Vehicle driving torque distribution method and device, electronic equipment and readable storage medium

Abstract

The embodiment of the invention relates to the technical field of vehicle control, and discloses a vehicle driving torque distribution method and device, electronic equipment and a readable storage medium, and the method comprises the steps that according to accelerator state information and / or energy recovery information of a vehicle, working condition information of the vehicle is determined; according to the accelerator state information, target torque currently required by the vehicle is determined; and according to the working condition information, the target torque and a plurality of efficiency optimization curves corresponding to a plurality of drives in the vehicle, determining a plurality of torques corresponding to the plurality of drives. The purpose that the comprehensive torque of multiple drives meets the target torque actually needed by the vehicle is achieved, the optimal energy output efficiency or energy recovery efficiency is achieved, the energy consumption of the whole vehicle is reduced, and the driving range of the whole vehicle is increased.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle driving torque distribution method, device, electronic device and readable storage medium. Background Art

[0002] In new energy electric four-wheel drive vehicles, the front and rear axle electric drives are often divided into the first drive motor and the second drive motor. After the electronic control system distributes the torque to the main second drive motor according to the accelerator pedal opening, especially when the torque demand of the whole vehicle is relatively small and all the torque is distributed to the first drive motor, the torque request of the second drive motor is 0, and the second drive motor will roll forward with the whole vehicle. If the second drive motor happens to be a synchronous motor, it will generate back electromotive force and drag loss, shortening the vehicle's cruising range.

[0003] There are three main technical approaches to addressing the back EMF and drag losses associated with synchronous motors: converting the secondary drive motor from a synchronous motor to an asynchronous motor, adding a disconnect mechanism to the output of the secondary synchronous motor, and adding 0Nm control and freewheel control to the secondary synchronous motor control strategy. None of these existing solutions address the drag losses associated with the synchronous motor as a secondary drive motor by distributing torque between the primary and secondary motors. Summary of the Invention

[0004] The purpose of this application is to at least provide a vehicle driving torque distribution method, device, electronic device and readable storage medium, which can at least solve the above-mentioned problems.

[0005] At least one embodiment of the present application provides a vehicle driving torque distribution method, including: determining the operating condition information of the vehicle based on the vehicle's throttle status information and / or energy recovery information; determining the target torque currently required by the vehicle based on the throttle status information; determining multiple torques corresponding to the multiple drives based on the operating condition information, the target torque and multiple efficiency optimization curves corresponding to the multiple drives in the vehicle, wherein the efficiency optimization curve is used to determine the energy conversion efficiency corresponding to different torques of the drives.

[0006] Optionally, the multiple drives include a first drive motor and a second drive motor, wherein the multiple torques corresponding to the multiple drives are determined according to the operating condition information, the target torque, and the multiple efficiency optimization curves corresponding to the multiple drives in the vehicle, including: determining the first target torque corresponding to the first drive and the second target torque corresponding to the second drive according to the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, the first efficiency optimization curve corresponding to the first drive motor, and the second efficiency optimization curve corresponding to the second drive motor.

[0007] Optionally, the operating condition information includes a driving condition, and the target torque is used to drive the vehicle under the driving condition; wherein, determining the first target torque corresponding to the first drive and the second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, the first efficiency optimization curve corresponding to the first drive motor, and the second efficiency optimization curve corresponding to the second drive motor includes: when the vehicle is in the driving condition, determining the first target torque and the second target torque when the input power of the first drive motor and the second drive motor is minimum according to the first speed, the second speed, the first efficiency optimization curve, and the second efficiency optimization curve.

[0008] Optionally, it also includes: when the vehicle is in the driving condition, if the target torque is less than a first torque threshold, the torque output by the first drive motor is used to drive the vehicle, and the torque output by the second drive motor is used for energy recovery, and the absolute value difference between the first target torque and the second target torque is equal to the target torque; when the vehicle is in the driving condition, if the target torque is greater than or equal to the first torque threshold, the torque output by the first drive motor and the second drive motor are both used to drive the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque.

[0009] Optionally, the operating condition information includes a coasting condition, and the target torque of the vehicle is used to generate energy under the coasting condition; wherein, determining the first target torque corresponding to the first drive and the second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, the first efficiency optimization curve corresponding to the first drive motor, and the second efficiency optimization curve corresponding to the second drive motor includes: when the vehicle is in the coasting condition, determining the first target torque and the second target torque when the output power of the first drive motor and the second drive motor is maximum based on the first speed, the second speed, the first efficiency optimization curve, and the second efficiency optimization curve.

[0010] Optionally, it also includes: when the vehicle is in the coasting condition, if the energy recovery level of the vehicle is less than a preset level, the torque output by the first drive motor is used for energy recovery, and the torque output by the second drive motor is used to drive the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque; when the vehicle is in the coasting condition, if the energy recovery level is greater than or equal to the preset level, the torques output by the first drive motor and the second drive motor are both used for energy recovery, and the difference between the absolute values ​​of the first target torque and the second target torque is equal to the target torque.

[0011] At least one embodiment of the present application provides a vehicle driving torque distribution device, including: a first determination module, used to determine the operating condition information of the vehicle based on the vehicle's throttle status information and / or energy recovery information; a second determination module, used to determine the target torque currently required by the vehicle based on the throttle status information; a third determination module, used to determine multiple torques corresponding to the multiple drives in the vehicle based on the operating condition information, the target torque and multiple efficiency optimization curves corresponding to the multiple drives in the vehicle, wherein the efficiency optimization curve is used to determine the energy conversion efficiency corresponding to different torques of the drive.

[0012] Optionally, the multiple drives include a first drive motor and a second drive motor, wherein the third determination module includes: a first determination submodule, used to determine a first target torque corresponding to the first drive and a second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor.

[0013] At least one embodiment of the present application provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the vehicle drive torque distribution method as described above.

[0014] At least one embodiment of the present application provides a readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle driving torque distribution method described above.

[0015] The vehicle drive torque distribution method proposed in this application determines the vehicle's operating condition information based on the vehicle's throttle state information and / or energy recovery information; determines the target torque currently required by the vehicle based on the throttle state information to determine the actual torque actually required by the vehicle's current user; and determines multiple torques corresponding to multiple drives based on the operating condition information, target torque, and multiple efficiency optimization curves corresponding to multiple drives in the vehicle to achieve high-efficiency driving of the vehicle. In this embodiment, by determining the different operating conditions of the vehicle and determining multiple torques based on multiple efficiency optimization curves corresponding to multiple drives of the vehicle, the combined torque of the multiple drives can meet the target torque actually required by the vehicle, achieve optimal energy output efficiency or energy recovery efficiency, reduce vehicle energy consumption, and increase vehicle range. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings: Figure 1 Schematic diagram of a flow chart of an optional vehicle driving torque distribution method in an embodiment of the present application; Figure 2 This is a circuit diagram of an optional vehicle drive structure in an embodiment of the present application; Figure 3 This is a schematic diagram of an optional first driving efficiency curve in an embodiment of the present application; Figure 4 This is a schematic diagram of an optional first energy recovery efficiency curve in an embodiment of the present application; Figure 5 This is a schematic diagram of an optional second driving efficiency curve in an embodiment of the present application; Figure 6 This is a schematic diagram of an optional second energy recovery efficiency curve in an embodiment of the present application; Figure 7 This is a circuit diagram of another optional vehicle drive structure in an embodiment of the present application; Figure 8 This is a schematic diagram of a framework of an optional vehicle driving torque distribution device in an embodiment of the present application; Figure 9 This is a schematic diagram of the framework of an optional electronic device in an embodiment of the present application. DETAILED DESCRIPTION

[0017] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments. It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other.

[0018] The following detailed description is an exemplary description and is intended to provide further detailed description of the present invention. Unless otherwise indicated, all technical terms used in the present invention have the same meaning as those generally understood by those skilled in the art to which the present invention belongs. The terms used in the present invention are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention.

[0019] The vehicle drive torque distribution method of this embodiment is primarily applied to a vehicle controller, which controls the vehicle based on information such as the vehicle's throttle status, driving, braking, energy consumption, and energy recovery. Control targets include, but are not limited to, the vehicle's drive and brakes. The vehicle in this embodiment includes multiple drives, including, but not limited to, a fuel engine and an electric motor. The vehicle's control system stores a corresponding drive efficiency optimization curve for each drive. This efficiency optimization curve indicates the vehicle's drive energy conversion efficiency at different speeds and torques.

[0020] The specific process of the vehicle driving torque distribution method proposed in this embodiment can be as follows: Figure 1 Shown, including: S101, determining vehicle operating condition information based on vehicle throttle status information and / or energy recovery information; S102, determining the target torque currently required by the vehicle based on the throttle state information; S103 , determining a plurality of torques corresponding to the plurality of drives according to the operating condition information, the target torque, and a plurality of efficiency optimization curves corresponding to the plurality of drives in the vehicle.

[0021] Among them, the efficiency optimization curve is used to determine the energy conversion efficiency corresponding to different driving torques.

[0022] In this embodiment, the vehicle's operating condition information can be determined based on the vehicle's throttle status information and / or energy recovery information. The operating condition information is used to indicate the vehicle's current operating condition. The vehicle's operating condition represents the primary task currently being performed by the driver in the vehicle, including but not limited to driving the vehicle and energy recovery. In one example, the vehicle's operating condition information includes the vehicle's current energy recovery condition and the energy recovery level.

[0023] In this embodiment, the throttle status information includes, but is not limited to, the throttle opening and closing degree, the duration of throttle depression, and other information. The energy recovery information includes, but is not limited to, the energy recovery level, the output power generated by energy recovery, and other information. The throttle status information and energy recovery information can be used to determine the current operating condition of the vehicle.

[0024] In this embodiment, the target torque currently actually required by the vehicle is determined based on throttle status information generated by the driver's accelerator pedal. In one example, the target torque currently required by the vehicle is determined based on the throttle opening / closing degree when the driver steps on the accelerator pedal. In another example, when the driver is not stepping on the accelerator pedal and the vehicle is coasting (vehicle speed is not zero), the target torque currently required by the vehicle can be determined to be zero or to be used for energy recovery.

[0025] In this embodiment, each drive in the vehicle corresponds to a drive efficiency optimization curve. This drive efficiency optimization curve is used to determine the relationship between the drive's torque and speed, and also to determine the energy conversion efficiency of the vehicle drive at different speeds and torques. Energy conversion includes, but is not limited to, the conversion of chemical energy (fuel) into mechanical energy, electrical energy into mechanical energy, and mechanical energy into electrical energy.

[0026] In addition, in this embodiment, the driving efficiency optimization curve includes a driving efficiency curve and an energy recovery efficiency curve, wherein the driving efficiency curve represents the energy conversion efficiency of the vehicle drive at different speeds and torques when the torque output by the drive is used for driving; the energy recovery efficiency curve represents the energy conversion efficiency of the vehicle drive at different speeds and torques when the torque output by the drive is used for energy recovery.

[0027] In one example, taking the drive motor in a vehicle as an example, under driving conditions, the torque output by the drive motor is used to drive the vehicle. If the target torque is 1000 N / m, it can be seen from the drive efficiency curve corresponding to the drive motor that the drive motor outputs the target torque at X speed, and the electric energy conversion efficiency of the drive motor is 70%. When the target torque is output at Y speed, the electric energy conversion efficiency of the drive motor is 90%.

[0028] In one example, taking the drive motor in a vehicle as an example, under coasting conditions, the torque output by the drive motor is used for energy recovery. If the target torque is 800N / m, it can be seen from the drive efficiency curve corresponding to the drive motor that the drive motor outputs the target torque at M speed, and the electric energy conversion efficiency of the drive motor is 75%. When the target torque is output at N speed, the electric energy conversion efficiency of the drive motor is 85%.

[0029] As shown in the above example, the drive efficiency optimization curve can be used to determine the energy conversion efficiency corresponding to different vehicle speeds when the vehicle outputs the target torque. Based on the drive efficiency optimization curve, torque can be distributed among multiple drive systems in the vehicle, achieving high-efficiency driving for these multiple drives.

[0030] In this embodiment, the actual torque currently required by multiple drives in the vehicle is determined by determining the target torque corresponding to the throttle state information under the vehicle's current operating condition. In this embodiment, the torque distribution strategies for the multiple drives in the vehicle differ under different operating conditions. For example, in a driving condition, by distributing the target torque to multiple drives simultaneously, high-efficiency driving of the multiple drives is achieved, thereby minimizing the combined power consumption of the multiple drives in the vehicle. In a coasting condition, by distributing the target torque to multiple drives, the power recovered from the multiple drives in the vehicle is maximized, generating higher energy and achieving energy savings.

[0031] In one example, the vehicle includes four drives, one for each wheel of the vehicle. When the vehicle is in a driving condition, the target torque actually required by the vehicle is determined by the opening and closing degree of the vehicle throttle, and the target torque is set to 1200. The four drives in the vehicle are all used to drive the vehicle. The rotational speeds of the four drives in the vehicle are obtained by sensors in the vehicle, and then according to four sets of efficiency optimization curves corresponding to the four drives (the efficiency optimization curves include the energy conversion efficiency corresponding to different torques of the drives in the vehicle at the current rotational speed), the efficiency of the four drives when outputting torque is adjusted, and then the torques corresponding to the four drives that maintain the lowest energy consumption power when outputting the target torque are determined. Therefore, the torques corresponding to the four drives are 320, 280, 290, and 310, respectively.

[0032] In another example, the vehicle includes two drives, one for the front wheels and the other for the rear wheels. When the vehicle is in a coasting condition, the target torque actually required by the vehicle is determined by the current energy recovery level of the vehicle. The target torque is set to -800, and both drives in the vehicle are used for energy recovery. The rotational speeds of the two drives in the vehicle are obtained by sensors in the vehicle. Then, according to two sets of efficiency optimization curves corresponding to the two drives (the efficiency optimization curves include the energy conversion efficiency corresponding to different torques of the drives in the vehicle at the current rotational speed), it is determined that each drive maintains the highest energy conversion power when outputting the target torque. Therefore, it can be obtained that the four drives correspond to torques of -420 and -380 respectively.

[0033] The vehicle drive torque distribution method proposed in this application determines the vehicle's operating condition information based on the vehicle's throttle state information and / or energy recovery information; determines the target torque currently required by the vehicle based on the throttle state information to determine the actual torque actually required by the vehicle's current user; and determines multiple torques corresponding to multiple drives based on the operating condition information, target torque, and multiple efficiency optimization curves corresponding to multiple drives in the vehicle to achieve high-efficiency driving of the vehicle. In this embodiment, by determining the different operating conditions of the vehicle and determining multiple torques based on multiple efficiency optimization curves corresponding to multiple drives of the vehicle, the combined torque of the multiple drives can meet the target torque actually required by the vehicle, achieve optimal energy output efficiency or energy recovery efficiency, reduce vehicle energy consumption, and increase vehicle range.

[0034] In some embodiments, the multiple drives include a first drive motor and a second drive motor, wherein the above step S103 includes but is not limited to: S1031, determining the first target torque corresponding to the first drive and the second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, the first efficiency optimization curve corresponding to the first drive motor, and the second efficiency optimization curve corresponding to the second drive motor.

[0035] The vehicle in this embodiment is preferably an electrically driven vehicle, and the drive in the vehicle includes a first drive motor and a second drive motor, which are respectively used to drive the front and rear axles of the vehicle. In this embodiment, the first drive motor is defined as the first drive motor, which is the main drive when the vehicle is running (the main drive wheel group in the vehicle's default state is usually the front wheels (front-wheel drive mainly) or the rear wheels (rear-wheel drive mainly), which bears most of the power output for daily driving), and the second drive motor is the second drive motor, which serves as an auxiliary drive when the vehicle is running (an additional drive wheel group (such as the rear wheels of a front-wheel drive vehicle, the front wheels of a rear-wheel drive vehicle) that intervenes when the main drive wheel group is insufficiently powered, used to enhance traction and stability).

[0036] In this embodiment, torque is distributed between the first drive motor and the second drive motor based on the vehicle's operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, the first efficiency optimization curve corresponding to the first drive motor, and the second efficiency optimization curve corresponding to the second drive motor, so that the combined torque of the first drive motor and the second drive motor meets the target torque to meet the vehicle's current actual torque demand.

[0037] In one example, if a vehicle is in a driving state, the first drive motor is used for driving and the second drive motor is used for energy recovery. In this case, the target torque of the vehicle is determined based on the vehicle's throttle state information. The torque of the first and second drive motors is distributed using the first and second speeds, the first and second efficiency optimization curves. In this case, the difference between the torques of the first and second drive motors is the target torque. Simultaneously, the output torque of the first drive motor is optimized using the first efficiency optimization curve to improve its efficiency and minimize its energy consumption at the same torque. The output torque of the second drive motor is optimized using the second efficiency optimization curve to improve its efficiency and maximize its energy recovery power at the same torque.

[0038] In some embodiments, the operating condition information includes a driving condition, and when the vehicle is in the driving condition, the target torque is used to drive the vehicle; wherein, the above-mentioned step S1031 includes but is not limited to: when the vehicle is in the driving condition, according to the first speed, the second speed, the first efficiency optimization curve and the second efficiency optimization curve, determining the first target torque and the second target torque when the input power of the first drive motor and the second drive motor is minimum.

[0039] It should be noted that, in this embodiment, the power consumed by the drive motor in the vehicle when driving is defined as input power, and the power consumed by the drive motor when recovering energy is defined as output power. The input power and the output power are the combined power of multiple drive motors in the vehicle. For example, when the torques output by two drive motors in the vehicle are both used to drive the vehicle, the input power is the sum of the powers of the two drive motors. When one of the torques output by two drive motors in the vehicle is used to drive the vehicle and the other is used to recover energy, the input power is the difference between the powers of the two drive motors.

[0040] In this embodiment, when the vehicle is in a driving state, the combined torque output by the first and second drive motors is used to drive the vehicle. A target torque is determined based on the vehicle's throttle state information. Torque is distributed between the first and second drive motors using a first speed, a second speed, a first efficiency optimization curve, and a second efficiency optimization curve. The first and second target torques are determined when the input power of the first and second drive motors is at a minimum.

[0041] In some embodiments, the above step S1031 also includes but is not limited to: when the vehicle is in a driving condition, if the target torque is less than a first torque threshold, the torque output by the first drive motor is used to drive the vehicle, and the torque output by the second drive motor is used for energy recovery, and the absolute value difference between the first target torque and the second target torque is equal to the target torque.

[0042] In an application scenario, such as Figure 2 The high-voltage electric drive principle diagram of the vehicle shown in FIG. includes a battery module 110, a battery module 120, a first drive motor 210, a second drive motor 220, a relay 310, a relay 320, and a relay 330. In this example, the efficiency optimization curve includes a drive efficiency curve and an energy recovery efficiency curve. The first drive efficiency curve of the first drive motor 210 is shown in FIG. Figure 3 As shown, the first energy recovery efficiency curve of the first drive motor 210 is as follows: Figure 4 As shown, the second driving efficiency curve of the second driving motor 220 is as follows Figure 5 As shown, the second energy recovery efficiency curve of the second drive motor 220 is as follows: Figure 6 shown.

[0043] In one example, in Figure 2-6 In the application scenario shown, when the vehicle is in a driving condition, the vehicle controller (not shown in the figure) in the vehicle calculates the target torque T1 actually required by the vehicle based on the vehicle's accelerator pedal opening. When the target torque is less than the first torque threshold, the torque output by the first drive motor 210 is used for vehicle driving, and the torque output by the second drive motor 220 is used for energy recovery.

[0044] In this case, the vehicle controller controls relay 310 to close, relay 320 to close, and relay 330 to open. The first drive motor 210 is powered by the battery module 110, and the second drive motor 220 charges the battery module 120. The vehicle controller searches for the first target torque T2 and the second target torque T3 in the first drive efficiency curve and the second energy recovery efficiency curve based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, respectively, so that the total power P of the first drive motor 210 and the second drive motor 220 is minimized. The torque request values ​​of the first target torque T2 and the second target torque T3 found are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0045] |T2|-|T3|==|T1| V1*I1*η1- V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first drive efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second energy recovery efficiency curve.

[0046] In the above example, the first drive motor 210 is optimized according to the first drive efficiency curve, which increases the torque output of the first drive motor 210 and enables the first drive motor 210 to operate in a more efficient area; the second drive motor 220 outputs negative torque, and uses the extra torque output by the first drive motor 210 for energy recovery, thereby avoiding drag loss during 0Nm control; at the same time, the battery uses a parallel power supply module to discharge the first drive motor 210, the internal resistance of the battery increases, and when there is load output, the bus voltage of the first drive motor 210 is lower, thereby improving the driving efficiency of the first drive motor 210.

[0047] In some embodiments, the above step S1031 further includes but is not limited to: when the vehicle is in a driving state, if the target torque is greater than or equal to the first torque threshold, the torque output by the first drive motor and the second drive motor are both used to drive the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque In yet another example, Figure 2-6 In the application scenario shown, when the vehicle is in a driving condition, the vehicle controller (not shown in the figure) in the vehicle calculates the target torque T1 actually required by the vehicle based on the accelerator pedal opening of the vehicle. When the target torque is greater than or equal to the first torque threshold, the torque output by the first drive motor 210 and the second drive motor 220 are both used to drive the vehicle.

[0048] In this case, the vehicle controller controls relays 310, 320, and 330 to close, and the battery modules 110 and 120 simultaneously power the first drive motor 210 and the second drive motor 220. Based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, the vehicle controller finds the first target torque T2 and the second target torque T3 in the first drive efficiency curve and the second drive efficiency curve, respectively, so that the total power P of the first drive motor 210 and the second drive motor 220 is minimized. The torque request values ​​of the first target torque T2 and the second target torque T3 found are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0049] |T2|+|T3|==|T1| V1*I1*η1+ V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first drive efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second drive efficiency curve.

[0050] In some embodiments, the operating condition information includes a coasting condition. In the coasting condition, the target torque is used to generate energy. Step S1031 includes but is not limited to: When the vehicle is in a coasting condition, a first target torque and a second target torque are determined when the output power of the first drive motor and the second drive motor is maximum according to the first speed, the second speed, the first drive efficiency curve, and the second drive efficiency curve.

[0051] In this embodiment, when the vehicle is in a coasting condition, the combined torque output by the first and second drive motors is used for energy recovery. A target torque is determined based on the vehicle's throttle state information, and torque is distributed between the first and second drive motors using a first speed, a second speed, a first efficiency optimization curve, and a second efficiency optimization curve. The first and second target torques are determined when the output efficiencies of the first and second drive motors are maximized.

[0052] It should be noted that when the vehicle is in a coasting state, the torque output by the drive in the vehicle can be used entirely for energy recovery, or partially for energy recovery. For example, in a coasting condition, the torque output by one set of drives in the vehicle is used for energy recovery, and the torque output by another set of drives is used to drive the vehicle, and the corresponding combined torque of the two is used for energy recovery. In some embodiments, the above step S1031 further includes but is not limited to: When the vehicle is in a coasting condition, if the vehicle's energy recovery level is less than a preset level, the torque output by the first drive motor is used for energy recovery, and the torque output by the second drive motor is used to drive the vehicle. The sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque.

[0053] In another example, Figure 2-6 In the application scenario shown, when the vehicle is in a coasting condition, the vehicle controller (not shown in the figure) in the vehicle determines the target torque T1 actually required by the vehicle based on the vehicle's current energy recovery level. When the vehicle's energy recovery level is less than a preset level, the torque output by the first drive motor 210 is used for energy recovery, and the torque output by the second drive motor 220 is used to drive the vehicle.

[0054] In this situation, the vehicle controller controls relay 310 to close, relay 320 to close, and relay 330 to open. The first drive motor 210 outputs negative torque for energy recovery, which is used to charge the battery module 110. The second drive motor 220 outputs positive torque for driving the vehicle, and the second drive motor 220 is powered by the battery module 120. Based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, the vehicle controller finds the first target torque T2 and the second target torque T3 in the first energy recovery efficiency curve and the second drive efficiency curve, respectively, so that the total power P of the first drive motor 210 and the second drive motor 220 is maximized. The torque request values ​​of the first target torque T2 and the second target torque T3 are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0055] |T2|-|T3|==|T1| V1*I1*η1- V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first energy recovery efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second drive efficiency curve.

[0056] In some embodiments, the above step S1031 also includes but is not limited to: when the vehicle is in a coasting condition, if the energy recovery level is greater than or equal to a preset level, the torque output by the first drive motor and the second drive motor are both used for energy recovery, and the absolute value difference between the first target torque and the second target torque is equal to the target torque.

[0057] In one example, if Figure 2-6 In the application scenario shown, when the vehicle is in a coasting condition, the vehicle controller (not shown in the figure) in the vehicle determines the target torque T1 actually required by the vehicle based on the vehicle's current energy recovery level. When the vehicle's energy recovery level is greater than or equal to the preset level, the torque output by the first drive motor 210 and the second drive motor 220 are both used for energy recovery.

[0058] In this case, the vehicle controller controls relay 310, relay 320, and relay 330 to close, and the first drive motor 210 and the second drive motor 220 simultaneously charge the battery module 110 and the battery module 120. The vehicle controller finds the first target torque T2 and the second target torque T3 in the first energy recovery efficiency curve and the second energy recovery efficiency curve based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, respectively, so that the total power P of the first drive motor 210 and the second drive motor 220 is maximized. The torque request values ​​of the first target torque T2 and the second target torque T3 found are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0059] |T2|+|T3|==|T1| V1*I1*η1+ V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first energy recovery efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second energy recovery efficiency curve.

[0060] The following describes the technical solution in this application in conjunction with another application scenario: In another application scenario, such as Figure 7 The high-voltage electric drive principle diagram of the vehicle shown in FIG. includes a battery module 110, a battery module 120, a first drive motor 210, a second drive motor 220, and a relay 340. In this example, the efficiency optimization curve includes a drive efficiency curve and an energy recovery efficiency curve. The first drive efficiency curve of the first drive motor 210 is shown in FIG. Figure 3 As shown, the first energy recovery efficiency curve of the first drive motor 210 is as follows: Figure 4 As shown, the second driving efficiency curve of the second driving motor 220 is as follows Figure 5 As shown, the second energy recovery efficiency curve of the second drive motor 220 is as follows: Figure 6 shown.

[0061] In one example, in Figure 3-7 In the application scenario shown, when the vehicle is in a driving condition, the vehicle controller (not shown in the figure) in the vehicle calculates the target torque T1 actually required by the vehicle based on the vehicle's accelerator pedal opening. When the target torque is less than the second torque threshold, the torque output by the first drive motor 210 is used for vehicle driving, and the torque output by the second drive motor 220 is used for energy recovery.

[0062] In this case, the vehicle controller controls relay 340 to close, and the second drive motor 220 (using energy recovered), battery module 110, and battery module 120 jointly power the first drive motor 210. Based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, the vehicle controller searches for the first target torque T2 and the second target torque T3 in the first drive efficiency curve and the second energy recovery efficiency curve, respectively, to minimize the total power P of the first drive motor 210 and the second drive motor 220. The found torque request values ​​of the first target torque T2 and the second target torque T3 are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0063] |T2|-|T3|==|T1| V1*I1*η1- V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first drive efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second energy recovery efficiency curve.

[0064] In another example, Figure 3-7 In the application scenario shown, when the vehicle is in a driving condition, the vehicle controller (not shown in the figure) in the vehicle calculates the target torque T1 actually required by the vehicle based on the accelerator pedal opening of the vehicle. When the target torque is greater than or equal to the second torque threshold, the torque output by the first drive motor 210 and the second drive motor 220 are both used to drive the vehicle.

[0065] In this case, the vehicle controller controls relay 340 to close, and the battery module 110 and the battery module 120 jointly power the first drive motor 210 and the second drive motor 220. The vehicle controller then searches for the first target torque T2 and the second target torque T3 in the first drive efficiency curve and the second drive efficiency curve, respectively, based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, so that the total power P of the first drive motor 210 and the second drive motor 220 is minimized. The torque request values ​​of the first target torque T2 and the second target torque T3 found are sent to the first drive motor 210 and the second drive motor 220, respectively.

[0066] |T2|+|T3|==|T1| V1*I1*η1+ V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first drive efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second drive efficiency curve.

[0067] In another example, Figure 3-7 In the application scenario shown, when the vehicle is in a coasting condition, the vehicle controller (not shown in the figure) in the vehicle determines the target torque T1 actually required by the vehicle based on the vehicle's current energy recovery level. When the vehicle's energy recovery level is less than a preset level, the torque output by the first drive motor 210 is used for energy recovery, and the torque output by the first drive motor 210 is used to drive the vehicle.

[0068] In this case, the vehicle controller controls the relay 340 to close, the first drive motor 210 outputs negative torque, recovers energy, and charges the second drive motor 220; according to actual conditions, if the discharge power obtained by energy recovery of the first drive motor 210 does not meet the requirements of the second drive motor 220, the battery module 110 and the battery module 120 together power the second drive motor 220; if the discharge power obtained by energy recovery of the first drive motor 210 is greater than the requirements of the second drive motor 220, the first drive motor 210 charges the battery module 110 and the battery module 120 at the same time.

[0069] The vehicle controller determines the first target torque T2 and the second target torque T3 from the first energy recovery efficiency curve and the second drive efficiency curve, respectively, based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, so as to maximize the total power P of the first drive motor 210 and the second drive motor 220. The determined torque request values ​​of the first target torque T2 and the second target torque T3 are respectively transmitted to the first drive motor 210 and the second drive motor 220.

[0070] |T2|-|T3|==|T1| V1*I1*η1- V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first energy recovery efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second drive efficiency curve.

[0071] In another example, Figure 3-7 In the application scenario shown, when the vehicle is in a coasting condition, the vehicle controller (not shown in the figure) in the vehicle determines the target torque T1 actually required by the vehicle based on the vehicle's current energy recovery level. When the vehicle's energy recovery level is greater than or equal to the preset level, the torque output by the first drive motor 210 and the second drive motor 220 are both used for energy recovery.

[0072] In this case, the vehicle controller controls relay 340 to close, causing the first and second drive motors 210 and 220 to output negative torque for energy recovery, charging the battery modules 110 and 120. Based on the first speed n1 of the first drive motor 210 and the second speed n2 of the second drive motor 220, the vehicle controller searches the first energy recovery efficiency curve and the second drive efficiency curve to find the first target torque T2 and the second target torque T3, respectively, so that the total power P of the first and second drive motors 210 and 220 reaches the maximum value. The torque request values ​​of the first and second target torques T2 and T3 are sent to the first and second drive motors 210 and 220, respectively.

[0073] |T2|-|T3|==|T1| V1*I1*η1- V2*I2*η2=P Among them, V1 is the bus voltage of the first drive motor 210; I1 is the bus current of the first drive motor 210; η1 is the efficiency value corresponding to (n1, T2) in the first energy recovery efficiency curve; V2 is the bus voltage of the second drive motor 220; I2 is the current of the second drive motor 220; η2 is the efficiency value corresponding to (n2, T3) in the second energy recovery efficiency curve.

[0074] It is understood from common technical knowledge that the present invention may be implemented by other embodiments that do not depart from its spirit or essential features. Therefore, the embodiments disclosed above are, in all respects, merely illustrative and not exclusive. All modifications within the scope of the present invention or equivalent to the scope of the present invention are intended to be encompassed by the present invention.

[0075] At least one embodiment of the present application provides a vehicle driving torque distribution device, such as Figure 8 As shown, the device includes: A first determining module 80 is configured to determine the vehicle's operating condition information based on the vehicle's throttle state information and / or energy recovery information; A second determining module 82 is configured to determine a target torque currently required by the vehicle according to the throttle state information; The third determination module 84 is configured to determine a plurality of torques corresponding to the plurality of drives according to the operating condition information, the target torque, and a plurality of efficiency optimization curves corresponding to the plurality of drives in the vehicle.

[0076] Optionally, in this embodiment, the multiple drives include a first drive motor and a second drive motor, wherein the third determining module 84 includes: The first determination submodule is used to determine a first target torque corresponding to the first drive and a second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor.

[0077] Optionally, in this embodiment, the operating condition information includes a driving operating condition, and the target torque of the vehicle is used to drive the vehicle under the driving operating condition; wherein the first determining submodule includes: The first determination unit is configured to determine, when the vehicle is in the driving condition, the first target torque and the second target torque when the input power of the first drive motor and the second drive motor is minimized based on the first speed, the second speed, the first efficiency optimization curve, and the second efficiency optimization curve.

[0078] Optionally, in this embodiment, the first determining unit is further configured to: When the vehicle is in the driving condition, if the target torque is less than a first torque threshold, the torque output by the first drive motor is used to drive the vehicle, and the torque output by the second drive motor is used to recover energy, and the absolute value difference between the first target torque and the second target torque is equal to the target torque; When the vehicle is in the driving condition, if the target torque is greater than or equal to a first torque threshold, the torques output by the first drive motor and the second drive motor are both used to drive the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque.

[0079] Optionally, in this embodiment, the operating condition information includes a coasting operating condition, and the target torque of the vehicle is used to generate energy in the coasting operating condition; wherein the third determining module 84 includes: The second determination unit is used to determine the first target torque and the second target torque when the output power of the first drive motor and the second drive motor is maximum based on the first speed, the second speed, the first efficiency optimization curve and the second efficiency optimization curve when the vehicle is in the coasting condition.

[0080] The second determining unit is further configured to: When the vehicle is in the coasting condition, if the energy recovery level of the vehicle is less than a preset level, the torque output by the first drive motor is used for energy recovery, and the torque output by the second drive motor is used for driving the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque; When the vehicle is in the coasting condition, if the energy recovery level is greater than or equal to a preset level, the torque output by the first drive motor and the second drive motor are both used for energy recovery, and the absolute value difference between the first target torque and the second target torque is equal to the target torque.

[0081] Another embodiment of the present application relates to an electronic device, such as Figure 9 As shown, it includes: at least one processor 901; and a memory 902 that is communicatively connected to the at least one processor 901; wherein the memory 902 stores instructions that can be executed by the at least one processor 901, and the instructions are executed by the at least one processor 901 to enable the at least one processor 901 to execute the vehicle driving torque distribution method in the above-mentioned embodiments.

[0082] The memory and processor are connected using a bus, which can include any number of interconnected buses and bridges. The bus connects various circuits of one or more processors and memories. The bus can also connect various other circuits such as peripheral devices, voltage regulators, and power management circuits. These are all well known in the art and are therefore not described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single component or multiple components, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over a wireless medium via an antenna. Furthermore, the antenna receives data and transmits it to the processor.

[0083] The processor is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory can be used to store data used by the processor when performing operations.

[0084] Another embodiment of the present application relates to a computer-readable storage medium storing a computer program, which implements the above method embodiment when executed by a processor.

[0085] That is, those skilled in the art will understand that all or part of the steps in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a program. The program is stored in a storage medium and includes a number of instructions for causing a device (which may be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps in the methods described in the various embodiments of this application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0086] Those skilled in the art will appreciate that the above embodiments are specific embodiments for implementing the present application, and that in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present application.

Claims

1. A vehicle driving torque distribution method, characterized in that: include: Determining operating condition information of the vehicle based on throttle status information and / or energy recovery information of the vehicle; determining a target torque currently required by the vehicle according to the throttle state information; Based on the operating condition information, the target torque, and multiple efficiency optimization curves corresponding to multiple drives in the vehicle, multiple torques corresponding to the multiple drives are determined, wherein the efficiency optimization curves are used to determine the energy conversion efficiency corresponding to different torques of the drives.

2. The method according to claim 1, characterized in that The multiple drives include a first drive motor and a second drive motor, wherein: Determining a plurality of torques corresponding to the plurality of drives according to the operating condition information, the target torque, and a plurality of efficiency optimization curves corresponding to the plurality of drives in the vehicle includes: A first target torque corresponding to the first drive and a second target torque corresponding to the second drive are determined based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor.

3. The method according to claim 2, characterized in that The operating condition information includes a driving condition, and the target torque is used to drive the vehicle under the driving condition; wherein, The determining, based on the operating condition information, a first speed of the first drive motor, a second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor, a first target torque corresponding to the first drive motor and a second target torque corresponding to the second drive motor, includes: When the vehicle is in the driving condition, the first target torque and the second target torque are determined when the input power of the first drive motor and the second drive motor is minimum according to the first speed, the second speed, the first efficiency optimization curve, and the second efficiency optimization curve.

4. The method according to claim 3, characterized in that Also includes: When the vehicle is in the driving condition, if the target torque is less than a first torque threshold, the torque output by the first drive motor is used to drive the vehicle, and the torque output by the second drive motor is used to recover energy, and the absolute value difference between the first target torque and the second target torque is equal to the target torque; When the vehicle is in the driving condition, if the target torque is greater than or equal to a first torque threshold, the torques output by the first drive motor and the second drive motor are both used to drive the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque.

5. The method according to claim 2, characterized in that The operating condition information includes a coasting operating condition, and the target torque of the vehicle is used to generate energy in the coasting operating condition; wherein, The determining, based on the operating condition information, a first speed of the first drive motor, a second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor, a first target torque corresponding to the first drive motor and a second target torque corresponding to the second drive motor, includes: When the vehicle is in the coasting condition, the first target torque and the second target torque are determined when the output power of the first drive motor and the second drive motor is maximum according to the first speed, the second speed, the first efficiency optimization curve, and the second efficiency optimization curve.

6. The method according to claim 5, characterized in that Also includes: When the vehicle is in the coasting condition, if the energy recovery level of the vehicle is less than a preset level, the torque output by the first drive motor is used for energy recovery, and the torque output by the second drive motor is used for driving the vehicle, and the sum of the absolute values ​​of the first target torque and the second target torque is equal to the target torque; When the vehicle is in the coasting condition, if the energy recovery level is greater than or equal to a preset level, the torque output by the first drive motor and the second drive motor are both used for energy recovery, and the absolute value difference between the first target torque and the second target torque is equal to the target torque.

7. A vehicle driving torque distribution device, characterized in that: include: a first determining module, configured to determine operating condition information of the vehicle based on throttle status information and / or energy recovery information of the vehicle; a second determining module, configured to determine a target torque currently required by the vehicle according to the throttle state information; The third determination module is used to determine multiple torques corresponding to the multiple drives based on the operating condition information, the target torque, and multiple efficiency optimization curves corresponding to the multiple drives in the vehicle, wherein the efficiency optimization curves are used to determine the energy conversion efficiency corresponding to different torques of the drives.

8. The device according to claim 7, characterized in that The plurality of drives include a first drive motor and a second drive motor, wherein the third determining module includes: The first determination submodule is used to determine a first target torque corresponding to the first drive and a second target torque corresponding to the second drive based on the operating condition information, the first speed of the first drive motor, the second speed of the second drive motor, a first efficiency optimization curve corresponding to the first drive motor, and a second efficiency optimization curve corresponding to the second drive motor.

9. An electronic device, characterized in that: include: at least one processor; as well as, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle driving torque distribution method according to any one of claims 1 to 7.

10. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the vehicle driving torque distribution method according to any one of claims 1 to 6 is implemented.

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