Vehicle torque distribution method and double-electric-drive-axle vehicle

Abstract

The invention provides a vehicle torque distribution method and a double-electric-drive-axle vehicle, and relates to the technical field of new energy automobiles. The method is applied to a vehicle controller of a double-electric-drive-axle vehicle and comprises the steps that actual operation parameters of two motors in the double-electric-drive-axle vehicle are obtained; the total demand torque of the double-electric-drive-axle vehicle is obtained; according to the total demand torque and the actual operation parameters of each motor, the demand power of each motor under the multiple preset distribution coefficients is calculated; determining the corresponding total demand power according to the demand power of each motor under the plurality of preset distribution coefficients; determining a target distribution coefficient from the plurality of preset distribution coefficients according to the total demand power corresponding to the plurality of preset distribution coefficients; and performing torque distribution control on the two motors by adopting the target distribution coefficient according to the total demand torque. The target distribution coefficients of the motors are dynamically determined, then the two motors are controlled, the overall energy efficiency of the vehicle reaches the optimal level, energy efficiency waste is avoided, and the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and more specifically, to a vehicle torque distribution method and a dual-electric drive axle vehicle. Background Art

[0002] With the development of new energy vehicle technology, electric heavy-duty trucks are increasingly being used in logistics and transportation. To balance power and energy efficiency, some models adopt a hybrid drive architecture combining synchronous and asynchronous motors. However, the efficiency characteristics of motors in hybrid drive architectures vary significantly under different operating conditions. For example, in driving conditions, synchronous motors have superior efficiency in the low- to medium-speed, high-torque range, while asynchronous motors perform better in the high-speed, light-load range. In energy recovery conditions, the power generation efficiency curves of both motors deviate significantly from those during driving, placing extremely high demands on precise efficiency control under all operating conditions.

[0003] In the existing technology, traditional solutions usually adopt a fixed torque distribution ratio to drive and control multiple motors, which cannot achieve dynamic torque distribution of the motors, making it difficult for the overall energy efficiency of the vehicle to reach the optimal level, resulting in serious energy waste. Summary of the Invention

[0004] The purpose of the embodiments of the present application is to provide a vehicle torque distribution method and a dual-electric drive axle vehicle, so as to realize dynamic torque distribution of the motor, so that the overall energy efficiency of the vehicle reaches an optimal level and avoids energy waste.

[0005] In order to achieve the above objectives, the technical solutions adopted in the embodiments of the present application are as follows: In a first aspect, an embodiment of the present application provides a vehicle torque distribution method, which is applied to a vehicle controller of a dual electric drive axle vehicle, the method comprising: Obtaining actual operating parameters of two motors in the dual electric drive axle vehicle; Obtaining a total required torque of the dual electric drive axle vehicle; Calculating the power requirements of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor; Determining a total power requirement corresponding to the plurality of preset allocation coefficients according to the required power of each motor under the plurality of preset allocation coefficients; determining a target allocation coefficient from the plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients; According to the total required torque, the target distribution coefficient is adopted to perform torque distribution control on the two motors, so as to control the two electric drive axles of the dual electric drive axle vehicle through the two motors respectively.

[0006] Optionally, the actual operating parameters include: actual rotational speed; The obtaining of the total required torque of the dual electric drive axle vehicle includes: Obtaining accelerator pedal opening information of the dual electric drive axle vehicle; The total required torque is calculated according to the accelerator pedal opening information and the actual rotation speeds of the two motors using a preset driver required torque curve.

[0007] Optionally, the actual operating parameters include: actual speed, actual torque; The step of calculating the power requirements of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor includes: Obtaining the motor efficiency of each motor using the motor efficiency curve of each motor according to the actual torque and actual speed of each motor; Determining the required torque of the two motors under each preset distribution coefficient according to the total required torque; The required power of each motor under the multiple preset distribution coefficients is calculated respectively according to the actual rotation speed, motor efficiency and corresponding required torque of each motor under the multiple preset distribution coefficients.

[0008] Optionally, the actual operating parameters further include: motor operating time; and the method further includes: determining efficiency correction coefficients of the two motors respectively according to the motor running times of the two motors; The motor efficiencies of the two motors are corrected respectively according to the efficiency correction coefficients of the two motors.

[0009] Optionally, the actual operating parameters further include: motor temperature; The step of obtaining the motor efficiency of each motor by using the motor efficiency curve of each motor according to the actual torque and actual speed of each motor includes: According to the actual torque, actual speed and corresponding motor temperature of each motor, the motor efficiency curve of each motor at a plurality of preset temperatures is adopted to obtain the motor efficiency of each motor at the corresponding motor temperature.

[0010] Optionally, obtaining the motor efficiency of each motor at the corresponding motor temperature by using a motor efficiency curve of each motor at a plurality of preset temperatures according to the actual torque, actual speed, and corresponding motor temperature of each motor includes: Determining a first preset temperature and a second preset temperature closest to the motor temperature from the plurality of preset temperatures; wherein the first preset temperature is lower than the motor temperature, and the second preset temperature is higher than the motor temperature; According to the actual torque and actual speed of each motor, using the motor efficiency curve of each motor at the first preset temperature and the motor efficiency curve at the second preset temperature, respectively obtaining a reference motor efficiency of each motor at the first preset temperature and the reference motor efficiency at the second preset temperature; The motor efficiency of each motor at the corresponding motor temperature is calculated according to the reference motor efficiency at the first preset temperature, the reference motor efficiency at the second preset temperature, the first preset temperature, the second preset temperature, and the motor temperature.

[0011] Optionally, the method further includes: Recording the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature; Calculating, based on the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature, the actual motor efficiency corresponding to the actual torque and the actual speed of each motor at the motor temperature; The actual motor efficiency of each motor at the motor temperature is stored.

[0012] Optionally, determining a target allocation coefficient from the plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients includes: If the dual electric drive axle vehicle is in a recovery condition in the D gear, according to the total power requirements corresponding to the plurality of preset distribution coefficients, a preset distribution coefficient with the largest total power requirement is determined as the target distribution coefficient; If the dual electric drive axle vehicle is in the driving condition of the R gear, according to the total required power corresponding to the multiple preset distribution coefficients, the preset distribution coefficient with the minimum total required power is determined from the multiple preset distribution coefficients as the target distribution coefficient.

[0013] Optionally, before performing torque distribution control on the two motors using the target distribution coefficient according to the total required torque, the method further includes: determining a driving mode of the dual electric drive axle vehicle according to actual operating parameters of the two motors and the target distribution coefficient; If the driving mode is to enter the dual-bridge mode from the single-bridge mode, delaying for a first preset time, and upon receiving a confirmation operation of the dual-bridge entry request within the first preset time, switching to the dual-bridge mode; If the driving mode is to enter the single-bridge mode from the dual-bridge mode, the second preset time is delayed, and if a confirmation operation of entering the single-bridge request is received within the second preset time, the single-bridge mode is switched to; wherein the second preset time is greater than the first preset time.

[0014] In a second aspect, an embodiment of the present application provides a dual electric drive axle vehicle, comprising at least: a vehicle body, and a vehicle controller, two motors, and two electric drive axles disposed on the vehicle body; The two motors are driven to connect the two electric drive axles, and the vehicle controller is connected to the two motors, so as to execute any one of the methods described in the first aspect above.

[0015] Compared with the prior art, this application has the following beneficial effects: The vehicle torque distribution method and dual-electric drive axle vehicle provided by the present application relate to the field of new energy vehicle technology. The vehicle controller applied to the dual-electric drive axle vehicle includes: obtaining the actual operating parameters of the two motors in the dual-electric drive axle vehicle, and providing a decision basis for the torque distribution algorithm through accurate and real-time data collection; obtaining the total required torque of the dual-electric drive axle vehicle, so that the total required torque is used as the reference value for torque distribution, ensuring that the subsequent torque distribution of the dual motors meets the power demand and is in the high-efficiency range; calculating the required power of each motor under multiple preset distribution coefficients according to the total required torque and the actual operating parameters of each motor, ensuring that the dual-electric drive axle vehicle is distributed on demand and operates efficiently; determining the total required power corresponding to the multiple preset distribution coefficients according to the required power of each motor under the multiple preset distribution coefficients, so as to provide quantitative information for the optimal distribution decision. Based on the total required power corresponding to multiple preset distribution coefficients, a target distribution coefficient is determined from multiple preset distribution coefficients, and the fixed strategy of the traditional solution is replaced by objective screening based on the total required power, thereby improving the accuracy of torque distribution and making the power output more in line with actual needs; according to the total required torque, the target distribution coefficient is used to control the torque distribution of the two motors, so that the two electric drive axles of the dual-electric drive axle vehicle are controlled by the two motors respectively, and the torque distribution is performed according to the target distribution coefficient to ensure that the two motors always work in their respective high-efficiency ranges. Compared with the traditional fixed distribution, the overall efficiency of the vehicle is improved, the long-term high load of a single motor is avoided, and the life of the single motor is extended. Therefore, the present application can coordinate the torque control of the dual motors and achieve multiple optimizations of energy efficiency, reliability and driving experience. At the same time, the motor distribution ratio of the present application can also be optimized in real time, so that the two motors can adapt to different working conditions and maintain the best output power under different working conditions, thereby improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 A schematic structural diagram of a dual electric drive axle vehicle provided in an embodiment of the present application; Figure 2 A schematic diagram of the mechanical structure of a dual-motor independently driven electric drive axle provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application; Figure 4 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 1 ; Figure 5 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 2 ; Figure 6 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 3 ; Figure 7 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 4 ; Figure 8 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 5 ; Figure 9 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 6 ; Figure 10 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 7 ; Figure 11 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 8 ; Figure 12 A schematic structural diagram of a vehicle torque distribution device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0018] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0019] Figure 1 This is a schematic diagram of the structure of a dual electric drive axle vehicle provided in an embodiment of the present application. Figure 1 As shown, the dual electric drive axle vehicle 100 includes at least a vehicle body 110, a vehicle controller 120, two motors 130, and two electric drive axles 140 disposed on the vehicle body 110. The dual electric drive axle vehicle 100 can be selected according to actual conditions. For example, the dual electric drive axle vehicle 100 can be selected as a commercial vehicle, a dual rear-drive axle vehicle, a central-drive dual rear-axle commercial vehicle, or a dual electric drive axle commercial vehicle.

[0020] Two motors 130 drive and connect two electric drive axles 140, and a vehicle controller 120 is connected to the two motors 130 to execute the vehicle torque distribution method. The two motors 130 are power sources and are connected to the two electric drive axles (e.g., the center axle and rear axle) via drive shafts or direct integration (wheel-mounted motors), achieving independent power output between the axles.

[0021] The two motors 130 can be selected based on practical needs. For example, motor 130-1 can be a synchronous motor, while motor 130-2 can be an asynchronous motor. The corresponding two electric drive axles 140 are a center electric drive axle 140-1 and a rear electric drive axle 140-2. In other words, the dual electric drive axle vehicle provided herein can be a commercial vehicle with a hybrid motor that includes both synchronous and asynchronous motors.

[0022] Optionally, the present application also provides a structural diagram of a dual-motor independent drive electric drive axle 140. Figure 2 A schematic diagram of the mechanical structure of a dual-motor independently driven electric drive axle provided in an embodiment of the present application is shown in FIG. Figure 2 As shown, the two motors 130 correspond to different gearboxes and differentials, respectively, to drive different axles, such as the middle axle and the rear axle, or two independent drive axles.

[0023] The motor, as a power source, converts electrical energy into mechanical energy (output torque and speed). The gearbox is used to change the speed and torque of motor 130 to match the motor's characteristics with the wheel's requirements. For example, if the motor rotates at high speed, the gearbox reduces speed and increases torque to ensure sufficient torque is delivered to the wheels. The differential allows the left and right wheels on the same axle to rotate at different speeds. For example, when turning, the outer wheel rotates faster than the inner wheel, preventing wheel slip and improving driving stability.

[0024] For example, in the scenario of a fully loaded commercial vehicle climbing a hill, the power transmission path is as follows: The two motors simultaneously output torque: motor 130-1 (the synchronous motor corresponding to the center axle electric drive axle 140-1) and motor 130-2 (the asynchronous motor corresponding to the rear axle electric drive axle 140-2). The gearbox then adapts to the load: gearbox 1 converts the high speed of motor 130-1 to the low speed and high torque of the center axle; gearbox 2 similarly adapts to the rear axle. The differential distributes power: differential 1 distributes the center axle torque to the left and right wheels (automatically adjusting the wheel speed difference during cornering); differential 2 similarly distributes the torque to the rear axle. This allows the center axle electric drive axle 140-1 and the rear axle electric drive axle 140-2 to be driven simultaneously, distributing the heavy load pressure, preventing overload on any one axle, and improving the load-carrying capacity and reliability of the commercial vehicle.

[0025] The vehicle controller 120 can be considered as the vehicle's VCU (Vehicle Control Unit). As the control core, it is connected to the two motors 130 via a communication method such as the CAN bus. It is used to collect data such as vehicle speed, throttle opening, motor temperature, torque demand, etc. in real time, execute a preset torque distribution method, etc., and thus achieve precise control of the two motors 130, such as starting or stopping, torque adjustment, mode switching, etc.

[0026] The dual-electric drive axle vehicle provided herein may comprise at least a vehicle body, a vehicle controller mounted on the vehicle body, two motors, and two electric drive axles. The two motors drive and connect the two electric drive axles to achieve a greater total output torque, and the vehicle controller connects the two motors to execute a vehicle torque distribution method. Thus, the dual-electric drive axle vehicle of the present invention supports switching between single and dual-axle modes (e.g., single-axle driving saves power under light loads, dual-axle coordination under heavy loads). Combined with the vehicle controller's delayed confirmation mechanism, this reduces the impact of frequent switching on components and extends the life of the transmission. Furthermore, if a single motor fails, the other motor can temporarily assume some of the power, preventing the vehicle from stalling and improving operational reliability. Furthermore, the dual-electric drive axle vehicle utilizes differentiated control strategies for different operating conditions (e.g., reverse in R (reverse) gear, drive or recuperation in D (drive) gear), enabling efficient operation in scenarios such as frequent start-stop and start-stop energy recovery, long-distance transportation (e.g., high-speed, efficient cruising), and heavy-load mining (e.g., high-torque output), significantly improving its adaptability compared to traditional commercial vehicles.

[0027] Optionally, the present application also provides a vehicle controller 120, Figure 3 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of the present application. Figure 3 As shown, the vehicle controller 120 may include a processor 121 and a memory 122 .

[0028] The memory 122 stores machine-executable instructions that can be executed by the processor 121. That is, when the vehicle controller 120 is running, the machine-readable instructions are executed. The processor 121 communicates with the memory 122 via a bus. The processor 121 can execute the machine-executable instructions to implement the vehicle torque distribution method.

[0029] The memory 122, the processor 121, and the bus components are electrically connected to each other directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses or signal lines. The mobile storage device includes at least one software function module that can be stored in the memory 122 in the form of software or firmware or solidified in the operating system (OS) of the electronic device. The processor 121 is used to execute the executable modules stored in the memory 122, such as the software function modules and computer programs included in the vehicle torque distribution method of the mobile storage medium.

[0030] The memory 122 may be, but is not limited to, a random access memory (RAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), etc.

[0031] The vehicle torque distribution method provided in the embodiment of the present application is executed by a processor in a vehicle controller of a dual electric drive axle vehicle. The vehicle torque distribution method provided in the embodiment of the present application is further explained as follows: Figure 4 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 1 .like Figure 4 As shown, the method may include: S201. Obtain actual operating parameters of two motors in a dual electric drive axle vehicle.

[0032] In one possible implementation, the vehicle controller synchronously receives the parameters of the two motors through the high-speed CAN bus. The vehicle controller can collect and transmit the actual operating parameters of the two motors during operation in real time, providing the original basis for subsequent torque distribution, efficiency optimization, and fault diagnosis.

[0033] The actual operating parameters of the two motors during operation can be selected according to actual conditions. For example, the actual operating parameters can be actual speed, actual torque, motor operating time, motor temperature, etc.

[0034] S202: Obtain the total required torque of the dual electric drive axle vehicle.

[0035] In one possible implementation, the total torque required is This refers to the total power output required to maintain or change the vehicle's driving state under current operating conditions (such as acceleration, climbing, and cruising). It serves as the target benchmark for dual-motor torque distribution. Its determination is based on a comprehensive consideration of the driver's operating intentions, vehicle status, and environmental factors.

[0036] It should be noted that for no-load flat road, the total required torque is Automatically reduce, dual motors operate in light load high efficiency mode; when climbing with full load, the total required torque Accurately superimpose slope compensation to ensure sufficient power without exceeding the motor load, thus avoiding insufficient power or waste caused by one-size-fits-all torque output.

[0037] S203 , calculating the required power of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor.

[0038] The preset allocation coefficient a can be selected according to actual conditions. For example, the preset allocation coefficient a=[0, 0.1, ..., 0.9, 1].

[0039] In one possible implementation, the total torque requirement is , the actual operating parameters of each motor, and calculate the required power of each motor under multiple preset distribution coefficients , by comparing the power requirements of each motor under different preset distribution coefficients , selecting the preset allocation coefficient with the minimum or maximum total required power for the two motors. This power-demand-based selection logic essentially uses quantitative data to find the operating point with the highest combined efficiency for the two motors. Compared to traditional fixed-ratio allocations (such as 0.5:0.5), this reduces vehicle energy consumption.

[0040] S204 : Determine the total required power corresponding to the multiple preset allocation coefficients according to the required power of each motor under the multiple preset allocation coefficients.

[0041] In one possible implementation, the power requirements of the single motors under the preset distribution coefficients a are integrated. , calculate the corresponding total required power , providing a quantitative basis for the optimal allocation decision, so that under different working conditions (such as acceleration, cruising, climbing), the optimal allocation coefficient will change dynamically, and the vehicle controller can calculate the total required power in real time. Automatic matching ensures optimal energy efficiency under all working conditions.

[0042] For example, the preset allocation coefficient a is 0.6, and the required power of the first motor is =150KW; the required power of the second motor =70KW, then when the preset allocation coefficient a is 0.6, the total required power = + =220KW.

[0043] S205 : Determine a target allocation coefficient from the plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients.

[0044] In a possible implementation, by comparing the total power requirements corresponding to multiple preset allocation coefficients a , screen out the target distribution ratio that can optimize the vehicle's energy efficiency, and provide an execution basis for the final torque distribution.

[0045] Among them, the total required power can be selected according to different working conditions The preset distribution coefficient a corresponding to the minimum or maximum is used as the target distribution coefficient .

[0046] It should be noted that the target allocation coefficient It can be dynamically updated in real time according to the working conditions to ensure a quick response to changes in vehicle speed, temperature, load, etc., avoiding power lag or energy waste. S206 : Based on the total required torque, the target distribution coefficient is used to control the torque distribution of the two motors, so as to control the two electric drive axles of the dual electric drive axle vehicle through the two motors respectively.

[0047] When the target distribution coefficient is determined, the target distribution coefficient can be determined as the torque distribution ratio of the first motor of the two motors; and the difference between 1 and the target distribution coefficient can be determined as the torque distribution ratio of the second motor. The first motor can be a synchronous motor corresponding to the center axle electric drive axle, and the second motor can be an asynchronous motor corresponding to the rear axle electric drive axle.

[0048] In one possible implementation, based on the total torque demand and target distribution coefficient , the target torque of the two motors can be directly calculated .

[0049] For example, the target torque of the first motor is = * ; Target torque of the second motor = * Then the target torque of the first motor is and the target torque of the second motor Distributed to two motors, precise power output control of the dual electric drive axle is achieved.

[0050] The vehicle torque distribution method provided by the present application is applied to the vehicle controller of a dual-electric drive axle vehicle. By obtaining the actual operating parameters of the two motors in the dual-electric drive axle vehicle, it provides a decision basis for the torque distribution algorithm through accurate and real-time data collection; the total required torque of the dual-electric drive axle vehicle is obtained, so that the total required torque is used as the reference value for torque distribution, ensuring that the subsequent torque distribution of the dual motors not only meets the power demand but is also in the high-efficiency range; according to the total required torque and the actual operating parameters of each motor, the required power of each motor under multiple preset distribution coefficients is calculated respectively, ensuring that the dual-electric drive axle vehicle is distributed on demand and operates efficiently; according to the required power of each motor under multiple preset distribution coefficients, the total required power corresponding to the multiple preset distribution coefficients is determined for optimal distribution. The invention provides a quantitative basis for decision-making and realizes a rapid search for the global optimal solution in a vehicle environment with limited computing power; according to the total required power corresponding to multiple preset distribution coefficients, a target distribution coefficient is determined from multiple preset distribution coefficients, and the fixed strategy of the traditional solution is replaced by an objective screening based on the total required power, thereby improving the accuracy of torque distribution and making the power output more in line with actual needs; according to the total required torque, the target distribution coefficient is adopted to control the torque distribution of the two motors, so that the two electric drive axles of the dual electric drive axle vehicle are controlled by the two motors respectively, and the torque distribution is executed according to the target distribution coefficient to ensure that the two motors always work in their respective high-efficiency ranges. Compared with the traditional fixed distribution, the overall efficiency of the vehicle is improved, the long-term high load of a single motor is avoided, and the life of the single motor is extended. Therefore, the present application can coordinate the torque control of the dual motors and achieve multiple optimizations of energy efficiency, reliability and driving experience. At the same time, the motor distribution ratio of the present application can also realize real-time optimization, so that the two motors can adapt to different working conditions and maintain the best output power under different working conditions, thereby improving the driving experience.

[0051] Optionally, the actual operating parameters include: actual speed ; Figure 5 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 2 .like Figure 5 As shown, the above method for obtaining the total required torque of the dual electric drive axle vehicle includes: S301. Obtain accelerator pedal opening information of a dual electric drive axle vehicle.

[0052] In one possible implementation, a Hall effect sensor mounted on the vehicle's pedal collects an accelerator pedal position signal (e.g., 0%-100%), with a sampling frequency of, for example, 100Hz. This position signal directly reflects the driver's power demand. For example, a 30% position signal corresponds to smooth acceleration, while an 80% position signal indicates emergency acceleration. This position signal is then uploaded to the vehicle controller, allowing the controller to obtain information about the accelerator pedal position of the dual electric drive axle vehicle.

[0053] S302 : Calculate the total required torque based on the accelerator pedal opening information and the actual speeds of the two motors using a preset driver required torque curve.

[0054] The method for obtaining the preset driver demand torque curve can be selected based on actual circumstances. For example, the preset driver demand torque curve can be provided by the vehicle manufacturer. This preset driver demand torque curve can be represented by a demand MAP, a three-dimensional mapping table generated through bench testing and actual vehicle calibration. It stores the correspondence between input parameters (such as real-time speed and accelerator pedal opening information) and output target values ​​(such as torque).

[0055] It should be noted that the demand MAP has different demand torque curves under different working conditions, that is, there are two curves: driving mode (D gear) and reverse mode (R gear). The maximum torque limit of the R gear demand curve is 60% of the D gear to ensure reverse safety.

[0056] In one possible implementation, the vehicle controller receives information based on the accelerator pedal opening and the actual speeds of the two motors. In the preset driver demand torque curve (demand MAP), look up the table to find the actual speed corresponding to the accelerator pedal opening information , and then determine the total required torque Among them, the same actual speed The greater the accelerator pedal opening angle, the greater the total torque required. The higher the value, the greater the total torque required, such as when the accelerator pedal opening is 100%. ; Under the same accelerator pedal opening information, the actual speed The lower the total torque required The bigger.

[0057] Among them, due to the real-time speed of the motor of the dual electric drive axle vehicle and vehicle speed Directly related, that is, the real-time speed It can be used to indirectly reflect the current speed of the vehicle and dynamically correct the torque demand. For example, the same opening corresponds to higher torque at low speed. The vehicle torque distribution method provided by the present application has actual operating parameters including: actual speed; obtaining the throttle pedal opening information of the dual-electric drive axle vehicle; and calculating the total required torque using a preset driver demand torque curve based on the throttle pedal opening information and the actual speed of the two motors. Since the demand torque curve calibrates the relationship between the throttle pedal opening information, the actual speed, and the total required torque, the obtained total required torque can well control the two motors to operate in the high-efficiency zone. Therefore, the present application replaces the formula calculation with a table lookup, making the calculation of the vehicle controller lightweight, and the preset driver demand torque curve can be quickly updated through software, and can be adapted to different vehicle models without modifying the hardware. For example, when a heavy-duty truck needs to increase the low-speed torque, it only needs to adjust the slope of the low-speed range curve, reducing the engineering adaptation cost.

[0058] Optionally, the actual operating parameters include: actual speed , actual torque ; Figure 6 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 3 .like Figure 6 As shown, the above method calculates the required power of each motor under multiple preset distribution coefficients based on the total required torque and the actual operating parameters of each motor, including: S401 : Acquire the motor efficiency of each motor using the motor efficiency curve of each motor according to the actual torque and actual speed of each motor.

[0059] The motor efficiency curve may be provided by a vehicle manufacturer, etc., and may be a first efficiency MAP diagram describing the energy conversion efficiency of the motor under different torque-speed combinations, i.e., η=f(T,n).

[0060] In one possible implementation, the actual torque of the vehicle is received in real time through the vehicle's torque sensor and speed sensor. and actual speed , by looking up the table in the first efficiency MAP diagram through bilinear interpolation, the motor efficiency η (such as η1 and η2) corresponding to each motor is found.

[0061] S402 : Determine the required torques of the two motors under each preset distribution coefficient according to the total required torque.

[0062] In one possible implementation, the total torque requirement is , respectively determine the required torque of the two motors under each preset distribution coefficient a. For example, the required torque of the first motor = * ; Required torque of the second motor = * (1- ).

[0063] S403 , calculating the required power of each motor under a plurality of preset distribution coefficients according to the actual speed of each motor, the motor efficiency, and the corresponding required torque under a plurality of preset distribution coefficients.

[0064] In one possible implementation, according to the actual speed of each motor , motor efficiency η and the corresponding required torque under multiple preset distribution coefficients a , the required power of each motor under multiple preset distribution coefficients a is calculated using the following formula (1): .

[0065] Formula (1) The vehicle torque distribution method provided in this application has actual operating parameters including: actual speed and actual torque; based on the actual torque and actual speed of each motor, the motor efficiency curve of each motor is used to obtain the motor efficiency of each motor; based on the total required torque, the required torque of each motor under each preset distribution coefficient is determined; based on the actual speed, motor efficiency, and corresponding required torque under multiple preset distribution coefficients of each motor, the required power of each motor under multiple preset distribution coefficients is calculated. Thus, this application determines the motor efficiency based on the motor efficiency curve of each motor and then converts it into a quantifiable distribution basis. This achieves optimal dynamic energy efficiency of the dual-motor system while ensuring calculation efficiency, improves energy utilization, and enhances the reliability of dual-electric drive axle vehicles.

[0066] Optionally, the actual operating parameters also include: motor running time ; Figure 7 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 4 .like Figure 7 As shown, the vehicle torque distribution method further includes: S501 : Determine efficiency correction coefficients of the two motors respectively according to the motor running times of the two motors.

[0067] In one possible implementation, the motor running time of the two motors is , respectively determine the efficiency correction factor f of the two motors. The electrical running time of each motor It can be used to characterize the service life of the corresponding motor.

[0068] Among them, the motor running time It is a key indicator reflecting the degree of mechanical wear of the vehicle (such as increased bearing clearance, increased rotor friction, slight demagnetization of permanent magnets, etc.), and mechanical wear will cause the motor efficiency η to increase with the motor running time. Gradually decay.

[0069] For example, the efficiency attenuation law of the motor over its entire life cycle is pre-determined through bench tests, and a mapping table of motor operating time-efficiency correction coefficient is formed.

[0070] Table 1 shows the motor running time of each motor and the efficiency correction factor f.

[0071]

[0072] S502 : Correct the motor efficiencies of the two motors respectively according to the efficiency correction coefficients of the two motors.

[0073] In one possible implementation, the motor efficiencies η of the two motors are corrected respectively using the following formula (2) according to the efficiency correction coefficients f of the two motors.

[0074] =η*f Formula (2) For example, based on the actual torque and actual speed The motor efficiency η obtained from the efficiency MAP is 92%, and the motor running time The efficiency correction coefficient corresponding to 1200 hours is f1=0.95, so the efficiency after correction is =92%×0.95=87.4%.

[0075] It should be noted that the efficiency correction factor f changes with the motor running time. Accumulated real-time updates, such as refreshing the mapping table query results every hour, ensure that the motor efficiency evaluation always reflects the current wear status of the motor.

[0076] The vehicle torque distribution method provided by this application also includes actual operating parameters such as: motor operating time; determining the efficiency correction coefficients of the two motors based on the motor operating time of the two motors; and correcting the motor efficiency of the two motors based on the efficiency correction coefficients of the two motors, so that the corrected efficiency more truly reflects the current state of the motor, avoids overload control caused by overestimating the efficiency, and extends the service life of the motor. Therefore, this application corrects the degree of mechanical wear of the vehicle based on the motor operating time, realizes the correction of motor efficiency based on the motor service life, and then realizes the correction of motor power. Its essence is to quantify the long-term impact of mechanical wear to improve the accuracy of torque distribution and extend the life of the motor, while enhancing the adaptability of the control strategy throughout the vehicle life cycle.

[0077] Optionally, the actual operating parameters further include: motor temperature C; in the above method, based on the actual torque and actual speed of each motor, using the motor efficiency curve of each motor to obtain the motor efficiency of each motor includes: According to the actual torque, actual speed and corresponding motor temperature of each motor, the motor efficiency curve of each motor at multiple preset temperatures is used to obtain the motor efficiency of each motor at the corresponding motor temperature.

[0078] Among them, the motor efficiency curves at multiple preset temperatures can be provided by vehicle manufacturers, etc., describing the second efficiency MAP diagram of the energy conversion efficiency of the torque-speed combination of the motor at different preset temperature points, that is, η=f(C, T, n).

[0079] In one possible implementation, the actual torque of each motor is , actual speed The corresponding motor temperature C is then used to look up the second efficiency map using bilinear interpolation to find the motor efficiency η for each motor. Efficiency calculations adapted to motor temperature ensure that torque distribution always favors the currently efficient motor. For example, at high temperatures, asynchronous motor efficiency decays more slowly than synchronous motors because synchronous motors' permanent magnets are more sensitive to temperature. Therefore, the vehicle controller automatically increases the asynchronous motor allocation (for example, from 40% to 60%) to improve the vehicle's measured energy efficiency.

[0080] Because motor efficiency η is significantly affected by motor temperature C, we typically select five to nine key motor temperature points within the actual motor usage scenario (-40°C to 150°C). Each motor temperature point corresponds to a three-dimensional torque-speed-efficiency curve (discretely stored as a data table). This motor temperature range can be selected based on actual conditions.

[0081] For example, Table 2 is a second efficiency MAP diagram of torque-speed-efficiency at time C1.

[0082]

[0083] Table 3 is a second efficiency MAP diagram of torque-speed-efficiency at time C2.

[0084]

[0085] Among them, the motor efficiency data associated with the motor temperature can indirectly reflect the thermal status of the motor: if the efficiency of a motor is abnormally low at the current torque, such as the motor efficiency is less than 80% at 80°C, while the normal motor efficiency should be 87%, it means that there may be local overheating. The vehicle controller can immediately reduce its torque distribution, such as from 50% to 20% motor efficiency, and trigger enhanced heat dissipation, such as increasing the fan speed, to avoid winding burning or permanent magnet demagnetization, thereby reducing the motor failure rate.

[0086] The vehicle torque distribution method provided in this application also includes actual operating parameters such as motor temperature. Based on the actual torque, actual speed, and corresponding motor temperature of each motor, the motor efficiency curve of each motor at multiple preset temperatures is used to obtain the motor efficiency of each motor at the corresponding motor temperature. Therefore, the method of obtaining motor efficiency using the three parameters of motor temperature, actual torque, and actual speed in this application is essentially a dynamic adaptation of motor temperature to improve motor efficiency. This process not only improves the accuracy and energy efficiency of torque distribution, but also enhances motor protection and environmental adaptability.

[0087] Figure 8 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 5 .like Figure 8 As shown, in the above method, based on the actual torque, actual speed and corresponding motor temperature of each motor, the motor efficiency curve of each motor at multiple preset temperatures is used to obtain the motor efficiency of each motor at the corresponding motor temperature, including: S601 : Determine a first preset temperature and a second preset temperature closest to the motor temperature from a plurality of preset temperatures.

[0088] The first preset temperature C1 and the second preset temperature C2 can be selected according to actual conditions. The operating temperature range of the first preset temperature C1 and the second preset temperature C2 is (-40° C. to 150° C.).

[0089] In one possible implementation, two adjacent temperatures closest to the current motor temperature C are selected from a plurality of preset temperatures, such as a first preset temperature C1 and a second preset temperature C2. The first preset temperature C1 is lower than the motor temperature C, and the second preset temperature C2 is higher than the motor temperature C. That is, the current motor temperature C is within the temperature interval [C1, C2].

[0090] S602. According to the actual torque and actual speed of each motor, the motor efficiency curve of each motor at the first preset temperature and the motor efficiency curve at the second preset temperature are used to obtain the reference motor efficiency of each motor at the first preset temperature and the reference motor efficiency at the second preset temperature.

[0091] In a possible implementation, each motor corresponds to a motor efficiency curve at a first preset temperature C1 and a motor efficiency curve at a second preset temperature C2, based on the actual torque of each motor. , actual speed , respectively obtain the reference motor efficiency of each motor at the first preset temperature C1 , and the reference motor efficiency at the second preset temperature C2 .

[0092] S603 , calculating the motor efficiency of each motor at the corresponding motor temperature according to the reference motor efficiency at the first preset temperature, the reference motor efficiency at the second preset temperature, the first preset temperature, the second preset temperature, and the motor temperature.

[0093] In one possible implementation, based on the reference motor efficiency at the first preset temperature , Reference motor efficiency at the second preset temperature , the first preset temperature C1, the second preset temperature C2 and the motor temperature C, the motor efficiency of each motor at the corresponding motor temperature is calculated by the following formula (3): .

[0094] Formula (3) in, is the initial motor efficiency at the current motor temperature C.

[0095] From the above formula (3), we can know that the motor temperature C is related to the motor efficiency The strong correlation between the thermal state and the motor can indirectly reflect the thermal state of the motor.

[0096] The vehicle torque distribution method provided by the present application determines a first preset temperature and a second preset temperature that are closest to the motor temperature from a plurality of preset temperatures; wherein the first preset temperature is lower than the motor temperature, and the second preset temperature is higher than the motor temperature; based on the actual torque and actual speed of each motor, the motor efficiency curve of each motor at the first preset temperature and the motor efficiency curve at the second preset temperature are used to obtain the reference motor efficiency of each motor at the first preset temperature and the reference motor efficiency at the second preset temperature respectively; based on the reference motor efficiency at the first preset temperature, the reference motor efficiency at the second preset temperature, the first preset temperature, the second preset temperature and the motor temperature, the motor efficiency of each motor at the corresponding motor temperature is calculated. Thus, the present application achieves a dynamic and accurate evaluation of motor efficiency along with motor temperature by locking the motor temperature range and then performing adjacent temperature interpolation calculations. This not only reduces the vehicle's overall energy consumption, but also adapts to complex working conditions under a wide temperature environment, providing technical support for efficient torque distribution and motor protection of dual electric drive axle vehicles.

[0097] Figure 9 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 6 .like Figure 9 As shown, the vehicle torque distribution method further includes: S701 , recording the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature.

[0098] In one possible implementation, for each motor, the actual torque of each motor at the motor temperature is recorded in real time. , actual speed And operating electrical parameters. The operating electrical parameters can be selected according to actual conditions, for example, the operating electrical parameters can be selected as operating voltage U and operating current I, etc.

[0099] S702 : Calculate the actual motor efficiency corresponding to the actual torque and actual speed of each motor at the motor temperature according to the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature.

[0100] In one possible implementation, based on recording the actual torque of each motor at the motor temperature C , actual speed As well as the operating electrical parameters (such as operating voltage U and operating current I), the actual torque of each motor at the motor temperature C is calculated by the following formula (4): and actual speed Corresponding actual motor efficiency .

[0101] Formula (4) It should be noted that the above formula (4) is the actual motor efficiency under driving conditions If it is a recovery condition, the actual torque of each motor at the motor temperature C is calculated according to the following formula (5): and actual speed Corresponding actual motor efficiency .

[0102] Formula (5) According to the above formulas (4) and (5), 9550UI represents the electric power fed back to the battery; Represents the mechanical power input to the vehicle wheels.

[0103] S703: Store the actual motor efficiency of each motor at the motor temperature.

[0104] In one possible implementation, the actual motor efficiency of each motor at the motor temperature C is stored. The storage structure is a four-dimensional efficiency database indexed by motor number-temperature range-torque range-speed range. The updated actual motor efficiency will be used when the vehicle is driven next time. Calculated as the new motor efficiency parameter.

[0105] Furthermore, due to differences in manufacturing processes, the impact of temperature on efficiency varies among motors (even of the same model). By storing temperature-efficiency data for individual motors, a customized temperature compensation model (rather than a generic one) can be developed, improving temperature correction accuracy.

[0106] The vehicle torque distribution method provided in this application records the actual torque, actual speed, and operating electrical parameters of each motor at motor temperature; calculates the actual motor efficiency corresponding to the actual torque and actual speed of each motor at motor temperature based on the actual torque, actual speed, and operating electrical parameters of each motor at motor temperature; and stores the actual motor efficiency of each motor at motor temperature. Therefore, by calculating the actual motor efficiency corresponding to the actual torque and actual speed of each motor at motor temperature, this application not only improves the accuracy of current efficiency calculations but also provides data support for long-term aging management and strategy iteration.

[0107] Optionally, in the above method, determining a target allocation coefficient from a plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients includes: If the dual electric drive axle vehicle is in the recovery condition of the D gear, according to the total required power corresponding to the multiple preset distribution coefficients, the preset distribution coefficient with the largest total required power is determined as the target distribution coefficient from the multiple preset distribution coefficients.

[0108] In one possible implementation, when a dual-electric drive axle vehicle is in the D gear recovery mode, the motor operates as a generator due to the D gear recovery mode (such as coasting or braking). The core goal is to maximize the amount of energy recovery, that is, to convert the vehicle's kinetic energy into electrical energy and store it in the battery to extend the range. It is actually the total generated power (or recovered power) of the motor and the total required power The larger the value, the more energy is recovered per unit time. Therefore, the total power demand corresponding to all preset allocation coefficients a is traversed. , filter out the total required power The maximum preset distribution coefficient a is the target distribution coefficient .

[0109] If the dual electric drive axle vehicle is in the driving condition of the R gear, according to the total required power corresponding to the multiple preset distribution coefficients, the preset distribution coefficient with the minimum total required power is determined as the target distribution coefficient from the multiple preset distribution coefficients.

[0110] In one possible implementation, when a dual-electric drive axle vehicle is in the driving condition of R gear, R gear is only in the driving state, the driving speed in R gear is low, the gearbox is kept in 1st gear, and both motors are working relatively inefficiently. In order to adapt to both empty and full-load conditions, the torque of the dual-axle is evenly distributed when driving in R gear, which does not affect the economy and the power response is timely under any working conditions, without affecting driving. Its core goal is to minimize energy consumption, avoid power waste, and ensure safety, that is, to prevent the reverse power from being too large and causing loss of control. At this time, the total power demand is the total driving power of the dual motors, the total required power The smaller the value, the lower the energy consumption. Therefore, the total power demand corresponding to all preset allocation coefficients a is traversed. , filter out the total required power The minimum preset distribution coefficient a is the target distribution coefficient .

[0111] The vehicle torque distribution method provided in this application determines, when a dual-electric drive axle vehicle is in the D gear recovery condition, the target distribution coefficient is determined from among the multiple preset distribution coefficients based on the total power demand corresponding to each of the multiple preset distribution coefficients. Conventional recovery strategies often use fixed distribution coefficients, failing to consider the efficiency differences between the two motors during recovery. By selecting the target distribution coefficient corresponding to the maximum total power demand, this method enables the two motors to operate in an optimal recovery combination, improving the measured energy recovery rate and extending the cruising range. Furthermore, when a dual-electric drive axle vehicle is in the R gear drive condition, the target distribution coefficient is determined from among the multiple preset distribution coefficients based on the total power demand corresponding to each of the multiple preset distribution coefficients. Conventional R gear drive often uses the D gear power distribution logic (prioritizing power output), resulting in power redundancy and energy waste during reverse operation. This method selects the target distribution coefficient corresponding to the minimum total power demand, reducing reverse energy consumption and improving safety. At the same time, minimum power allocation avoids power surges caused by overloading a single motor, making the reversing process smoother and reducing collision risks. Low-power operation also reduces motor heat generation, lowering motor temperature during reversing. Therefore, this application automatically switches between different target allocation coefficients based on different operating conditions, without driver intervention, and adapts to complex scenarios. Compared to a single-target strategy (such as always selecting minimum power), this application earns more energy during recycling and consumes less energy during reversing, improving the vehicle's overall energy efficiency and safety.

[0112] Figure 10 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 7 .like Figure 10 As shown, in the above method, before the torque distribution control of the two motors is performed using the target distribution coefficient according to the total required torque, the method further includes: S801. Determine a driving mode of the dual electric drive axle vehicle based on actual operating parameters of the two motors and a target allocation coefficient.

[0113] Among them, the driving mode of the dual electric drive axle vehicle can be divided into single axle mode or dual axle mode. Among them, the target allocation coefficient in the single axle mode is Close to 0 or 1; that is, one motor bears more than 90% of the total required torque, and the other motor basically does not work (only maintains idle speed or stops), corresponding to single electric drive axle drive. Target distribution coefficient in dual-bridge mode In the middle range (such as 0.1≤ ≤0.9), that is, both motors bear significant torque (≥10% each), corresponding to the coordinated drive of the dual electric drive axles.

[0114] In one possible implementation, based on the actual operating parameters of the two motors (such as the actual speed , actual torque , Motor running time , motor temperature C) and target allocation coefficient , determine the driving mode of the dual electric drive axle vehicle. If the driving mode is from single axle mode to dual axle mode, execute step S802; if the driving mode is from dual axle mode to single axle mode, execute step S803.

[0115] S802: If the driving mode is from the single-bridge mode to the dual-bridge mode, delay for a first preset time, and when a confirmation operation of the dual-bridge entry request is received within the first preset time, switch to the dual-bridge mode.

[0116] In one possible implementation, if the drive mode is transitioning from single-bridge mode to dual-bridge mode, typically due to an increase in load (such as climbing a hill or accelerating), the target distribution coefficient moves from an extreme value to an intermediate range, necessitating the activation of another motor for collaborative drive. A delay of a first preset duration is then performed, and upon receiving a confirmation operation for a request to enter dual-bridge mode within the first preset duration, the system switches to dual-bridge mode. If no confirmation operation for the request to enter dual-bridge mode is received after the first preset delay, single-bridge mode is maintained.

[0117] S803: If the driving mode is from the dual-bridge mode to the single-bridge mode, delay for a second preset time, and receive a confirmation operation of the single-bridge entry request within the second preset time, then switch to the single-bridge mode.

[0118] In one possible implementation, if the drive mode is transitioning from dual-bridge mode to single-bridge mode, typically due to a load reduction (such as coasting on a flat road or with a light load), the target distribution coefficient shifts from an intermediate range to an extreme value, necessitating the deactivation of one motor to conserve energy. A second preset delay is then performed, and if a confirmation request to enter single-bridge mode is received within the second preset delay, the system switches to single-bridge mode. If no confirmation request to enter single-bridge mode is received after the second preset delay, dual-bridge mode is maintained.

[0119] The first and second preset durations are determined after calibration of the actual powertrain components of a dual-electric drive axle vehicle. The second preset duration is greater than the first preset duration. This means that the time required to switch from dual-axle mode to single-axle mode is greater than the time required to switch from single-axle mode to dual-axle mode. This is because the switch from single-axle mode to dual-axle mode is often required for urgent power needs, such as insufficient power when climbing a slope. A short delay ensures a fast response and avoids power lag. The switch from dual-axle mode to single-axle mode is often required for energy optimization and non-emergency scenarios. A long delay can filter out brief load fluctuations (such as a momentary load drop caused by road bumps) and reduce ineffective switching.

[0120] For example, when the vehicle is in the D gear (forward gear) recovery condition, the synchronous motor is controlled to always work. After the driver's actual required recovery torque is greater than the preset torque-speed-efficiency curve of the synchronous motor and maintained for a first preset time, the other asynchronous motor starts working and the dual motors perform recovery; in the D gear driving condition, the synchronous motor is controlled to always work. After the driver's actual required driving torque is greater than the preset torque-speed-efficiency curve of the synchronous motor and maintained for a first preset time, the other asynchronous motor starts working and the dual motors perform driving.

[0121] The vehicle torque distribution method provided in the present application determines the drive mode of a dual-electric drive axle vehicle based on the actual operating parameters of the two motors and the target distribution coefficient. If the drive mode is to switch from a single-axle mode to a dual-axle mode, a first preset time delay is applied to ensure a quick response when power is required. If a confirmation operation for entering the dual-axle mode is received within the first preset time delay, the vehicle switches to the dual-axle mode to avoid a speed drop due to insufficient power. If the drive mode is to switch from the dual-axle mode to the single-axle mode, a second preset time delay is applied to ensure a more cautious energy-saving action. If a confirmation operation for entering the single-axle mode is received within the second preset time delay, the vehicle switches to the single-axle mode to improve the vehicle's energy efficiency. The second preset time delay is greater than the first preset time delay. Thus, after determining the drive mode of the dual-electric drive axle vehicle, the present application can respond in a graded manner as needed, quickly confirming the switch when there is an urgent power demand and cautiously confirming the switch when there is a non-urgent energy-saving demand, thereby avoiding damage to the gearbox caused by the driver frequently stepping on the accelerator and causing frequent switching between the single and dual-axle modes. Through this differentiated design, the timeliness of power response is guaranteed, the damage to components caused by ineffective switching is reduced, and energy management is optimized, so that the dual electric drive axle system can achieve the optimal balance between power, reliability and economy.

[0122] To facilitate understanding of the above-mentioned vehicle torque distribution method, the embodiment of the present application further provides an example of a process of the vehicle torque distribution method, which is further described below with reference to the accompanying drawings. Figure 11 A schematic diagram of a vehicle torque distribution method provided in an embodiment of the present application Figure 8 .like Figure 11 As shown, the embodiment of the present application provides a schematic diagram Figure 8 This may include: S901. Obtain actual operating parameters of two motors in a dual electric drive axle vehicle.

[0123] Specifically, the vehicle controller receives the actual operating parameters of the two motors, such as the actual speed, synchronously through the high-speed CAN bus. , actual torque , Motor running time , motor temperature C.

[0124] S902. When the dual electric drive axle vehicle is in a recovery condition in D gear or a driving condition in R gear, based on the total power requirements corresponding to the multiple preset distribution coefficients, determine the preset distribution coefficient with the maximum or minimum total power requirements as the target distribution coefficient from the multiple preset distribution coefficients.

[0125] Specifically, if the dual motors are a synchronous motor and an asynchronous motor, then when the dual electric drive axle vehicle is in the recovery state of the D gear, the preset allocation coefficient a of the synchronous motor is set to [0, 0.1, ..., 0.9, 1], and the preset allocation coefficient of the asynchronous motor is 1-a. and the demand MAP, find the total torque demanded by the driver Then according to the total torque requirement , determine the required torque of the two motors under each preset distribution coefficient and , and according to the actual torque and actual speed , and calculate the required power of each motor under different preset distribution coefficients.

[0126] In the recovery mode, the required power of the synchronous motor is:

[0127] In the recovery mode, the required power of the asynchronous motor is:

[0128] Determine the total power demand from multiple preset allocation coefficients The maximum preset allocation coefficient is the target allocation coefficient .

[0129] Furthermore, considering that the motor temperature effect is real-time and irreversible during the recycling process, it should be treated first; the mechanical wear of the wheel is cumulative and reversible in the short term, so it can be corrected later. Therefore, the motor efficiency can be corrected first according to the motor temperature C, and then according to the motor running time. Correction of motor efficiency for mechanical wear of the wheels.

[0130] According to the above formula (5), the actual torque of each motor at the motor temperature C is obtained and actual speed Corresponding actual motor efficiency , and after each driving, the actual motor efficiency Store and update, and the next time the vehicle is driven, the updated actual motor efficiency is used Calculate it as the new efficiency parameter and correct the motor efficiency accordingly based on the motor temperature.

[0131] Under the corrected recovery condition, the required power of the synchronous motor is:

[0132] In the recovery mode, the required power of the asynchronous motor is:

[0133] Then according to the motor running time Correction of motor efficiency for mechanical wear of the wheels.

[0134] Under the corrected recovery condition, the required power of the synchronous motor is: 1 In the recovery mode, the required power of the asynchronous motor is: f2 Due to the target distribution coefficient Also with the motor temperature and motor running time The effect of, therefore, the target distribution coefficient Also with the motor temperature and motor running time In this case, the total required power can be determined in multiple preset allocation coefficients The maximum preset allocation coefficient is the target allocation coefficient Among them, the total required power for add .

[0135] Optionally, when the dual electric drive axle vehicle is in the driving condition of the R gear, the preset allocation coefficient a of the synchronous motor is set to [0, 0.1, ..., 0.9, 1], and the preset allocation coefficient of the asynchronous motor is 1-a. According to the accelerator pedal opening information of the dual electric drive axle vehicle, the actual speed of the two motors and the demand MAP, find the total torque demanded by the driver Then according to the total torque requirement , determine the required torque of the two motors under each preset distribution coefficient and , and according to the actual torque and actual speed , and calculate the required power of each motor under different preset distribution coefficients.

[0136] In driving mode, the required power of the synchronous motor is:

[0137] In driving mode, the power demand of the asynchronous motor is:

[0138] Determine the total power demand from multiple preset allocation coefficients The minimum preset distribution coefficient is the target distribution coefficient .

[0139] Furthermore, considering the driving condition, the mechanical wear of the wheel is cumulative and irreversible, so it needs to be dealt with first; the temperature impact of the motor is real-time and can be alleviated (reversible) by the cooling system, so it can be corrected later. The motor efficiency is corrected for the mechanical wear of the wheel and then corrected according to the motor temperature C.

[0140] According to the above formula (4), the actual torque of each motor at the motor temperature C is obtained and actual speed Corresponding actual motor efficiency , and after each driving, the actual motor efficiency Store and update, and the next time the vehicle is driven, the updated actual motor efficiency is used As a new efficiency parameter, calculate it. First, based on the motor running time Correction of motor efficiency for mechanical wear of the wheels.

[0141] Under the corrected driving condition, the required power of the synchronous motor is:

[0142] In driving mode, the power demand of the asynchronous motor is:

[0143] The motor efficiency is then corrected based on the motor temperature.

[0144] Under the corrected driving condition, the required power of the synchronous motor is:

[0145] In driving mode, the power demand of the asynchronous motor is:

[0146] Since the target distribution coefficient Also with the motor temperature and motor running time The effect of, therefore, the target distribution coefficient Also with the motor temperature and motor running time In this case, the total required power can be determined in multiple preset allocation coefficients The minimum preset distribution coefficient is the target distribution coefficient Among them, the total required power for add .

[0147] It should be noted that the above-mentioned method of correcting the motor efficiency in the driving condition and the recovery condition is only an example and should not be understood as a limitation to the present application. In actual application, the correction method of the motor power can be adjusted as needed.

[0148] S903 . Perform torque distribution control on the two motors using a target distribution coefficient according to the total required torque, so as to control the two electric drive axles of the dual electric drive axle vehicle through the two motors respectively.

[0149] Specifically, based on the total required torque and target distribution coefficient , the target torque of the two motors can be directly calculated . For example, the target torque of the first motor = * ; Target torque of the second motor = * Then the target torque of the first motor is and the target torque of the second motor Distributed to two motors, precise power output control of the dual electric drive axle is achieved.

[0150] The vehicle torque distribution method provided herein obtains the actual operating parameters of the two motors in a dual-electric drive axle vehicle. When the dual-electric drive axle vehicle is in a D gear recovery mode or an R gear driving mode, the target distribution coefficient is determined from among the multiple preset distribution coefficients based on the total power demand corresponding to the preset distribution coefficients. Based on the total torque demand, the target distribution coefficients are used to control torque distribution between the two motors, thereby controlling the two electric drive axles of the dual-electric drive axle vehicle through the two motors. Thus, the present invention can calculate the required power for vehicle driving and recovery under various distribution coefficient schemes in real time, and use motor temperature and service life (i.e., motor operating time) to correct the required power for the motors. The distribution coefficient ratio is then optimized in real time to maximize both driving and recovery efficiency, minimize the required driving power, and maximize the required recovery power. Furthermore, the vehicle torque distribution method provided herein is highly adaptable to operating conditions and is not restricted to any specific operating condition. The target distribution coefficients are calculated in real time with the goal of maximizing efficiency.

[0151] Based on the same inventive concept, a vehicle torque distribution device is also provided in an embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the above-mentioned vehicle torque distribution method in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0152] Figure 12This is a schematic diagram of the structure of a vehicle torque distribution device provided in an embodiment of the present application. Figure 12 As shown, it is applied to a vehicle controller of a dual electric drive axle vehicle, and the device 1000 includes: A first acquisition module 1001 is used to acquire actual operating parameters of two motors in a dual electric drive axle vehicle; A second acquisition module 1002 is configured to acquire a total required torque of the dual electric drive axle vehicle; A calculation module 1003 is configured to calculate the power requirement of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor; A first determining module 1004 is configured to determine a total required power corresponding to a plurality of preset allocation coefficients according to the required power of each motor under the plurality of preset allocation coefficients; A second determining module 1005 is configured to determine a target allocation coefficient from a plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients; The control module 1006 is configured to control torque distribution between the two motors using a target distribution coefficient according to the total required torque, so as to control the two electric drive axles of the dual electric drive axle vehicle through the two motors respectively.

[0153] In an optional embodiment, the actual operating parameters include: actual speed; a second acquisition module 1002, specifically used to: obtain the throttle pedal opening information of the dual electric drive axle vehicle; based on the throttle pedal opening information and the actual speed of the two motors, a preset driver demand torque curve is used to calculate the total demand torque.

[0154] In an optional embodiment, the actual operating parameters include: actual speed, actual torque; the calculation module 1003 is specifically used to: obtain the motor efficiency of each motor based on the actual torque and actual speed of each motor using the motor efficiency curve of each motor; determine the required torque of the two motors under each preset distribution coefficient based on the total required torque; calculate the required power of each motor under multiple preset distribution coefficients based on the actual speed, motor efficiency and corresponding required torque of each motor under multiple preset distribution coefficients.

[0155] In an optional embodiment, the actual operating parameters also include: motor operating time; the calculation module 1003 is also used to: determine the efficiency correction coefficients of the two motors respectively according to the motor operating time of the two motors; and correct the motor efficiency of the two motors respectively according to the efficiency correction coefficients of the two motors.

[0156] In an optional embodiment, the actual operating parameters also include: motor temperature; a calculation module 1003, specifically used to: based on the actual torque, actual speed and corresponding motor temperature of each motor, use the motor efficiency curve of each motor at multiple preset temperatures to obtain the motor efficiency of each motor at the corresponding motor temperature.

[0157] In an optional embodiment, the calculation module 1003 is specifically used to: determine a first preset temperature and a second preset temperature that are closest to the motor temperature from a plurality of preset temperatures; wherein the first preset temperature is lower than the motor temperature, and the second preset temperature is higher than the motor temperature; according to the actual torque and actual speed of each motor, the motor efficiency curve of each motor at the first preset temperature and the motor efficiency curve at the second preset temperature are used to obtain the reference motor efficiency of each motor at the first preset temperature and the reference motor efficiency at the second preset temperature respectively; calculate the motor efficiency of each motor at the corresponding motor temperature based on the reference motor efficiency at the first preset temperature, the reference motor efficiency at the second preset temperature, the first preset temperature, the second preset temperature and the motor temperature.

[0158] In an optional embodiment, the calculation module 1003 is also used to: record the actual torque, actual speed and operating electrical parameters of each motor at the motor temperature; calculate the actual motor efficiency corresponding to the actual torque and actual speed of each motor at the motor temperature based on the actual torque, actual speed and operating electrical parameters of each motor at the motor temperature; and store the actual motor efficiency of each motor at the motor temperature.

[0159] In an optional embodiment, the second determination module 1005 is specifically used to: if the dual-electric drive axle vehicle is in a recovery condition of D gear, determine the preset distribution coefficient with the largest total demand power from the multiple preset distribution coefficients as the target distribution coefficient based on the total demand power corresponding to the multiple preset distribution coefficients; if the dual-electric drive axle vehicle is in a driving condition of R gear, determine the preset distribution coefficient with the smallest total demand power from the multiple preset distribution coefficients as the target distribution coefficient based on the total demand power corresponding to the multiple preset distribution coefficients.

[0160] In an optional embodiment, the control module 1006 is also used to: determine the driving mode of the dual-electric drive axle vehicle based on the actual operating parameters of the two motors and the target allocation coefficient; if the driving mode is to enter the dual-bridge mode from the single-bridge mode, then delay for a first preset time length, and when a confirmation operation of entering the dual-bridge request is received within the first preset time length, then switch to the dual-bridge mode; if the driving mode is to enter the single-bridge mode from the dual-bridge mode, then delay for a second preset time length, and when a confirmation operation of entering the single-bridge request is received within the second preset time length, then switch to the single-bridge mode; wherein the second preset time length is greater than the first preset time length.

[0161] It should be noted that for details not disclosed in the vehicle torque distribution device of the embodiment of the present application, please refer to the details disclosed in the vehicle torque distribution method of the embodiment of the present application, and the details will not be repeated here.

[0162] The above modules can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more microprocessors, or one or more field programmable gate arrays (FPGAs). For example, when a module is implemented by scheduling program code through a processing element, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor that can call program code. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0163] Optionally, embodiments of the present application further provide a readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the processor executes the steps of the vehicle torque distribution method using a mobile storage medium in the above-described embodiments. The specific implementation and technical effects are similar and will not be further described here.

[0164] In the several embodiments provided in the present 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 units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the functional units in the various embodiments of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of hardware plus software functional units.

[0165] The above-mentioned integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) or a processor (English: processor) to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: a USB flash drive, a mobile hard disk, a read-only memory (English: Read-Only Memory, abbreviated: ROM), a random access memory (English: Random Access Memory, abbreviated: RAM), a disk or an optical disk, and other media that can store program code.

[0166] The above description is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, various modifications and variations of the present application are possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle torque distribution method, characterized in that: A vehicle controller applied to a dual electric drive axle vehicle, the method comprising: Obtaining actual operating parameters of two motors in the dual electric drive axle vehicle; Obtaining a total required torque of the dual electric drive axle vehicle; Calculating the power requirements of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor; Determining a total power requirement corresponding to the plurality of preset allocation coefficients according to the required power of each motor under the plurality of preset allocation coefficients; determining a target allocation coefficient from the plurality of preset allocation coefficients according to the total required power corresponding to the plurality of preset allocation coefficients; According to the total required torque, the target distribution coefficient is adopted to perform torque distribution control on the two motors, so as to control the two electric drive axles of the dual electric drive axle vehicle through the two motors respectively.

2. The vehicle torque distribution method according to claim 1, characterized in that: The actual operating parameters include: actual speed; The obtaining of the total required torque of the dual electric drive axle vehicle includes: Obtaining accelerator pedal opening information of the dual electric drive axle vehicle; The total required torque is calculated according to the accelerator pedal opening information and the actual rotational speeds of the two motors using a preset driver required torque curve.

3. The vehicle torque distribution method according to claim 1, characterized in that: The actual operating parameters include: actual speed, actual torque; The step of calculating the power requirements of each motor under a plurality of preset distribution coefficients according to the total required torque and the actual operating parameters of each motor includes: Obtaining the motor efficiency of each motor using the motor efficiency curve of each motor according to the actual torque and actual speed of each motor; Determining the required torque of the two motors under each preset distribution coefficient according to the total required torque; The required power of each motor under the multiple preset distribution coefficients is calculated respectively according to the actual rotation speed, motor efficiency and corresponding required torque of each motor under the multiple preset distribution coefficients.

4. The vehicle torque distribution method according to claim 3, characterized in that: The actual operating parameters also include: motor operating time; the method also includes: determining efficiency correction coefficients of the two motors respectively according to the motor running times of the two motors; The motor efficiencies of the two motors are corrected respectively according to the efficiency correction coefficients of the two motors.

5. The vehicle torque distribution method according to claim 3 or 4, characterized in that: The actual operating parameters also include: motor temperature; The step of obtaining the motor efficiency of each motor by using the motor efficiency curve of each motor according to the actual torque and actual speed of each motor includes: According to the actual torque, actual speed and corresponding motor temperature of each motor, the motor efficiency curve of each motor at a plurality of preset temperatures is adopted to obtain the motor efficiency of each motor at the corresponding motor temperature.

6. The vehicle torque distribution method according to claim 5, characterized in that: The step of obtaining the motor efficiency of each motor at the corresponding motor temperature by using the motor efficiency curve of each motor at a plurality of preset temperatures according to the actual torque, the actual speed, and the corresponding motor temperature of each motor includes: Determining a first preset temperature and a second preset temperature closest to the motor temperature from the plurality of preset temperatures; wherein the first preset temperature is lower than the motor temperature, and the second preset temperature is higher than the motor temperature; According to the actual torque and actual speed of each motor, using the motor efficiency curve of each motor at the first preset temperature and the motor efficiency curve at the second preset temperature, respectively obtaining a reference motor efficiency of each motor at the first preset temperature and the reference motor efficiency at the second preset temperature; The motor efficiency of each motor at the corresponding motor temperature is calculated according to the reference motor efficiency at the first preset temperature, the reference motor efficiency at the second preset temperature, the first preset temperature, the second preset temperature, and the motor temperature.

7. The vehicle torque distribution method according to claim 6, characterized in that: The method further comprises: Recording the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature; Calculating, based on the actual torque, actual speed, and operating electrical parameters of each motor at the motor temperature, the actual motor efficiency corresponding to the actual torque and the actual speed of each motor at the motor temperature; The actual motor efficiency of each motor at the motor temperature is stored.

8. The vehicle torque distribution method according to claim 1, characterized in that: The determining, based on the total required power corresponding to the plurality of preset allocation coefficients, a target allocation coefficient from the plurality of preset allocation coefficients comprises: If the dual electric drive axle vehicle is in a recovery condition in the D gear, according to the total power requirements corresponding to the plurality of preset distribution coefficients, a preset distribution coefficient with the largest total power requirement is determined as the target distribution coefficient; If the dual electric drive axle vehicle is in the driving condition of the R gear, according to the total required power corresponding to the multiple preset distribution coefficients, the preset distribution coefficient with the minimum total required power is determined from the multiple preset distribution coefficients as the target distribution coefficient.

9. The vehicle torque distribution method according to claim 1, characterized in that: Before performing torque distribution control on the two motors using the target distribution coefficient according to the total required torque, the method further includes: determining a driving mode of the dual electric drive axle vehicle according to actual operating parameters of the two motors and the target distribution coefficient; If the driving mode is to enter the dual-bridge mode from the single-bridge mode, delaying for a first preset time, and upon receiving a confirmation operation of the dual-bridge entry request within the first preset time, switching to the dual-bridge mode; If the driving mode is to enter the single-bridge mode from the dual-bridge mode, the second preset time is delayed, and if a confirmation operation of entering the single-bridge request is received within the second preset time, the single-bridge mode is switched to; wherein the second preset time is greater than the first preset time.

10. A dual electric drive axle vehicle, characterized in that: At least: A vehicle body, and a vehicle controller, two motors, and two electric drive axles disposed on the vehicle body; The two motors are driven to connect the two electric drive axles, and the vehicle controller is connected to the two motors, so as to execute the method described in any one of claims 1 to 9 above.

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