power is allocated based on the upper and lower power limits of the power battery, thereby minimizing the change in the available power of the second motor while ensuring the safety of the power battery.

[0147] There are two situations in which the absolute value of the actual power of the power battery is greater than the absolute value of the second power: first, the actual power of the power battery is greater than the 2s driving power; second, the actual power of the power battery is less than the 2s recovery power. In this case, the second power is used as the target power.

[0148] For example, the maximum 2s driving power is 90 kW and the minimum 2s regenerative power is -50 kW. When the actual power of the power battery is 92 kW, the actual power of the power battery is determined to be greater than the maximum 2s driving power of 90 kW. In this case, the maximum 2s driving power of 90 kW is used as the target power. When the actual power of the power battery is -60 kW, the actual power of the power battery is determined to be less than the minimum 2s regenerative power of -50 kW. In this case, the minimum 2s regenerative power of -50 kW is used as the target power.

[0149] In some embodiments, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, the smallest absolute value between the second power and the actual power of the power battery may be directly used as the target power.

[0150] Specifically, the above embodiment is divided into two cases based on the positive or negative sign of the second power and the actual power of the power battery: the first case is to take the minimum value of the actual power of the power battery and the maximum driving power in 2s to obtain the target power, which is recorded as MIN (actual power of the power battery, maximum driving power in 2s). The second case is to take the maximum value of the power battery and the minimum recovery power in 2s to obtain the target power, which is recorded as MAX (actual power of the power battery, minimum recovery power in 2s).

[0151] In some embodiments, the process of determining the target power by comprehensively considering the actual power of the power battery, the first power, and the second power may include: taking the second power and the actual power of the power battery with the smallest absolute value as the reference power, and taking the reference power and the first power with the largest absolute value as the target power.

[0152] Specifically, the above embodiment is divided into two cases based on the positive and negative values ​​of the first power, the second power and the actual power of the power battery: the first case is to take the minimum value between the actual power of the power battery and the maximum driving power for 2s, and then take the maximum value between the minimum value and the maximum driving power for 10s to obtain the target power; recorded as MAX[MIN(actual power of the power battery, maximum driving power for 2s), maximum driving power for 10s].

[0153] The second method is to take the maximum value of the power battery and the 2s minimum recovery power, and then take the maximum value of the maximum value and the 10s minimum recovery power to obtain the target power; this is recorded as MIN[MAX(actual power of the power battery, 2s minimum recovery power), 10s minimum recovery power].

[0154] In the above method, when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, the second power is used as the target power, so that the vehicle allocates power based on the upper and lower limits of the power battery. This can avoid over-discharge or over-charging of the power battery, minimize the change in the available power of the second motor, and ensure the safety of the power battery.

[0155] In step 104 , after the target power is determined, the actual power of the first motor is obtained, and the actual power of the first motor is subtracted from the target power to obtain the available power allocated to the second motor.

[0156] Specifically, the current actual torque and actual speed of the first motor may be obtained, and the actual torque and actual speed of the first motor may be multiplied to obtain the actual power of the first motor.

[0157] As in the above embodiment, the determination of the target power is divided into two cases based on the positive or negative of the first power and the actual power of the power battery. The calculation process of the available power of the second motor also includes the following two cases:

[0158] The first type is that the available power of the second motor = MAX[MIN(actual power of the power battery, maximum driving power for 2s), maximum driving power for 10s] - actual power of the first motor.

[0159] The second type is that the available power of the second motor = MIN[MAX(actual power of the power battery, minimum recovery power in 2s), minimum recovery power in 10s] - actual power of the first motor.

[0160] For example, assuming the actual torque of the first motor is 200 NM and the actual speed is 300 rad / s, the actual power of the first motor = 200 * 300 = 60,000 W. Converted to kW, the actual power of the first motor is 60 kW. Assuming the target power is the actual power of the power battery, which is 72 kW, the available power of the second motor = target power - actual power of the first motor. The available power of the second motor = 72 - 60 = 12 kW.

[0161] Assuming the actual torque of the first motor is -100 NM and the actual speed is 300 rad / s, the actual power of the first motor = (-100) * 300 = -30,000 W. Converted to kW, the actual power of the first motor is -30 kW. Assuming the target power is the actual power of the power battery, which is -36 kW, the available power of the second motor = target power - the actual power of the first motor. The available power of the second motor = (-36) - (-30) = -6 kW.

[0162] In one possible implementation, the method further includes: when the target operating condition is a starting operating condition, calculating a target driving power of the first motor based on the driving request torque of the first motor; and subtracting the target driving power from the first power to obtain the available power of the second motor.

[0163] When the target operating condition is the starting condition, the actual power of the first motor consists of two parts: the power corresponding to the driving demand and the power corresponding to the starting demand. The power corresponding to the driving demand is recorded as the target driving power, and the power corresponding to the starting demand is recorded as the target starting power. The actual power of the first motor is the sum of the target starting power and the target driving power.

[0164] The target driving power is used to drive the vehicle, and the target starting power is used to start the engine.

[0165] When it is determined that the target operating condition is the starting operating condition, the drive request torque of the first motor may be obtained, and the target drive power of the first motor may be calculated based on the drive request torque of the first motor.

[0166] As an implementation manner, the target driving power of the first motor may be obtained by multiplying the driving request torque T of the first motor by the current rotation speed ω of the first motor.

[0167] For example, if the drive request torque T of the first motor is 100 NM and the current speed ω is 400 rad / s, the target drive power of the first motor = 100*400 rad / s = 40000 W. Converting the target drive power unit to kW, the target drive power is 40 kW.

[0168] The target driving power is subtracted from the first power to obtain the available power of the second motor: Available power of the second motor = 10s maximum driving power - target driving power.

[0169] For example, the maximum driving power of the power battery in 10 seconds is 70 kW, and the available power of the second motor = 70 - 40 = 30 kW.

[0170] It is understood that before the vehicle starts the engine, the system mode may be pure electric four-wheel drive mode. In this case, the vehicle's required torque is distributed to the front and rear axles based on the distribution ratio corresponding to pure electric four-wheel drive mode. If the engine is not currently started, the power distributed to the front axle is provided by the first electric motor, that is, the torque distributed to the front axle is the drive request torque of the first electric motor.

[0171] Alternatively, in some embodiments, the system mode before the vehicle starts the engine may be a pure electric rear-wheel drive mode, in which case the drive request torque of the first motor is zero.

[0172] In the above method, when the first motor starts the engine, the actual power of the first motor can be divided into two parts: driving power and starting power. The change in the available power of the second motor is usually caused by the starting power of the first motor. The driving power of the first motor is calculated by the driving request torque of the first motor, and the available power of the second motor is calculated by subtracting the driving torque from the first power, so that the starting power of the first motor is ignored when calculating the available power of the second motor, so as to effectively reduce the change in the available power of the second motor.

[0173] In summary, the present application determines whether the direction of the speed regulating torque of the first motor is consistent with the direction of the required torque of the second motor through the actual operating mode of the vehicle, the accelerator pedal opening, the actual gear position, and the target gear position. If the directions are consistent, the positive and negative values ​​of the power are consistent, which can effectively determine whether the vehicle is in the target operating condition. When the vehicle is in the target operating condition, it is determined that the first motor of the vehicle occupies the available power of the second motor, and the actual power of the power battery is obtained. When the absolute value of the actual power is greater than the first power and less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power. When the absolute value of the actual power of the power battery is greater than the absolute value of the second power, the second power is used as the target power. The target power is subtracted from the actual power of the first motor to calculate the available power of the second motor. While ensuring that the power of the power battery does not exceed the upper and lower limits, power allocation is performed based on the target power with the larger absolute value, which can effectively reduce the variation of the available power of the second motor and improve the safety of the power battery. When the target operating condition is the starting condition, the driving power of the first motor is calculated by the driving request torque of the first motor, and the available power of the second motor is calculated by subtracting the driving torque from the first power, so that the starting power of the first motor is ignored when calculating the available power of the second motor, so as to effectively reduce the change in the available power of the second motor.

[0174] Figure 3 It is a structural diagram of a power distribution device provided in an embodiment of the present application.

[0175] For example, Figure 3 As shown, the device 300 includes:

[0176] A detection module 301 is configured to detect whether the vehicle is in a target operating condition; wherein, in the target operating condition, the first motor occupies the available power of the second motor;

[0177] An acquisition module 302 is configured to acquire the actual power of the power battery when it is determined that the vehicle is in a target operating condition;

[0178] The processing module 303 is configured to process the first power of the power battery based on the actual power of the power battery to obtain a target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within the first time period;

[0179] The calculation module 304 is configured to subtract the actual power of the first motor from the target power to obtain the available power of the second motor.

[0180] In one possible implementation, the processing module 303 is specifically used to, when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, use the actual power of the power battery as the target power; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, use the first power as the target power.

[0181] In one possible implementation, the processing module 303 is specifically used to obtain a second power of the power battery when the absolute value of the actual power of the power battery is greater than the absolute value of the first power, where the second power is the minimum recovery power or the maximum driving power of the power battery within a second time period, and the second time period is less than the first time period; when the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power.

[0182] In a possible implementation, the processing module 303 is further configured to, when the absolute value of the actual power of the power battery is greater than the absolute value of the second power, use the second power as the target power.

[0183] In one possible implementation, the detection module 301 is specifically used to, when the actual operating mode of the vehicle is the direct drive mode, obtain the vehicle's accelerator pedal opening, actual gear position and target gear position; based on the accelerator pedal opening, actual gear position and target gear position, determine whether the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor; when the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, determine that the vehicle is in the target operating condition.

[0184] In one possible implementation, the detection module 301 is specifically used to determine that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor when the accelerator pedal opening is greater than or equal to the first opening and the actual gear is higher than the target gear; or, when the accelerator pedal opening is less than or equal to the second opening and the actual gear is lower than the target gear, determine that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

[0185] In a possible implementation, the detection module 301 is specifically configured to detect whether the vehicle is in a starting condition based on starting the engine by the first motor; and when the vehicle is in the starting condition, determine that the vehicle is in a target condition.

[0186] In one possible implementation, the calculation module 304 is further used to, when the target operating condition is a starting operating condition, calculate the target driving power of the first motor based on the driving request torque of the first motor; and subtract the target driving power from the first power to obtain the available power of the second motor.

[0187] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0188] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a power distribution method.

[0189] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a power distribution method provided in an embodiment of the present application.

[0190] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0191] In the case of dividing the functional modules into corresponding functional modules, the device may further include a detection module, an acquisition module, a processing module, a calculation module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0192] It should be understood that the device provided in this embodiment is used to execute the above-mentioned power distribution method, and thus can achieve the same effect as the above-mentioned implementation method.

[0193] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0194] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing system (DSP) and a microprocessor, and the storage module may be a memory.

[0195] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a power distribution method provided in the above embodiment.

[0196] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a power distribution method provided in the above embodiment.

[0197] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a power distribution method provided in the above embodiment.

[0198] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0199] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0200] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0201] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A power distribution method, characterized in that: The method comprises: Detecting whether the vehicle is in a target operating condition; wherein, under the target operating condition, the first motor occupies the available power of the second motor; When determining that the vehicle is in the target operating condition, obtaining actual power of the power battery; Processing the first power of the power battery based on the actual power of the power battery to obtain a target power; wherein the first power is the minimum recovery power or the maximum driving power of the power battery within a first time period; The actual power of the first motor is subtracted from the target power to obtain the available power of the second motor.

2. The method according to claim 1, characterized in that The processing of the first power of the power battery based on the actual power of the power battery to obtain the target power includes: When the absolute value of the actual power of the power battery is greater than the absolute value of the first power, taking the actual power of the power battery as the target power; When the absolute value of the actual power of the power battery is less than or equal to the absolute value of the first power, the first power is used as the target power.

3. The method according to claim 2, characterized in that The step of using the actual power of the power battery as the target power when the absolute value of the actual power of the power battery is greater than the absolute value of the first power includes: When an absolute value of the actual power of the power battery is greater than an absolute value of the first power, obtaining a second power of the power battery, where the second power is a minimum regenerative power or a maximum driving power of the power battery within a second time period, where the second time period is less than the first time period; When the absolute value of the actual power of the power battery is less than or equal to the absolute value of the second power, the actual power of the power battery is used as the target power.

4. The method according to claim 3, characterized in that The method further comprises: When the absolute value of the actual power of the power battery is greater than the absolute value of the second power, the second power is used as the target power.

5. The method according to claim 1, wherein The detecting whether the vehicle is in the target operating condition includes: When the actual operating mode of the vehicle is a direct drive mode, obtaining an accelerator pedal opening, an actual gear position, and a target gear position of the vehicle; determining whether a direction of the speed regulating torque of the first motor is consistent with a direction of the required torque of the second motor based on the accelerator pedal opening, the actual gear position, and the target gear position; When the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor, it is determined that the vehicle is in the target operating condition.

6. The method according to claim 5, characterized in that The determining, based on the accelerator pedal opening, the actual gear position, and the target gear position, whether the direction of the speed regulating torque of the first motor is consistent with the direction of the required torque of the second motor includes: When the accelerator pedal opening is greater than or equal to a first opening and the actual gear is higher than the target gear, determining that the direction of the speed regulating torque of the first motor is consistent with the direction of the required torque of the second motor; or When the accelerator pedal opening is less than or equal to a second opening and the actual gear is lower than the target gear, it is determined that the direction of the speed regulation torque of the first motor is consistent with the direction of the required torque of the second motor.

7. The method according to claim 1, characterized in that The detecting whether the vehicle is in the target operating condition includes: detecting whether the vehicle is in a starting condition based on starting the engine by the first motor; When the vehicle is in the starting operating condition, it is determined that the vehicle is in the target operating condition.

8. The method according to claim 7, characterized in that The method further comprises: When the target operating condition is the starting operating condition, calculating a target driving power of the first motor based on a driving request torque of the first motor; The available power of the second motor is obtained by subtracting the target driving power from the first power.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 8 is implemented.

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