Four-wheel independent drive vehicle control method and device, controller, vehicle and medium

Abstract

The invention relates to the technical field of vehicles, provides a four-wheel independent drive vehicle control method and device, a controller, a vehicle and a medium, and is used for solving the technical problem that a motor of a four-wheel independent drive vehicle is overheated. The method comprises the steps that when a vehicle is in a braking deceleration working condition, a hub motor stator temperature value and a motor stator temperature value of a distributed electric drive assembly are obtained; and performing cooperative braking control on the hub motor and the distributed electric drive assembly according to the temperature value of the stator of the hub motor and the temperature value of the motor stator of the distributed electric drive assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, controller, vehicle, and medium for a four-wheel independent drive vehicle. Background Technology

[0002] Four-wheel independent drive vehicle control includes vehicles driven by distributed electric drive assemblies at both the front and rear, and vehicles driven by hub motors at both the front and rear. In traditional solutions, hub motors generate a lot of heat during driving and braking deceleration. Within the confined space of the wheels, insufficient cooling can easily occur, leading to overheating of the motors inside the vehicle. Summary of the Invention

[0003] This application provides a control method, device, controller, vehicle, and medium for a four-wheel independent drive vehicle to solve the technical problem of overheating of the motor in a four-wheel independent drive vehicle in traditional solutions.

[0004] Firstly, a four-wheel independent drive vehicle control method is provided, applied to a vehicle drive power system, including:

[0005] When the vehicle is in braking and deceleration mode, the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly are obtained.

[0006] Based on the stator temperature values ​​of the hub motor and the motor stator temperature values ​​of the distributed electric drive assembly, coordinated braking control is performed on the hub motor and the distributed electric drive assembly.

[0007] Further, the step of performing coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly includes:

[0008] Determine the relationship between the first remaining charge value of the power battery and the first remaining charge threshold.

[0009] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, the hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly. The electric braking energy generated during the coordinated braking control is recovered and charged to the power battery.

[0010] Furthermore, after determining the relationship between the first remaining charge value of the power battery and the first remaining charge threshold, the method further includes:

[0011] When the first remaining charge value of the power battery is higher than the first remaining charge threshold, the wheel hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly, and the electric braking energy generated during the coordinated braking control is consumed by the vehicle energy-consuming components.

[0012] or;

[0013] When the first remaining charge value of the power battery is higher than the first remaining charge threshold, mechanical braking is performed only.

[0014] Furthermore, the method of utilizing vehicle energy-consuming components to dissipate the electric braking energy generated during the cooperative braking control includes:

[0015] The generator of the vehicle range extender is used as an electric motor to reverse and idle the engine, thereby consuming the electric braking energy generated during the coordinated braking control.

[0016] Further, the step of performing coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly includes:

[0017] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the hub motor and the distributed electric drive assembly are controlled to perform electric braking simultaneously.

[0018] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than the first preset torque threshold, and the distributed electric drive assembly is controlled to perform electric braking.

[0019] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the motor of the distributed electric drive assembly is greater than the second temperature threshold, the electric braking torque of the distributed electric drive assembly is controlled to be less than the second preset torque threshold, and the hub motor is controlled to perform electric braking.

[0020] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than the third preset torque threshold, and the electric braking torque of the distributed electric drive assembly is controlled to be less than the fourth preset torque threshold.

[0021] Furthermore, the control of the hub motor and the distributed electric drive assembly to simultaneously perform electric braking includes:

[0022] The hub motor and the distributed electric drive assembly are controlled to perform electric braking simultaneously, and the magnitude of the electric braking torque of the two is distributed among the four motors according to the principle of optimal efficiency. The four motors include two hub motors and two distributed drive motors.

[0023] Further, controlling the electric braking torque of the hub motor to be less than a first preset torque threshold and controlling the distributed electric drive assembly to perform electric braking includes:

[0024] The electric braking torque of the hub motor is controlled to be zero, and electric braking is performed only by the distributed electric drive assembly. When the electric braking torque of the distributed electric drive assembly is insufficient, torque is supplemented by mechanical braking.

[0025] Further, controlling the electric braking torque of the distributed electric drive assembly to be less than a second preset torque threshold, and controlling the hub motor to perform electric braking, includes:

[0026] The electric braking torque of the distributed electric drive assembly is controlled to be zero, and only the hub motor is used for electric braking. When the electric braking torque of the hub motor is insufficient, the torque is supplemented by mechanical braking.

[0027] Further, controlling the electric braking torque of the hub motor to be less than a third preset torque threshold, and controlling the electric braking torque of the distributed electric drive assembly to be less than a fourth preset torque threshold, includes:

[0028] The electric braking torque of the hub motor is controlled to be zero, and the electric braking torque of the distributed electric drive assembly is also controlled to be zero, so braking is achieved only through mechanical braking.

[0029] Furthermore, the method also includes:

[0030] When the vehicle is in P gear parking mode and in Key on or Ready mode, obtain the second remaining power value of the power battery.

[0031] When the second remaining charge value of the power battery is lower than the second remaining charge threshold, the generator of the vehicle range extender is controlled to start the engine, and after the engine starts, it runs in the lowest fuel consumption range and drives the generator of the vehicle range extender to charge the power battery.

[0032] When the second remaining charge value of the power battery is higher than the second remaining charge threshold, the engine is shut down and the generator of the vehicle range extender is controlled to stop charging the power battery.

[0033] Furthermore, the method also includes:

[0034] When the vehicle is in D gear driving mode, obtain the third remaining power value of the power battery;

[0035] When the third remaining charge of the power battery is higher than the third remaining charge threshold, the vehicle is controlled to operate in pure electric drive mode, wherein the driving torque of the hub motor and the distributed electric drive assembly is distributed front and rear according to the principle of optimal efficiency.

[0036] When the third remaining charge of the power battery is lower than the third remaining charge threshold, the engine of the vehicle range extender is started to enter the range extender drive mode to decouple the relationship between the engine speed and the vehicle speed; or, all the electricity generated by the vehicle is given to the drive motor to drive the vehicle, and the hub motor and the distributed electric drive assembly drive the vehicle simultaneously, wherein the magnitude of the driving torque is distributed front and rear according to the principle of optimal efficiency.

[0037] Secondly, a four-wheel independent drive vehicle control device is provided, applied to a vehicle drive power system, including:

[0038] The acquisition module is used to acquire the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly when the vehicle is in a braking and deceleration condition.

[0039] The processing module is used to perform coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly.

[0040] Thirdly, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of a four-wheel independent drive vehicle control method.

[0041] Fourthly, a vehicle is provided, the vehicle including a four-wheel independent drive power system, wherein a controller in the four-wheel independent drive power system cooperates to implement the steps of a four-wheel independent drive vehicle control method.

[0042] Furthermore, the four-wheel independent drive power system includes:

[0043] The range extender, the rear distributed electric drive assembly, two hub motors and their two independent motor controllers, wherein the motor controllers of the range extender, the motor controllers of the rear distributed electric drive assembly and the two independent motor controllers are respectively connected to the power battery;

[0044] or;

[0045] The range extender, the rear distributed electric drive assembly, the two hub motors, and the dual motor controller are respectively connected to the power battery.

[0046] Fifthly, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of a four-wheel independent drive vehicle control method.

[0047] One solution provided in this application offers a four-wheel independent drive vehicle control method. Based on a vehicle power architecture including hub motors and a distributed electric drive assembly, during braking and deceleration, the method performs coordinated braking control on the hub motors and the distributed electric drive assembly based on the stator temperature values ​​of the hub motors and the stator temperature values ​​of the distributed electric drive assembly. This improves the problem of overheating of the motors during prolonged electric braking in the four-wheel independent drive vehicle and effectively avoids the problem of motor overheating and demagnetization. Attached Figure Description

[0048] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of a system architecture for a four-wheel independent drive vehicle according to one embodiment of this application;

[0050] Figure 2 This is a schematic diagram of another system architecture of a four-wheel independent drive vehicle according to one embodiment of this application;

[0051] Figure 3 This is a flowchart illustrating a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0052] Figure 4 This is another schematic flowchart of a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0053] Figure 5 This is another schematic flowchart of a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0054] Figure 6 This is another schematic flowchart of a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0055] Figure 7This is another schematic flowchart of a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0056] Figure 8 This is another schematic flowchart of a four-wheel independent drive vehicle control method according to one embodiment of this application;

[0057] Figure 9 This is a schematic diagram of a four-wheel independent drive vehicle control device according to one embodiment of this application;

[0058] Figure 10 This is a schematic diagram of a controller according to one embodiment of this application. Detailed Implementation

[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0060] This application provides a control method for a four-wheel independent drive vehicle, applied to a vehicle drive power system, specifically applicable to vehicles with four-wheel independent drive. For example, the four-wheel independent drive vehicle may include a range-extended four-wheel independent drive vehicle or other four-wheel independent drive vehicles including hub motors and distributed electric drive assemblies; no specific limitation is made. As an example, the following describes the power system architecture of two range-extended four-wheel independent drive vehicles used in this application embodiment. Figure 1 and 2 As shown, Figure 1 This is a range-extended four-wheel independent drive vehicle using the first type of power system applied in the embodiments of this application. Figure 2 This is a range-extended four-wheel independent drive vehicle using the second power system applied in the embodiments of this application.

[0061] like Figure 1 As shown, the first type of four-wheel independent drive power system mainly includes:

[0062] First wheel 110, second wheel 120, third wheel 130, fourth wheel 140;

[0063] Range extender 100; the range extender 100 includes: engine 1, generator 2 and generator controller 3; the range extender 100 is arranged in the front engine compartment of the vehicle; wherein, the engine 1 and generator 2 of the range extender 100 are coaxially or connected by a single-stage gear for speed increase, and a shock absorber may be installed between the engine 1 and generator 2; or no shock absorber may be installed, and the rotor of generator 2 is directly rigidly connected to the crankshaft of engine 1; the generator controller 3 may be integrated with generator 2 or arranged separately.

[0064] Power battery 4;

[0065] First hub motor 21; first hub motor controller 31; second hub motor 22; second hub motor controller 32; wherein, the hub motor and hub motor controller can be integrated and arranged inside the wheel; or the hub motor can be arranged inside the wheel, and the hub motor controller can be arranged in the front engine compartment. Figure 1 In the process, the first hub motor controller 31 and the second hub motor controller 32 can be arranged separately;

[0066] A distributed electric drive assembly 200; the distributed electric drive assembly 200 includes: a dual motor controller 30, a first drive motor 23, a second drive motor 24, a first reducer 51, a second reducer 52, a first drive half-shaft 61, and a second drive half-shaft 62;

[0067] The first drive motor 23 is connected to the first reducer 51, and the first reducer 51 is connected to the third wheel 130 through the first drive half shaft 61.

[0068] The second drive motor 24 is connected to the second reducer 52, and the second reducer 52 is connected to the fourth wheel 140 through the second drive half shaft 62;

[0069] The dual-motor controller 30 controls the first drive motor 23 and the second drive motor 24; the dual-motor controller 30 can also consist of two independent motor controllers arranged separately. Figure 1 An example is a centralized arrangement;

[0070] Motor controller 3, first hub motor controller 31, second hub motor controller 32, and dual motor controller 30 are all connected to power battery 4.

[0071] like Figure 2 As shown, the second type of four-wheel independent drive power system mainly includes:

[0072] First wheel 110, second wheel 120, third wheel 130, fourth wheel 140;

[0073] Range extender 100; the range extender 100 includes: engine 1, generator 2 and generator controller 3; the range extender 100 is arranged in the front engine compartment of the vehicle; wherein, the engine 1 and generator 2 of the range extender 100 are coaxially or connected by a single gear, and a shock absorber may be provided between the engine 1 and generator 2; or no shock absorber is provided, and the rotor of generator 2 is directly rigidly connected to the crankshaft of engine 1; the generator controller 3 is integrated with generator 2 or arranged separately.

[0074] Power battery 4;

[0075] First hub motor 21; second hub motor 22; hub motor dual-motor controller 31; wherein, the hub motors are arranged inside the wheels, and the hub motor controllers are arranged in the front engine compartment. Figure 2 In the middle, the hub motor dual motor controller 31 is arranged outside the wheel;

[0076] A distributed electric drive assembly 200; the distributed electric drive assembly 200 includes: a dual motor controller 30, a first drive motor 23, a second drive motor 24, a first reducer 51, a second reducer 52, a first drive half-shaft 61, and a second drive half-shaft 62;

[0077] The first drive motor 23 is connected to the first reducer 51, and the first reducer 51 is connected to the third wheel 130 through the first drive half shaft 61.

[0078] The second drive motor 24 is connected to the second reducer 52, and the second reducer 52 is connected to the fourth wheel 140 through the second drive half shaft 62;

[0079] The dual-motor controller 30 is used to control the first drive motor 23 and the second drive motor 24; the dual-motor controller 30 can also consist of two independent motor controllers arranged separately. Figure 1 An example is a centralized arrangement;

[0080] Motor controller 3, hub motor dual-motor controller 31, and dual-motor controller 30 are all connected to the power battery 4. The maximum single wheel-end drive torque T of the hub motor is... Hub_Wheel The maximum single wheel-end drive torque T of the distributed electric drive assembly Dist_Wheel According to T Dist_Wheel >T Hub_Wheel The selection is based on the principle of improving the overall vehicle power performance.

[0081] It should be noted that, Figure 1 and Figure 2 Two power systems of range-extended four-wheel independent drive vehicles used in the embodiments of this application have been described, but the embodiments of this application are not limited thereto and are not specifically limited.

[0082] It should also be noted that in this embodiment, the two hub motors are arranged at the front, and the distributed electric drive assembly is arranged at the rear. Figure 1 and Figure 2 This is one possible scenario; another is that the distributed electric drive assembly is positioned at the front, with the two hub motors positioned at the rear, without any specific limitations.

[0083] In range-extended four-wheel independent drive vehicles, by controlling the working states of engine 1, generator 2, first hub motor 21, second hub motor 22, first drive motor 23 and second drive motor 24, various working modes can be achieved, including P-gear parking and power generation, dual-motor pure electric drive of hub motors, dual-motor pure electric drive of distributed electric drive assembly, four-wheel independent pure electric drive, range-extended hub motor dual-motor drive, range-extended distributed electric drive assembly dual-motor drive, range-extended four-wheel independent drive, and brake energy recovery mode. The switching of the above working modes can be determined by comprehensively acquiring parameters such as the accelerator pedal opening value, the remaining power charge value (SOC) of the power battery, the vehicle speed, the brake pedal depth value, and the motor stator temperature value.

[0084] For example, the control of the above multiple modes is illustrated in the table below:

[0085]

[0086]

[0087] Based on the above-mentioned four-wheel independent drive vehicle, this application provides a four-wheel independent drive vehicle control method, which will be described in detail below.

[0088] like Figure 3 As shown, a four-wheel independent drive vehicle control method is provided, applied to the vehicle drive power system. The method includes:

[0089] S10A: Determines whether the vehicle is in a braking and deceleration state;

[0090] S20A: When the vehicle is in braking and deceleration condition, obtain the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly;

[0091] S30A: Based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly, perform coordinated braking control on the hub motor and the distributed electric drive assembly.

[0092] In this embodiment, whether the vehicle is in a braking deceleration condition can be determined by acquiring the brake pedal depth. For example, the brake pedal depth signal value is acquired; if the brake pedal depth signal value is greater than 0, the vehicle is determined to be in a braking deceleration condition; otherwise, the vehicle is determined not to be in a braking deceleration condition. When the vehicle is in a braking deceleration condition, the stator temperature values ​​of the hub motor and the motor stator temperature values ​​of the distributed electric drive assembly are acquired.

[0093] In the embodiments of this application and subsequent embodiments, the two hub motors are arranged at the front, and the distributed electric drive assembly is arranged at the rear. Figure 1 and Figure 2 This is one possible scenario; another is that the distributed electric drive assembly is positioned at the front, with the two hub motors positioned at the rear. The specific configuration is not limited, and subsequent embodiments will include both scenarios, which will not be elaborated upon further. Figure 1 or Figure 2 For example, the stator temperature value of the hub motor includes the stator temperature of either the first hub motor or the second hub motor, while the stator temperature value of the distributed electric drive assembly refers to the stator temperature of either the first drive motor or the second drive motor. These stator temperature values ​​can be acquired via sensors. During braking and deceleration, in this embodiment, coordinated braking control is performed on the hub motor and the distributed electric drive assembly based on the aforementioned stator temperature values ​​of the hub motor and the distributed electric drive assembly.

[0094] As can be seen, this application provides a control method for a four-wheel independent drive vehicle. For a four-wheel independent drive vehicle, under braking and deceleration conditions, the wheel hub motor and the distributed electric drive assembly are controlled in a coordinated manner for braking based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly. This can improve the problem of overheating of the motor during long-term electric braking in a four-wheel independent drive vehicle and effectively avoid the problem of motor overheating and demagnetization.

[0095] It should be noted that in this embodiment, under braking and deceleration conditions, the embodiment of this application will also obtain the first remaining power of the power battery, and perform electric braking energy control and electric braking energy consumption control based on the relationship between the first remaining power of the power battery and the first remaining power threshold.

[0096] like Figure 4 As shown, in one embodiment, a four-wheel independent drive vehicle control method is provided, the method comprising:

[0097] S10B: Determine whether the vehicle is in a braking and deceleration condition;

[0098] S20B: When the vehicle is in a braking and deceleration condition, acquire the first remaining charge value of the power battery, the stator temperature value of the hub motor, and the stator temperature value of the distributed electric drive assembly.

[0099] S30B: Determine the relationship between the first remaining power value of the power battery and the first remaining power threshold;

[0100] S40B: When the first remaining charge value of the power battery is lower than the first remaining charge threshold, the hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly, and the electric braking energy generated during the coordinated braking control is recovered and charged to the power battery.

[0101] S50B: When the first remaining charge value of the power battery is higher than the first remaining charge threshold, the hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly, and the electric braking energy generated during the coordinated braking control is consumed by the vehicle's energy-consuming components.

[0102] In this embodiment, similar explanations can be found in the foregoing embodiments. The first remaining charge value of the power battery represents the remaining charge (State of Charge, SOC) of the power battery acquired in real time during braking and deceleration, also known as the state of charge of the power battery. For ease of distinction, it is referred to here as the first remaining charge value. For example, the stator temperature value of the hub motor includes the stator temperature of either the first hub motor or the second hub motor, or it can be the average temperature of the two. The stator temperature value of the distributed electric drive assembly refers to the stator temperature of either the first drive motor or the second drive motor, or it can be the average temperature of the two. The aforementioned stator temperature values ​​can also be acquired using sensors.

[0103] In this embodiment, after obtaining the first remaining charge value of the power battery, the relationship between the first remaining charge value and the first remaining charge threshold is determined, which is divided into two cases: one is electric braking energy recovery, and the other is electric braking energy consumption. When the first remaining charge value of the power battery is lower than the first remaining charge threshold, it indicates that the power battery is allowed to perform braking energy recovery charging. At this time, the electric braking energy generated by the power battery is selected for recovery. During this process, the hub motor and the distributed electric drive assembly are coordinated for braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly. The electric braking energy generated during the coordinated braking control is then recovered and charged to the power battery. When the first remaining charge value of the power battery is higher than the first remaining charge threshold, it indicates that the power battery is not allowed to perform braking energy recovery charging. In this case, the electric braking energy generated during the coordinated braking control is consumed by the vehicle's energy-consuming components.

[0104] As can be seen, in this embodiment of the application, in a four-wheel independent drive vehicle, when the power battery is allowed to charge during braking and deceleration, the wheel hub motor and the distributed electric drive assembly are controlled to perform coordinated braking and recover or dissipate energy based on the stator temperature values ​​of the wheel hub motor and the stator temperature values ​​of the distributed electric drive assembly. This not only improves the problem of overheating of the motor during prolonged electric braking in four-wheel independent drive vehicles and effectively avoids motor overheating and demagnetization, but also improves energy utilization or simplifies the design of the wheel hub motor's cooling system by recovering or dissipating the electric braking energy. Moreover, when charging is not possible, the energy can be consumed in time, effectively preventing energy accumulation and overheating.

[0105] Furthermore, in one embodiment, the method of utilizing vehicle energy-consuming components to consume the electric braking energy generated during the coordinated braking control includes: using the generator of the vehicle range extender as a motor to tow the engine while it idles to consume the electric braking energy generated during the coordinated braking control. This embodiment ensures the effective consumption of electric braking energy. Of course, besides using the vehicle range extender as a vehicle energy-consuming component, other energy-consuming components can also be used, and there is no specific limitation.

[0106] like Figure 5 As shown, in one embodiment, a four-wheel independent drive vehicle control method is provided, the method comprising:

[0107] S10C: Determines whether the vehicle is in a braking and deceleration state;

[0108] S20C: When the vehicle is in a braking and deceleration condition, acquire the first remaining charge value of the power battery, the stator temperature value of the hub motor, and the stator temperature value of the distributed electric drive assembly.

[0109] S30C: Determine the relationship between the first remaining power value of the power battery and the first remaining power threshold;

[0110] S40C: When the first remaining charge value of the power battery is lower than the first remaining charge threshold, the hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly, and the electric braking energy generated during the coordinated braking control is recovered and charged to the power battery.

[0111] S50C: When the first remaining charge value of the power battery is higher than the first remaining charge threshold, mechanical braking is performed only by mechanical braking.

[0112] In this embodiment, the explanation can be found in the foregoing embodiment. The difference from the foregoing embodiment is that when the first remaining charge value of the power battery is higher than the first remaining charge threshold, the power battery is not allowed to perform regenerative braking. Instead, it directly adopts fully mechanical braking. The difference is that it no longer uses energy-consuming components for energy dissipation.

[0113] As can be seen, in the embodiments of this application, in a four-wheel independent drive vehicle, when the power battery is allowed to charge during braking and deceleration, the wheel hub motor and the distributed electric drive assembly are controlled to perform coordinated braking and recover energy or replace mechanical braking based on the stator temperature values ​​of the wheel hub motor and the stator temperature values ​​of the distributed electric drive assembly. This not only improves the problem of overheating of the motor during prolonged electric braking in four-wheel independent drive vehicles and effectively avoids motor overheating and demagnetization, but also improves energy utilization and effectively reduces the excessive electric braking energy that has nowhere to be released during this time, since energy is recovered or mechanical braking is directly used.

[0114] In the above embodiments, the process of coordinating braking control of the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly is involved. The following embodiments provide specific coordination methods for the above-mentioned coordination control, which will be described in detail below.

[0115] In one embodiment, in conjunction with the above embodiments, the step of performing coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly includes:

[0116] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the hub motor and the distributed electric drive assembly are controlled to perform electric braking simultaneously. Since the stator temperatures of both the front and rear motors are low, there is no overheating in either motor, so both can perform electric braking simultaneously to ensure braking effect.

[0117] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than the first preset torque threshold, and the distributed electric drive assembly is controlled to perform electric braking. Since the stator temperature of the hub motor is too high and the stator temperature of the distributed electric drive assembly is too low, the hub motor may overheat, while the motor of the distributed electric drive assembly does not overheat. Therefore, the electric braking torque of the hub motor is made smaller to effectively avoid overheating or exacerbating overheating of the hub motor.

[0118] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, the electric braking torque of the distributed electric drive assembly is controlled to be less than the second preset torque threshold, and the hub motor is controlled to perform electric braking. Since the stator temperature of the hub motor is lower and the stator temperature of the distributed electric drive assembly is higher, the motor of the distributed electric drive assembly may overheat, while the hub motor does not overheat. Therefore, the electric braking torque of the distributed electric drive assembly is made smaller to effectively avoid overheating or exacerbating overheating of the motor of the distributed electric drive assembly.

[0119] When the stator temperature of the hub motor exceeds the first temperature threshold and the stator temperature of the distributed electric drive assembly exceeds the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than a third preset torque threshold, and the electric braking torque of the distributed electric drive assembly is controlled to be less than a fourth preset torque threshold. Because both the hub motor stator temperature and the distributed electric drive assembly stator temperature are high, overheating may occur in both motors. Therefore, reducing the electric braking torque of both motors effectively prevents overheating or exacerbates overheating in either motor.

[0120] It should be noted that the first and second temperature thresholds can be obtained through calibration and are not specifically limited; similarly, the first, second, third, and fourth preset torque thresholds are also calibration values ​​or empirical values, and are not specifically limited. Furthermore, controlling the hub motors to perform electric braking refers to controlling the first and second hub motors to perform electric braking; controlling the distributed electric drive assembly to perform electric braking refers to controlling the first and second drive motors to perform electric braking.

[0121] As can be seen, this embodiment provides a specific method for coordinated braking control of the hub motor and the distributed electric drive assembly. Different braking control strategies are adopted under different motor stator temperatures, and control under different motor stator temperatures can bring corresponding benefits, as mentioned above, and will not be repeated here.

[0122] In one embodiment, in conjunction with the above embodiments, controlling the hub motor and the distributed electric drive assembly to simultaneously perform electric braking includes: controlling the hub motor and the distributed electric drive assembly to simultaneously perform electric braking, and distributing the magnitude of their electric braking torque among the four motors according to the principle of optimal efficiency. The four motors include two hub motors and two distributed drive motors. Therefore, in this embodiment, when both front and rear motors are not overheating during simultaneous braking, distributing the braking efficiency among the four motors according to the principle of optimal efficiency can maximize braking efficiency.

[0123] In one embodiment, controlling the electric braking torque of the hub motor to be less than a first preset torque threshold and controlling the distributed electric drive assembly to perform electric braking includes: controlling the electric braking torque of the hub motor to be zero, using only the distributed electric drive assembly for electric braking, and supplementing the torque through mechanical braking when the electric braking torque of the distributed electric drive assembly is insufficient. In this embodiment, the front motor may overheat, while the rear motor does not. Therefore, the electric braking torque of the hub motor can be directly set to zero, and only the distributed electric drive assembly can be used for electric braking, directly preventing or alleviating overheating of the hub motor.

[0124] In one embodiment, controlling the electric braking torque of the distributed electric drive assembly to be less than a second preset torque threshold and controlling the hub motor to perform electric braking includes: controlling the electric braking torque of the distributed electric drive assembly to be zero, using only the hub motor for electric braking, and supplementing the torque through mechanical braking when the electric braking torque of the hub motor is insufficient. In this embodiment, the rear motor may overheat, while the front motor does not. Therefore, the electric braking torque of the distributed electric drive assembly can be directly set to zero, using only the hub motor for electric braking, directly preventing or mitigating overheating of the distributed electric drive assembly.

[0125] In one embodiment, controlling the electric braking torque of the hub motor to be less than a third preset torque threshold and controlling the electric braking torque of the distributed electric drive assembly to be less than a fourth preset torque threshold includes: controlling the electric braking torque of the hub motor to be zero and controlling the electric braking torque of the distributed electric drive assembly to be zero, braking only through mechanical braking. In this embodiment, since both the front and rear motors may overheat, the electric braking torques of the distributed electric drive assembly and the hub motor can be directly set to zero, using only mechanical braking, directly preventing or alleviating overheating of the distributed electric drive assembly and the hub motor.

[0126] As can be seen from the above embodiments, the embodiments of this application mainly divide the situation into two cases: one where regenerative braking is allowed and the other where regenerative braking is not allowed, based on the first remaining charge of the power battery, the stator temperature of the hub motor, and the stator temperature of the distributed electric drive assembly. The following is based on the aforementioned embodiments, combined with these two cases and the appendix. Figure 6-8 The following descriptions are presented from two perspectives, taking into account the complete embodiments.

[0127] In one embodiment, such as Figure 6-7 The two flowcharts illustrate a method for controlling a four-wheel independent drive vehicle, including:

[0128] Determine whether the vehicle is in a braking or deceleration state;

[0129] When the vehicle is in braking and deceleration condition, the first remaining charge value of the power battery, the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly are obtained.

[0130] Determine whether the first remaining charge value of the power battery is lower than the first remaining charge threshold;

[0131] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, it is determined that the power battery is allowed to regenerate electric braking energy for charging, and the power battery is selected to regenerate electric braking energy, including:

[0132] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, both the hub motor and the distributed electric drive assembly participate in electric braking and recover electric braking energy; the magnitude of the electric braking torque is allocated according to the principle of optimal efficiency.

[0133] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, only the distributed electric drive assembly performs electric braking and recovers electric braking energy.

[0134] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the motor of the distributed electric drive assembly is greater than the second temperature threshold, only the hub motor performs electric braking and recovers electric braking energy.

[0135] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, then full mechanical braking is applied.

[0136] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, it is determined that the power battery is not allowed to be charged by electric braking energy recovery. The range extender is selected as the energy-consuming component to recover electric braking energy, including:

[0137] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, both the hub motor and the distributed electric drive assembly participate in electric braking; the magnitude of the electric braking torque is allocated according to the principle of optimal efficiency.

[0138] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, only the distributed electric drive assembly performs electric braking.

[0139] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the motor of the distributed electric drive assembly is greater than the second temperature threshold, only the hub motor performs electric braking.

[0140] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, then full mechanical braking is applied.

[0141] In one embodiment, such as Figure 8 As shown in the flowchart, a four-wheel independent drive vehicle control method is provided, including:

[0142] Determine whether the vehicle is in a braking or deceleration state;

[0143] When the vehicle is in braking and deceleration condition, the first remaining charge value of the power battery, the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly are obtained.

[0144] Determine whether the first remaining charge value of the power battery is lower than the first remaining charge threshold;

[0145] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, it is determined that the power battery is allowed to regenerate electric braking energy for charging, and the power battery is selected to regenerate electric braking energy, including:

[0146] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, both the hub motor and the distributed electric drive assembly participate in electric braking and recover electric braking energy; the magnitude of the electric braking torque is allocated according to the principle of optimal efficiency.

[0147] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, only the distributed electric drive assembly performs electric braking and recovers electric braking energy.

[0148] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the motor of the distributed electric drive assembly is greater than the second temperature threshold, only the hub motor performs electric braking and recovers electric braking energy.

[0149] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, then full mechanical braking is applied.

[0150] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, mechanical braking is used entirely.

[0151] It should be noted that the above embodiments describe the relevant control under braking and deceleration conditions. In this application embodiment, the following four-wheel independent drive vehicle control method is also provided, which are described below.

[0152] In one embodiment, a four-wheel independent drive vehicle control method is provided, applied to a vehicle drive power system, including:

[0153] S101: When the vehicle is in P gear parking mode and in Key on or Ready mode, obtain the second remaining power value of the power battery;

[0154] S102: When the second remaining charge value of the power battery is lower than the second remaining charge threshold, the generator of the vehicle range extender is controlled to start the engine, and after the engine starts, it runs in the lowest fuel consumption range and drives the generator of the vehicle range extender to charge the power battery.

[0155] S103: When the second remaining charge value of the power battery is higher than the second remaining charge threshold, the engine is turned off and the generator of the vehicle range extender is controlled to stop charging the power battery.

[0156] The remaining battery charge value is recorded as the second remaining charge value when the vehicle is in Park (P) mode and in either Key-on or Ready mode. In this embodiment, when the vehicle is in Park (P) mode, the four-wheel independent drive vehicle can start the engine using the generator of the vehicle's range extender. After starting, the engine operates in the lowest fuel consumption range and drives the generator of the vehicle's range extender to charge the battery, thus achieving charging while parked. When the battery charge is high, charging is discontinued to reduce energy consumption.

[0157] In one embodiment, a four-wheel independent drive vehicle control method is provided, applied to a vehicle drive power system, including:

[0158] S201: When the vehicle is in D gear driving mode, obtain the third remaining power value of the power battery;

[0159] S202: When the third remaining charge of the power battery is higher than the third remaining charge threshold, the vehicle is controlled to operate in pure electric drive mode, wherein the driving torque of the hub motor and the distributed electric drive assembly is distributed front and rear according to the principle of optimal efficiency.

[0160] S203: When the third remaining charge of the power battery is lower than the third remaining charge threshold, the engine of the vehicle range extender is started to enter the range extender drive mode to decouple the relationship between the engine speed and the vehicle speed; or, all the electricity generated by the vehicle is given to the drive motor to drive the vehicle, and the hub motor and the distributed electric drive assembly drive the vehicle simultaneously, wherein the magnitude of the driving torque is distributed front and rear according to the principle of optimal efficiency.

[0161] In this embodiment, when the vehicle is in D-gear driving mode, by acquiring parameters such as accelerator pedal opening value, third remaining power value of power battery, vehicle speed value, brake pedal depth value, motor stator temperature value, etc., a comprehensive judgment is made on the state that each component can operate in the optimal working range, and the vehicle is controlled in the best working mode to obtain the best performance.

[0162] Specifically, when the third remaining charge of the power battery is higher than the third remaining charge threshold, the vehicle is controlled to operate in pure electric drive mode. Considering that the vehicle needs to have a certain pure electric driving range, the vehicle is controlled to operate in pure electric drive mode. The driving torque of the hub motor and the distributed electric drive assembly is distributed front and rear according to the principle of optimal efficiency to improve the driving efficiency of pure electric drive mode.

[0163] In addition, when the remaining charge of the power battery is lower than the third remaining charge threshold, the power battery is insufficient, and the engine should be started to enter the range-extended drive mode. By decoupling the relationship between engine speed and vehicle speed, the engine speed is increased, so that the engine can output as much power as possible to generate electricity, replenish the power battery and drive the vehicle, or directly give all the generated electricity to the drive motor to drive the vehicle. The hub motor and the distributed electric drive assembly drive the vehicle simultaneously, and the driving torque is distributed front and rear according to the principle of optimal efficiency. At this time, the vehicle is running in the range-extended four-wheel independent pure electric drive mode.

[0164] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0165] In one embodiment, a four-wheel independent drive vehicle control device is provided, which corresponds one-to-one with a four-wheel independent drive vehicle control method described in the above embodiments. For example... Figure 9 As shown, the four-wheel independent drive vehicle control device includes an acquisition module 101 and a processing module 102. Detailed descriptions of each functional module are as follows:

[0166] The acquisition module 101 is used to acquire the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly when the vehicle is in a braking and deceleration condition.

[0167] The processing module 102 is used to perform coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly.

[0168] Furthermore, the processing module 102 is also used for:

[0169] Determine the relationship between the first remaining charge value of the power battery and the first remaining charge threshold.

[0170] When the first remaining charge value of the power battery is lower than the first remaining charge threshold, the hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the distributed electric drive assembly. The electric braking energy generated during the coordinated braking control is recovered and charged to the power battery.

[0171] Furthermore, the processing module 102 is also used to: determine the relationship between the first remaining power value of the power battery and the first remaining power threshold:

[0172] When the first remaining charge value of the power battery is higher than the first remaining charge threshold, the wheel hub motor and the distributed electric drive assembly are subjected to coordinated braking control based on the stator temperature value of the hub motor and the stator temperature value of the motor of the distributed electric drive assembly, and the electric braking energy generated during the coordinated braking control is consumed by the vehicle energy-consuming components.

[0173] or;

[0174] When the first remaining charge value of the power battery is higher than the first remaining charge threshold, mechanical braking is performed only.

[0175] In one embodiment, the processing module 102 is further configured to:

[0176] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the hub motor and the distributed electric drive assembly are controlled to perform electric braking simultaneously.

[0177] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is less than the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than the first preset torque threshold, and the distributed electric drive assembly is controlled to perform electric braking.

[0178] When the stator temperature of the hub motor is less than the first temperature threshold and the stator temperature of the motor of the distributed electric drive assembly is greater than the second temperature threshold, the electric braking torque of the distributed electric drive assembly is controlled to be less than the second preset torque threshold, and the hub motor is controlled to perform electric braking.

[0179] When the stator temperature of the hub motor is greater than the first temperature threshold and the stator temperature of the distributed electric drive assembly is greater than the second temperature threshold, the electric braking torque of the hub motor is controlled to be less than the third preset torque threshold, and the electric braking torque of the distributed electric drive assembly is controlled to be less than the fourth preset torque threshold.

[0180] In one embodiment, controlling the hub motor and the distributed electric drive assembly to simultaneously perform electric braking includes:

[0181] The hub motor and the distributed electric drive assembly are controlled to perform electric braking simultaneously, and the magnitude of the electric braking torque of the two is distributed among the four motors according to the principle of optimal efficiency. The four motors include two hub motors and two distributed drive motors.

[0182] In one embodiment, controlling the electric braking torque of the hub motor to be less than a first preset torque threshold and controlling the distributed electric drive assembly to perform electric braking includes:

[0183] The electric braking torque of the hub motor is controlled to be zero, and electric braking is performed only by the distributed electric drive assembly. When the electric braking torque of the distributed electric drive assembly is insufficient, torque is supplemented by mechanical braking.

[0184] In one embodiment, controlling the electric braking torque of the distributed electric drive assembly to be less than a second preset torque threshold and controlling the hub motor to perform electric braking includes:

[0185] The electric braking torque of the distributed electric drive assembly is controlled to be zero, and only the hub motor is used for electric braking. When the electric braking torque of the hub motor is insufficient, the torque is supplemented by mechanical braking.

[0186] In one embodiment, controlling the electric braking torque of the hub motor to be less than a third preset torque threshold and controlling the electric braking torque of the distributed electric drive assembly to be less than a fourth preset torque threshold includes:

[0187] The electric braking torque of the hub motor is controlled to be zero, and the electric braking torque of the distributed electric drive assembly is also controlled to be zero, so braking is achieved only through mechanical braking.

[0188] In one embodiment, the processing module 102 is further configured to:

[0189] When the vehicle is in P gear parking mode and in Key on or Ready mode, obtain the second remaining power value of the power battery.

[0190] When the second remaining charge value of the power battery is lower than the second remaining charge threshold, the generator of the vehicle range extender is controlled to start the engine, and after the engine starts, it runs in the lowest fuel consumption range and drives the generator of the vehicle range extender to charge the power battery.

[0191] When the second remaining charge value of the power battery is higher than the second remaining charge threshold, the engine is shut down and the generator of the vehicle range extender is controlled to stop charging the power battery.

[0192] In one embodiment, the processing module 102 is further configured to:

[0193] When the vehicle is in D gear driving mode, obtain the third remaining power value of the power battery;

[0194] When the third remaining charge of the power battery is higher than the third remaining charge threshold, the vehicle is controlled to operate in pure electric drive mode, wherein the driving torque of the hub motor and the distributed electric drive assembly is distributed front and rear according to the principle of optimal efficiency.

[0195] When the third remaining charge of the power battery is lower than the third remaining charge threshold, the engine of the vehicle range extender is started to enter the range extender drive mode to decouple the relationship between the engine speed and the vehicle speed; or, all the electricity generated by the vehicle is given to the drive motor to drive the vehicle, and the hub motor and the distributed electric drive assembly drive the vehicle simultaneously, wherein the magnitude of the driving torque is distributed front and rear according to the principle of optimal efficiency.

[0196] As can be seen, in this embodiment of the application, a four-wheel independent drive vehicle control device is provided. Under braking and deceleration conditions, the device performs coordinated braking control on the hub motor and the distributed electric drive assembly based on the stator temperature values ​​of the hub motor and the stator temperature values ​​of the distributed electric drive assembly. This improves the problem of overheating of the motor during long-term electric braking in four-wheel independent drive vehicles and effectively avoids the problem of motor overheating and demagnetization.

[0197] For specific limitations regarding the four-wheel independent drive vehicle control device, please refer to the limitations of the four-wheel independent drive vehicle control method mentioned above, which will not be repeated here. Each module in the aforementioned four-wheel independent drive vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device in hardware form, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each module.

[0198] In one embodiment, a controller is provided, the internal structure of which can be shown in the diagram below. Figure 10 As shown, the controller includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The processor's network interface is used to communicate with other vehicle components via a network connection to send control parameters. When the computer program is executed by the processor, it implements steps of a series-parallel hybrid vehicle control method.

[0199] In one embodiment, a controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a four-wheel independent drive vehicle control method as provided in any embodiment of this application.

[0200] In one embodiment, a vehicle is provided, the vehicle including a four-wheel independent drive power system, wherein a controller in the four-wheel independent drive power system cooperates to implement the steps of the four-wheel independent drive vehicle control method as described in any one of the embodiments of this application.

[0201] Furthermore, the four-wheel independent drive power system includes a range-extended four-wheel independent drive power system or other four-wheel independent drive power systems. As an example, the range-extended four-wheel independent drive power system includes:

[0202] The system includes a range extender, a rear distributed electric drive assembly, two hub motors, and two independent motor controllers. The motor controllers for the range extender, the rear distributed electric drive assembly, and the two independent motor controllers are all connected to the power battery. Specifically, as shown in the diagram... Figure 1 As shown;

[0203] or;

[0204] The system includes a range extender, a rear distributed electric drive assembly, two hub motors, and a dual-motor controller. The motor controllers for the range extender, the rear distributed electric drive assembly, and the dual-motor controller are all connected to the power battery. Specifically, as shown in the diagram... Figure 2 As shown.

[0205] In one embodiment, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the four-wheel independent drive vehicle control method provided in any of the embodiments of this application.

[0206] The technical effects of the above embodiments can be referred to the description of the foregoing embodiments, and will not be repeated here.

[0207] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0208] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0209] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method of a four-wheel independent drive vehicle applied to a vehicle drive power system, characterized by, The method comprises the following steps: When the vehicle is in a braking deceleration mode, a wheel hub motor stator temperature value and a distributed electric drive assembly motor stator temperature value are obtained; According to the wheel hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value, the wheel hub motor and the distributed electric drive assembly are controlled in a cooperative braking mode.

2. The four-wheel independent drive vehicle control method according to claim 1, characterized by, The cooperative braking control of the wheel hub motor and the distributed electric drive assembly according to the wheel hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value comprises the following steps: The size relationship between a first residual capacity value of a power battery and a first residual capacity threshold value is determined; When the first residual capacity value of the power battery is lower than the first residual capacity threshold value, the wheel hub motor and the distributed electric drive assembly are controlled in a cooperative braking mode according to the wheel hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value, and the electric braking energy generated during the cooperative braking control is recycled and charged to the power battery.

3. The four-wheel independent drive vehicle control method according to claim 2, characterized by, After determining the size relationship between the first residual capacity value of the power battery and the first residual capacity threshold value, the method further comprises the following steps: When the first residual capacity value of the power battery is higher than the first residual capacity threshold value, the wheel hub motor and the distributed electric drive assembly are controlled in a cooperative braking mode according to the wheel hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value, and the electric braking energy generated during the cooperative braking control is consumed by a vehicle energy consumption component; Or; When the first residual capacity value of the power battery is higher than the first residual capacity threshold value, only a mechanical braking mode is used for mechanical braking.

4. The four-wheel independent drive vehicle control method according to claim 3, characterized by, The consumption of the electric braking energy generated during the cooperative braking control by the vehicle energy consumption component comprises the following steps: The generator of the vehicle range extender is used as a motor to drag the engine to idle, so as to consume the electric braking energy generated during the cooperative braking control.

5. The four-wheel independent drive vehicle control method according to claim 1, characterized by, The cooperative braking control of the wheel hub motor and the distributed electric drive assembly according to the wheel hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value comprises the following steps: When the wheel hub motor stator temperature value is less than a first temperature threshold value, and the distributed electric drive assembly motor stator temperature value is less than a second temperature threshold value, the wheel hub motor and the distributed electric drive assembly are controlled to brake at the same time; When the wheel hub motor stator temperature value is greater than the first temperature threshold value, and the distributed electric drive assembly motor stator temperature value is less than the second temperature threshold value, the electric braking torque of the wheel hub motor is controlled to be less than a first preset torque threshold value, and the distributed electric drive assembly is controlled to brake; When the wheel hub motor stator temperature value is less than the first temperature threshold value, and the distributed electric drive assembly motor stator temperature value is greater than the second temperature threshold value, the electric braking torque of the distributed electric drive assembly is controlled to be less than a second preset torque threshold value, and the wheel hub motor is controlled to brake; When the wheel motor stator temperature value is greater than the first temperature threshold value, and the distributed electric drive assembly motor stator temperature value is greater than the second temperature threshold value, the electric braking torque of the wheel motor is controlled to be less than a third preset torque threshold value, and the electric braking torque of the distributed electric drive assembly is controlled to be less than a fourth preset torque threshold value.

6. The four-wheel independent drive vehicle control method according to claim 5, characterized by, The control of the wheel motor and the distributed electric drive assembly simultaneously performing electric braking comprises: The control of the wheel motor and the distributed electric drive assembly simultaneously performing electric braking, and the size of the electric braking torque of the two is distributed among the four motors according to the efficiency optimization principle, the four motors including two wheel motors and two distributed drive motors.

7. The four-wheel independent drive vehicle control method according to claim 5, characterized by, The control of the electric braking torque of the wheel motor being less than a first preset torque threshold value, and the control of the distributed electric drive assembly performing electric braking comprises: The electric braking torque of the wheel motor is controlled to be zero, only the distributed electric drive assembly is used to perform electric braking, and when the electric braking torque of the distributed electric drive assembly is insufficient, mechanical braking is used to supplement the torque.

8. The four-wheel independent drive vehicle control method according to claim 5, characterized by, The control of the electric braking torque of the distributed electric drive assembly being less than a second preset torque threshold value, and the control of the wheel motor performing electric braking comprises: The electric braking torque of the distributed electric drive assembly is controlled to be zero, only the wheel motor is used to perform electric braking, and when the electric braking torque of the wheel motor is insufficient, mechanical braking is used to supplement the torque.

9. The four-wheel independent drive vehicle control method according to claim 5, characterized by, The control of the electric braking torque of the wheel motor being less than a third preset torque threshold value, and the control of the electric braking torque of the distributed electric drive assembly being less than a fourth preset torque threshold value comprises: The electric braking torque of the wheel motor is controlled to be zero, and the electric braking torque of the distributed electric drive assembly is controlled to be zero, and only mechanical braking is used for braking.

10. The four-wheel independent drive vehicle control method according to any one of claims 1-9, characterized by, The method further comprises: When the vehicle is in a P gear parking state and in a Key on state or a Ready state, a second residual power value of the power battery is obtained; When the second residual power value of the power battery is lower than a second residual power threshold value, the generator of the vehicle range extender is controlled to start the engine, and the engine is operated in a lowest fuel consumption interval after starting, and drives the generator of the vehicle range extender to charge the power battery; When the second residual power value of the power battery is higher than the second residual power threshold value, the engine is turned off and the generator of the vehicle range extender is controlled to stop charging the power battery.

11. The four-wheel independent drive vehicle control method according to any one of claims 1 to 9, characterized by, The method further comprises: When the vehicle is in a D gear driving state, a third residual power value of the power battery is obtained; When the third residual power value of the power battery is higher than a third residual power threshold value, the vehicle is controlled to work in a pure electric driving mode, wherein the size of the driving torque of the wheel motor and the distributed electric drive assembly is distributed according to the efficiency optimization principle. When the third residual capacity of the power battery is lower than the third residual capacity threshold, starting an engine of the vehicle range extender to enter a range extending driving mode; or, giving all the power generation of the vehicle to the driving motor to drive the vehicle, and the hub motor and the distributed electric drive assembly drive the vehicle at the same time, wherein the size of the driving torque is distributed in front and back according to the principle of optimal efficiency.

12. A four-wheel independent drive vehicle control device applied to a vehicle drive power system, characterized by, Comprise: The acquisition module is configured to acquire a hub motor stator temperature value and a distributed electric drive assembly motor stator temperature value when the vehicle is in a braking deceleration working condition. The processing module is configured to perform cooperative braking control on the hub motor and the distributed electric drive assembly according to the hub motor stator temperature value and the distributed electric drive assembly motor stator temperature value.

13. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein, The processor executes the computer program to realize the steps of the four-wheel independent drive vehicle control method according to any one of claims 1 to 11.

14. A vehicle characterized by comprising: The vehicle comprises a four-wheel independent drive power system, wherein the controller in the four-wheel independent drive power system cooperates to realize the steps of the four-wheel independent drive vehicle control method according to any one of claims 1 to 11.

15. The vehicle of claim 14, wherein, The four-wheel independent drive power system comprises: A range extender, a rear distributed electric drive assembly, two hub motors, and two independent motor controllers thereof, wherein the motor controller of the range extender, the motor controller of the rear distributed electric drive assembly, and the two independent motor controllers are respectively connected to a power battery. Or; A range extender, a rear distributed electric drive assembly, two hub motors, and a dual-motor controller, wherein the motor controller of the range extender, the motor controller of the rear distributed electric drive assembly, and the dual-motor controller are respectively connected to a power battery.

16. A computer-readable storage medium, the computer-readable storage medium storing a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the four-wheel independent drive vehicle control method according to any one of claims 1 to 11.

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