Torque distribution method and device, electronic equipment and storage medium

Abstract

The invention discloses a torque distribution method and device, electronic equipment and a storage medium. The method comprises the steps that the total demand torque of double motors is determined; determining a main drive motor and an auxiliary drive motor in the double motors, and respectively determining working demand torque thresholds of the main drive motor and the auxiliary drive motor; wherein the working demand torque threshold value is determined according to the standard torque of each motor under different rotating speeds and different total demand torques, and under the same rotating speed and the same total demand torque, the energy loss of the power system is minimum when the torque of each motor is distributed as the standard torque; and according to the total demand torque and the working demand torque threshold values of the main drive motor and the auxiliary drive motor, the distribution torque of the main drive motor and the auxiliary drive motor is determined. Motor torque distribution based on the double-motor electric drive box can be realized, and the power consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a torque distribution method, device, electronic device, and storage medium. Background Technology

[0002] A dual-motor drive unit is a power unit that integrates two motors with a transmission system. Widely used in electric vehicles and other fields, it offers higher power and torque output, as well as more flexible power distribution. Pure electric tractors based on dual-motor drive units operate in a variety of scenarios, such as mines, ports, factories, and highways, each with distinct characteristics. Therefore, achieving an optimal motor torque distribution strategy based on a dual-motor drive unit to reduce overall vehicle energy consumption while meeting power requirements in different application scenarios is crucial for green, low-carbon, energy-saving, and emission-reduction efforts. Summary of the Invention

[0003] This invention provides a torque distribution method, device, electronic device, and storage medium to achieve motor torque distribution based on a dual-motor electric drive box, thereby reducing the overall vehicle power consumption.

[0004] In a first aspect, embodiments of the present invention provide a torque distribution method, the method comprising:

[0005] Determine the total required torque for both motors;

[0006] In a dual-motor system, the main drive motor and the auxiliary drive motor are determined, and the operating torque thresholds for the main drive motor and the auxiliary drive motor are determined separately.

[0007] The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque.

[0008] Based on the total required torque and the working torque thresholds of the main drive motor and the auxiliary drive motor, the allocated torque of the main drive motor and the auxiliary drive motor is determined respectively.

[0009] Secondly, embodiments of the present invention also provide a torque distribution device, the device comprising:

[0010] The total torque demand determination module is used to determine the total torque demand of the two motors;

[0011] The working torque threshold determination module is used to determine the main drive motor and the auxiliary drive motor in a dual-motor system, and to determine the working torque threshold of the main drive motor and the auxiliary drive motor respectively.

[0012] The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque.

[0013] The torque distribution module is used to determine the allocated torque for the main drive motor and the auxiliary drive motor respectively based on the total required torque and the working required torque thresholds of the main drive motor and the auxiliary drive motor.

[0014] Thirdly, embodiments of the present invention also provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque distribution method as described in any of the embodiments of the present invention.

[0015] Fourthly, embodiments of the present invention also provide a storage medium for storing computer-executable instructions, which, when executed by a computer processor, are used to perform the torque distribution method as described in any of the embodiments of the present invention.

[0016] The technical solution of this invention determines the total required torque of the dual motors, identifies a main drive motor and an auxiliary drive motor within the dual motors, and determines the operating torque thresholds for the main drive motor and auxiliary drive motor respectively based on the pre-determined standard torques of each motor under different speeds and total required torques. Finally, the total required torque is allocated to the main drive motor and auxiliary drive motor based on these operating torque thresholds. This embodiment, based on the torque allocation of the dual-motor electric drive unit, minimizes energy loss in the powertrain system and reduces overall vehicle power consumption.

[0017] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart of a torque distribution method provided in Embodiment 1 of the present invention;

[0020] Figure 2 This is a schematic diagram of the standard torque distribution of a first motor under different speeds and total required torque, provided in Embodiment 1 of the present invention;

[0021] Figure 3 This is a flowchart of a torque distribution method provided in Embodiment 2 of the present invention;

[0022] Figure 4 This is a schematic diagram of the distribution of motor operating points under high load conditions provided in Embodiment 2 of the present invention;

[0023] Figure 5 This is a schematic diagram of the distribution of motor operating points under low load conditions provided in Embodiment 2 of the present invention;

[0024] Figure 6 This is a schematic diagram of the structure of a torque distribution device provided in Embodiment 3 of the present invention;

[0025] Figure 7 This is a schematic diagram of the structure of an electronic device provided in Embodiment 4 of the present invention. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. In the embodiments of this application, certain software, components, models, and other existing industry solutions may be mentioned. These should be considered exemplary, intended only to illustrate the feasibility of implementing the technical solutions of this application, and do not imply that the applicant has already used or necessarily used such solutions.

[0028] The acquisition, transmission, storage, use, and processing of data in this application all comply with the relevant provisions of national laws and regulations.

[0029] Example 1

[0030] Figure 1 The flowchart of a torque distribution method is provided for Embodiment 1 of the present invention. This embodiment is applicable to the torque distribution of a dual-motor electric drive unit. The method can be executed by a torque distribution device, which can be implemented in hardware and / or software. The torque distribution device can be configured in the vehicle's VCU (Vehicle Control Unit) or TCU (Transmission Control Unit).

[0031] like Figure 1 As shown, the method includes:

[0032] S110, Determine the total required torque for both motors.

[0033] The total required torque is the target value of the torque provided by the dual motors, calculated by the vehicle controller based on the driving intention and vehicle status. It is the "total workload" of the torque that the dual motor drive unit needs to output.

[0034] In this embodiment, the total required torque can be calculated by the vehicle controller using parameters such as throttle opening, vehicle speed, gradient, and battery power limit.

[0035] Specifically, S110 can include:

[0036] S111. Determine the total torque required by the dual motors based on the current speed, throttle opening, and pedal characteristic curve;

[0037] S112. If the wheel-side torque obtained after converting the total required torque is greater than the drive axle output torque limit, then the motor torque is determined based on the drive axle output torque limit, and used as the total required torque for both motors.

[0038] The current RPM (Revolutions Per Minute) refers to the current motor speed. In this embodiment, the two motors in the dual-motor drive unit are in the same gear and have the same speed. The throttle opening can be determined by the accelerator pedal position, which refers to the degree to which the accelerator pedal is depressed by the driver, reflecting the driver's driving intention. Both the current RPM and throttle opening can be obtained by the vehicle controller receiving signals from sensors via the CAN bus. The pedal characteristic curve describes the three-dimensional relationship between RPM, throttle opening, and torque. Therefore, based on the current RPM and throttle opening, the total required torque can be found on the pedal characteristic curve.

[0039] Wheel-side torque, also known as drive wheel torque, refers to the torque amplified by the gearbox, driveshaft, and final drive, ultimately acting on the center of the drive wheels to propel the vehicle. The total required torque can be converted to wheel-side torque by multiplying the gear ratio and transmission efficiency. The drive axle output torque limit is the maximum allowable torque output by the drive axle, set in the vehicle control strategy to protect mechanical components, tire grip, or driver safety.

[0040] In this embodiment, based on the relationship between wheel-side torque, total required torque, and the drive axle output torque limit, it can be seen that the maximum torque that the dual-motor electric drive unit can output is limited by the drive axle. If the wheel-side torque is greater than the drive axle output torque limit, it means that the torque transmitted from the drive axle cannot meet the total required torque; that is, the maximum torque that the drive axle can withstand, after being converted into motor torque, is less than the total required torque. Therefore, it is necessary to recalculate the total required torque based on the drive axle output torque limit to ensure the safety and reliability of the entire vehicle.

[0041] Based on the output torque limit of the drive axle, the motor torque is determined as the total required torque for both motors. Specifically, the output torque limit of the drive axle is divided by the transmission ratio and transmission efficiency to obtain the new total required torque.

[0042] This embodiment updates the total required torque based on the output torque limit of the drive axle to prevent the drive axle from operating beyond its limit, thereby improving the safety and reliability of the entire vehicle.

[0043] S120. In the dual-motor configuration, determine the main drive motor and the auxiliary drive motor, and determine the working torque threshold for the main drive motor and the auxiliary drive motor respectively.

[0044] In this embodiment, to save power consumption and improve efficiency, a main drive motor and an auxiliary drive motor are typically identified in a dual-motor setup. The main drive motor is more efficient and bears the main load, while the auxiliary drive motor is less efficient and can bear less load or even stop. Therefore, in this embodiment, it is first determined which motor is the main drive motor and which is the auxiliary drive motor in the dual-motor setup. This ensures that when allocating the total required torque based on the respective working torque thresholds of the two motors, power consumption can be minimized.

[0045] The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque.

[0046] In this embodiment, the working torque threshold of the dual motors is determined based on the allocated torque of the dual motors that minimizes the energy loss of the power system under different speeds and different total demand torques. This ensures that the subsequent allocation of total demand torque based on the working torque threshold can minimize the loss of the vehicle's power system and optimize the overall vehicle power consumption.

[0047] Specifically, the process of determining the standard torque includes:

[0048] S1. Determine the current engine speed and the current total torque demand;

[0049] S2. The torque of the first motor is allocated as the first torque, and the torque of the second motor is allocated as the second torque, wherein the sum of the first torque and the second torque is the current total required torque, and both the first torque and the second torque are less than or equal to the peak torque.

[0050] S3. Determine the first motor efficiency of the first motor, the second motor efficiency of the second motor, and the current gear efficiency, and determine the energy loss of the power system based on the first motor efficiency, the second motor efficiency, and the current gear efficiency.

[0051] S4. Adjust the torque distribution between the first motor and the second motor, and repeat the above process to obtain the power system energy loss of the first motor and the second motor under different torque distributions.

[0052] S5. Determine the first torque of the first motor and the second torque of the second motor corresponding to the minimum energy loss of the power system as the standard torque of the first motor and the second motor under the current speed and the current total required torque.

[0053] S6. Repeat the above process to obtain the standard torques of the first and second motors under different speeds and different total required torques.

[0054] Specifically, the range and step size of the speed and total required torque can be set according to different motor types, vehicle types, or different application scenarios, and different combinations of speed and total required torque values ​​can be determined. The above process is repeated for each combination of values, and finally the standard torque of the dual motors under different speeds and different total required torques is obtained.

[0055] For example, the torque value range can be set to 0-720 Nm with a step size of 20, and the speed value range can be set to 1200-8000 rpm with a step size of 200. Then the initial current speed is 1200 rpm, and the initial current total torque demand is 0.

[0056] For the first motor's first torque, starting from an initial value of 0, a step size is set, for example, 20. The maximum value is the minimum of the current total required torque and the peak torque. The peak torque is the maximum torque of a single motor, for example, it can be set to 350 Nm. Correspondingly, the second torque of the second motor is the current total required torque minus the first torque. At the same time, the second torque must also be less than or equal to the peak torque.

[0057] In this embodiment, the energy loss of the power system is determined by the motor efficiency of the dual motors and the efficiency of the current gear, which can improve the accuracy and precision of the energy loss calculation of the power system.

[0058] Furthermore, S3 can include:

[0059] S31. Based on the preset speed-torque-motor efficiency data, the current speed, the first torque, and the second torque, perform interpolation processing to obtain the first motor efficiency of the first motor corresponding to the current speed and the first torque, and the second motor efficiency of the second motor corresponding to the current speed and the second torque.

[0060] S32. Determine the efficiency of the current gear based on the mechanical power of the input shaft and the mechanical power of the output shaft of the gearbox.

[0061] The speed-torque-motor efficiency data can be obtained from the vehicle's factory data. In this embodiment, given the known speed-torque-motor efficiency data, current speed, first torque, and second torque, the first motor efficiency corresponding to the current speed and first torque, and the second motor efficiency corresponding to the current speed and second torque, can be determined using two-dimensional interpolation. Specifically, if a working condition with the same current speed and first torque can be found by iteratively looking up a table, the motor efficiency corresponding to that working condition is directly used as the first motor efficiency. Otherwise, an adjacent working condition is found, and the motor efficiency corresponding to that working condition is calculated through interpolation. The process for determining the second motor efficiency is similar.

[0062] Current gear efficiency refers to the degree of energy loss when the transmission transfers mechanical energy from the input to the output. It can be calculated by the ratio of the mechanical power of the input shaft to the mechanical power of the output shaft. Furthermore, in vehicle bench testing, it can be calculated using input torque, input speed, output torque, and output speed. Input torque and speed can be measured using a motor dynamometer, while output torque and speed can be measured using a load dynamometer. Similarly, current gear efficiency can also be obtained by interpolating pre-set speed-torque-gear efficiency data, the current speed, the first torque, and the second torque.

[0063] Furthermore, S3 can include:

[0064] S33. Calculate the energy loss of the first motor based on the current speed, the first torque, and the first motor efficiency after correction based on the current gear efficiency; and calculate the energy loss of the second motor based on the current speed, the second torque, and the second motor efficiency after correction based on the current gear efficiency.

[0065] S34. Determine the energy loss of the power system based on the energy loss of the first motor and the energy loss of the second motor.

[0066] Specifically, the energy loss of the power system can be determined using the following formula: ,in, Indicates energy loss in the power system. Indicates the energy loss coefficient. Indicates the current rotational speed. Indicates the first torque. This indicates the efficiency of the first motor. Indicates the efficiency of the current gear. Indicates the second torque. This indicates the efficiency of the second motor.

[0067] In this embodiment, the impact of the current gear efficiency on the overall energy loss is considered when calculating the energy loss of the power system, which improves the accuracy and precision of the energy loss calculation of the power system.

[0068] In this embodiment, for different torque distributions of the first and second motors, the energy loss of the power system is calculated using the method described above. The torque distribution method corresponding to the minimum energy loss of the power system under different torque distributions is taken as the standard torque of the first and second motors. Simultaneously, for different speeds and total required torques, the standard torque of the first and second motors with the minimum corresponding energy loss of the power system is determined. This setup ensures that the energy loss of the power system is minimized regardless of the scenario.

[0069] Figure 2 A schematic diagram of the standard torque distribution of the first motor under different speeds and total required torque is provided, such as... Figure 2 As shown, for each speed and total required torque value, there is a standard torque value of the first motor that minimizes the energy loss of the power system. Correspondingly, the standard torque of the second motor is the total required torque minus the standard torque value of the first motor.

[0070] Furthermore, based on the standard torque of each motor at different speeds and different total required torques, the operating torque threshold is determined. This can be achieved by directly determining the corresponding standard torque from the standard torques of each motor at different speeds and different total required torques, using the current speed and current total required torque as the operating torque threshold for each motor. Alternatively, the required torque boundary for each motor at different speeds and different total required torques can be determined based on the standard torques of each motor at different speeds and different total required torques.

[0071] by Figure 2 For example, it can be seen that for each speed and total torque demand corresponding to the red area, the working torque demand threshold of the first motor is 0. That is, each speed and total torque demand corresponding to the red area corresponds to the single-motor working mode of the second motor. For each speed and total torque demand corresponding to other areas, the standard torque of the first motor is half of the total torque demand, or can be approximated as half of the total torque demand. Therefore, the working torque demand threshold of the first motor can be simplified to half of the total torque demand, which corresponds to the dual-motor average distribution mode.

[0072] In this embodiment, by pre-establishing a dual-motor torque distribution strategy, different dual-motor operating modes are adopted for different speed and total torque demand scenarios to ensure minimal total energy loss and reduce power consumption of the assembly.

[0073] S130. Based on the total required torque and the working required torque thresholds of the main drive motor and the auxiliary drive motor, determine the allocated torque of the main drive motor and the auxiliary drive motor respectively.

[0074] Specifically, the operating torque thresholds for the main drive motor and auxiliary drive motor are used to distribute the total required torque to the two motors. Furthermore, priority is given to ensuring the torque distribution to the main drive motor, thereby further reducing the overall vehicle power consumption.

[0075] The technical solution of this embodiment is applicable to different types of dual-motor electric drive boxes and dual-motor electric drive axle vehicles, and has good applicability.

[0076] The technical solution of this invention determines the total required torque of the dual motors, identifies a main drive motor and an auxiliary drive motor within the dual motors, and determines the operating torque thresholds for the main drive motor and auxiliary drive motor respectively based on the pre-determined standard torques of each motor under different speeds and total required torques. Finally, the total required torque is allocated to the main drive motor and auxiliary drive motor based on these operating torque thresholds. This embodiment, based on the torque allocation of the dual-motor electric drive unit, minimizes energy loss in the powertrain system and reduces overall vehicle power consumption.

[0077] Example 2

[0078] Figure 3This is a flowchart of a torque distribution method provided in Embodiment 2 of the present invention. Based on the above embodiments, the present invention further specifies the torque distribution process and adds a step of switching between the main and auxiliary drive motors.

[0079] like Figure 3 As shown, the method includes:

[0080] S210. Determine the total required torque for both motors based on the current speed, throttle opening, and pedal characteristic curve.

[0081] S220. If the wheel-side torque obtained after converting the total required torque is greater than the drive axle output torque limit, then the motor torque is determined based on the drive axle output torque limit, and used as the total required torque for both motors.

[0082] The process of determining the total required torque and updating the total required torque based on the drive axle output torque limit has been described in the above embodiments and will not be repeated in this embodiment.

[0083] S230. If it is determined that the current main drive motor and the current auxiliary drive motor meet at least one switching condition, then the current main drive motor and the current auxiliary drive motor will be switched.

[0084] In this embodiment, the first motor can be initially configured as the main drive motor and the second motor as the auxiliary drive motor, and continuous power system control can be performed. The determination of whether the switching conditions are met can be performed periodically (i.e., at preset time intervals) or in real time.

[0085] This embodiment illustrates the operational differences between the two motors through a vehicle simulation experiment. Specifically, a vehicle simulation component model is established using simulation software. Through co-simulation, based on the standard torque of each motor under different speeds and total torque demands, and combined with shifting strategies and rear axle ratios, the operation of the dual-motor electric drive unit is simulated. The final result is as follows: Figure 4 The diagram shows the distribution of motor operating points under high load conditions, and Figure 5 The diagram shows the distribution of motor operating points under low load conditions. Figure 4 , 5 The horizontal axis represents rotational speed, and the vertical axis represents total torque demand. Points in the coordinate system are used to represent the motor's operating time, power consumption, and other operating conditions. According to... Figure 4 , 5 It can be seen that when the first motor EM1 is the main drive motor and the second motor EM2 is the auxiliary drive motor, the utilization rate of EM1 is significantly higher than that of EM2, especially when the total torque demand is relatively small, EM1 is the main driver.

[0086] Understandably, the main drive motor is used more frequently than the auxiliary drive motor, and the two motors may experience inconsistent temperatures and wear. Therefore, to ensure consistent motor conditions and improve motor reliability, the main / auxiliary drive motors can be switched based on their current usage.

[0087] Based on the working differences between the main and auxiliary drive motors mentioned above, this embodiment provides a switching condition for switching between the main and auxiliary drive motors. When the switching condition is met, the current main drive motor and the current auxiliary drive motor are interchanged to ensure the consistency of the two motors in the long term.

[0088] The switching conditions include: the temperature of the current main drive motor is greater than or equal to the temperature threshold; the cumulative mileage of the vehicle corresponding to the current main drive motor is greater than or equal to the mileage threshold; the cumulative working time of the current main drive motor is greater than the product of the cumulative working time of the current auxiliary drive motor and the time coefficient; and the cumulative power consumption of the current main drive motor is greater than the product of the cumulative power consumption of the current auxiliary drive motor and the power coefficient.

[0089] It is understandable that when the temperature of the current main drive motor is greater than or equal to the set temperature threshold, it means that the current main drive motor may be operating under high load. At this time, the current main drive motor and the current auxiliary drive motor can be directly swapped to avoid overloading the current main drive motor.

[0090] The cumulative mileage of the vehicle corresponding to the current main drive motor refers to the cumulative mileage traveled by the vehicle after switching to the current main drive motor. When the cumulative mileage of the vehicle corresponding to the current main drive motor is greater than or equal to a set mileage threshold, the current main drive motor and the current auxiliary drive motor can be swapped to balance the losses between the two motors.

[0091] In this embodiment, the auxiliary drive motor is not necessarily always stopped and inactive. As shown by the torque distribution strategy provided in Embodiment 1, the auxiliary drive motor also bears some torque in certain situations. Therefore, the cumulative operating time of the current main drive motor and the current auxiliary drive motor are calculated separately, as are their cumulative power consumption. It is understandable that although there are inconsistencies in temperature and wear conditions between the two motors, it does not mean that a switch should be initiated immediately whenever a difference exists; frequent switching would waste power. Therefore, the system can be configured to switch motors only when the operating conditions of the two motors differ significantly.

[0092] Specifically, when comparing the cumulative operating time and cumulative power consumption of the main and auxiliary drive motors, the cumulative operating time of the current auxiliary drive motor can be multiplied by a time coefficient (greater than 1, for example, 1.5), and then the cumulative operating time of the current main drive motor can be compared with this multiplied value. Similarly, the cumulative power consumption of the current auxiliary drive motor can be multiplied by a power coefficient (greater than 1, for example, 1.5). The time coefficient and power coefficient can be the same or different, and then the cumulative power consumption of the current main drive motor can be compared with this multiplied value. In other words, the switching condition is only met when both the cumulative operating time and cumulative power consumption of the current main drive motor are significantly higher than those of the current auxiliary drive motor.

[0093] In this embodiment, by switching the main and auxiliary drive motors when the switching conditions are met, the load distribution of the two motors is balanced, which can prevent the motors from running under overload, extend the service life of the motors, and improve the reliability of the vehicle while optimizing the overall vehicle power consumption.

[0094] S240. Determine the working torque thresholds for the main drive motor and the auxiliary drive motor respectively.

[0095] The process of determining the operating torque thresholds for the main drive motor and the auxiliary drive motor has been described in the above embodiments, and will not be repeated in this embodiment.

[0096] S250. Based on the total required torque and the working torque thresholds of the main drive motor and the auxiliary drive motor, determine the allocated torque of the main drive motor and the auxiliary drive motor respectively.

[0097] This embodiment provides a detailed explanation of the specific allocation method for the total required torque.

[0098] Specifically, the S250 can include:

[0099] S251. If it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and neither has a torque safety limit, then the total required torque is allocated to the main drive motor according to the total required torque and the working required torque threshold of the main drive motor and the auxiliary drive motor, or the total required torque is evenly allocated to the main drive motor and the auxiliary drive motor.

[0100] S252. If it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and there is a torque safety limit, then based on the total required torque, the working required torque threshold of the main drive motor and the auxiliary drive motor, and the torque safety limit, the total required torque is allocated to the motor that does not have a torque safety limit, or the torque of the motor without a torque safety limit is determined as the working required torque threshold, and the other torques are allocated to the motor that has a torque safety limit.

[0101] S253. If a motor fault is found in either the main drive motor or the auxiliary drive motor, the total required torque will be allocated to the fault-free motor.

[0102] Among them, the torque safety limit refers to the maximum value set for the motor torque due to limitations such as motor temperature and battery discharge power. When the motor torque exceeds the torque safety limit, there will be safety hazards due to excessive temperature, over-discharge of the battery, etc.

[0103] In this embodiment, when neither the main drive motor nor the auxiliary drive motor is faulty and neither has a torque safety limit, if the total required torque is less than or equal to the operating torque threshold of the main drive motor, the entire total required torque is directly allocated to the main drive motor. That is, the main drive motor enters a single-motor operating mode at this time.

[0104] When both the main drive motor and the auxiliary drive motor are functioning correctly and there are no torque safety limits for either, if the total required torque exceeds the operating torque threshold of the main drive motor, the torque corresponding to the operating torque threshold of the main drive motor can be allocated to the main drive motor, and the total required torque minus the torque corresponding to the operating torque threshold of the main drive motor can be allocated to the auxiliary drive motor. Furthermore, due to... Figure 2 The defined torque demand boundaries for each motor at different speeds and with different total torque demands have simplified the working torque demand threshold of the first motor to half of the total torque demand, which corresponds to the dual-motor average distribution mode. Therefore, the average distribution of the total torque demand can be directly performed at this time.

[0105] If neither the main drive motor nor the auxiliary drive motor is faulty, and one of the main drive motors or the auxiliary drive motor has a torque safety limit, then if the total required torque is less than or equal to the operating torque threshold of the motor without a torque safety limit, the entire total required torque will be allocated to the motor without a torque safety limit. In other words, this enters a single-motor operating mode for the motor without a torque safety limit.

[0106] When neither the main drive motor nor the auxiliary drive motor is faulty, and one of the main drive motors or the auxiliary drive motor has a torque safety limit, if the total required torque is greater than the working torque threshold of the motor without a torque safety limit, then the torque of the motor without a torque safety limit is determined as the working torque threshold, and the remaining torque is allocated to the motor with a torque safety limit. In other words, this is a dual-motor operating mode.

[0107] When there is a motor failure in either the main drive motor or the auxiliary drive motor, in order to prioritize the control of the vehicle's power system, the total required torque can be directly distributed to the motor that is not faulty.

[0108] Furthermore, when a motor fault exists in either the main drive motor or the auxiliary drive motor, the fault can be indicated via the instrument panel while torque is being distributed.

[0109] The technical solution in this embodiment achieves motor torque distribution with minimal energy loss in the powertrain system, reducing overall vehicle power consumption. Simultaneously, it rationally allocates torque between the two motors to address special circumstances such as motor failure and torque safety limits, improving applicability to different driving scenarios. Through a dual-motor load balancing strategy, the main drive motor is prevented from operating under high load for extended periods, improving consistency between the two motors, extending motor lifespan, and enhancing vehicle safety and reliability.

[0110] Example 3

[0111] Figure 6 This is a schematic diagram of a torque distribution device provided in Embodiment 3 of the present invention. Figure 6 As shown, the device includes:

[0112] Total required torque determination module 310 is used to determine the total required torque of the two motors;

[0113] The working torque threshold determination module 320 is used to determine the main drive motor and the auxiliary drive motor in the dual motor, and to determine the working torque threshold of the main drive motor and the auxiliary drive motor respectively.

[0114] The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque.

[0115] The torque distribution module 330 is used to determine the distribution torque of the main drive motor and the auxiliary drive motor respectively based on the total required torque and the working required torque threshold of the main drive motor and the auxiliary drive motor.

[0116] The technical solution of this invention determines the total required torque of the dual motors, identifies a main drive motor and an auxiliary drive motor within the dual motors, and determines the operating torque thresholds for the main drive motor and auxiliary drive motor respectively based on the pre-determined standard torques of each motor under different speeds and total required torques. Finally, the total required torque is allocated to the main drive motor and auxiliary drive motor based on these operating torque thresholds. This embodiment, based on the torque allocation of the dual-motor electric drive unit, minimizes energy loss in the powertrain system and reduces overall vehicle power consumption.

[0117] Optionally, based on the above embodiments, the apparatus further includes:

[0118] The current speed and current total torque demand determination module is used to determine the current speed and current total torque demand.

[0119] The initial torque distribution module is used to distribute the torque of the first motor as a first torque and the torque of the second motor as a second torque, wherein the sum of the first torque and the second torque is the current total required torque, and both the first torque and the second torque are less than or equal to the peak torque.

[0120] The power system energy loss determination module is used to determine the first motor efficiency of the first motor, the second motor efficiency of the second motor, and the current gear efficiency, and to determine the power system energy loss based on the first motor efficiency, the second motor efficiency, and the current gear efficiency.

[0121] The torque distribution adjustment module is used to adjust the torque distribution between the first motor and the second motor. By repeating the above process, the energy loss of the power system of the first motor and the second motor under different torque distributions is obtained.

[0122] The standard torque determination module is used to determine the first torque of the first motor and the second torque of the second motor corresponding to the minimum energy loss of the power system as the standard torque of the first motor and the second motor under the current speed and the current total required torque.

[0123] The repeat execution module is used to repeatedly execute the above process to obtain the standard torques of the first and second motors under different speeds and different total required torques.

[0124] Based on the above embodiments, optionally, the power system energy loss determination module includes:

[0125] The motor efficiency determination unit is used to perform interpolation processing based on the preset speed-torque-motor efficiency data, the current speed, the first torque, and the second torque to obtain the first motor efficiency of the first motor corresponding to the current speed and the first torque, and the second motor efficiency of the second motor corresponding to the current speed and the second torque.

[0126] The current gear efficiency determination unit is used to determine the current gear efficiency based on the mechanical power of the input shaft and the mechanical power of the output shaft of the gearbox.

[0127] Based on the above embodiments, optionally, the power system energy loss determination module includes:

[0128] The motor energy loss determination unit is used to calculate the energy loss of the first motor based on the current speed, the first torque, and the first motor efficiency after correction based on the efficiency of the current gear, and to calculate the energy loss of the second motor based on the current speed, the second torque, and the second motor efficiency after correction based on the efficiency of the current gear.

[0129] The power system energy loss determination unit is used to determine the power system energy loss based on the energy loss of the first motor and the energy loss of the second motor.

[0130] Based on the above embodiments, optionally, the torque distribution module 330 includes:

[0131] The first torque distribution unit is used to, if it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and neither has a torque limitation, distribute the total required torque to the main drive motor according to the total required torque and the working required torque threshold of the main drive motor and the auxiliary drive motor, or distribute the total required torque equally to the main drive motor and the auxiliary drive motor.

[0132] The second torque distribution unit is used to, if it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and there is a torque safety limit, distribute the total required torque to the motor without a torque safety limit based on the total required torque, the working required torque threshold of the main drive motor and the auxiliary drive motor, and the torque safety limit; or, determine the torque of the motor without a torque safety limit as the working required torque threshold and distribute the other torques to the motor with a torque safety limit.

[0133] The third torque distribution unit is used to distribute the total required torque to the fault-free motor if a motor fault is determined to exist in either the main drive motor or the auxiliary drive motor.

[0134] Based on the above embodiments, optionally, the total required torque determination module 310 includes:

[0135] The total torque demand determination unit is used to determine the total torque demand of the two motors based on the current speed, throttle opening, and pedal characteristic curve.

[0136] The total demand torque update unit is used to determine the motor torque based on the drive axle output torque limit if the wheel-side torque obtained after the total demand torque conversion is greater than the drive axle output torque limit. This motor torque is then used as the total demand torque for both motors.

[0137] Based on the above embodiments, optionally, the working requirement torque threshold determination module 320 includes:

[0138] The motor switching unit is used to switch the current main drive motor and the current auxiliary drive motor if it is determined that the current main drive motor and the current auxiliary drive motor meet at least one switching condition.

[0139] The switching conditions include: the temperature of the current main drive motor is greater than or equal to the temperature threshold; the cumulative mileage of the vehicle corresponding to the current main drive motor is greater than or equal to the mileage threshold; the cumulative working time of the current main drive motor is greater than the product of the cumulative working time of the current auxiliary drive motor and the time coefficient; and the cumulative power consumption of the current main drive motor is greater than the product of the cumulative power consumption of the current auxiliary drive motor and the power coefficient.

[0140] The torque distribution device provided in the embodiments of the present invention can execute the torque distribution method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0141] Example 4

[0142] Figure 7 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0143] like Figure 7 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0144] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0145] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as torque distribution methods.

[0146] In some embodiments, the torque distribution method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or mounted on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the torque distribution method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the torque distribution method by any other suitable means (e.g., by means of firmware).

[0147] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0148] Computer programs used to implement the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to the processor of a general-purpose computer, a special-purpose computer, or other programmable torque distribution device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0149] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0150] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0151] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0152] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0153] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0154] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A torque distribution method, characterized in that, include: Determine the total required torque for both motors; In a dual-motor system, the main drive motor and the auxiliary drive motor are determined, and the operating torque thresholds for the main drive motor and the auxiliary drive motor are determined separately. The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque. Based on the total required torque and the working torque thresholds of the main drive motor and the auxiliary drive motor, the allocated torque of the main drive motor and the auxiliary drive motor is determined respectively.

2. The method according to claim 1, characterized in that, The process of determining the standard torque includes: Determine the current engine speed and the current total torque demand; The torque of the first motor is allocated as the first torque, and the torque of the second motor is allocated as the second torque. The sum of the first torque and the second torque is the current total required torque, and both the first torque and the second torque are less than or equal to the peak torque. Determine the first motor efficiency of the first motor, the second motor efficiency of the second motor, and the efficiency of the current gear, and determine the energy loss of the power system based on the first motor efficiency, the second motor efficiency, and the efficiency of the current gear; Adjust the torque distribution between the first motor and the second motor, and repeat the above process to obtain the power system energy loss of the first motor and the second motor under different torque distributions; The first torque of the first motor and the second torque of the second motor corresponding to the minimum energy loss of the power system are determined as the standard torques of the first motor and the second motor under the current speed and the current total required torque. Repeat the above process to obtain the standard torques of the first and second motors under different speeds and different total required torques.

3. The method according to claim 2, characterized in that, Determine the efficiency of the first motor of the first motor, the efficiency of the second motor of the second motor, and the efficiency of the current gear, including: Based on the pre-set speed-torque-motor efficiency data, the current speed, the first torque, and the second torque, interpolation is performed to obtain the first motor efficiency of the first motor corresponding to the current speed and the first torque, and the second motor efficiency of the second motor corresponding to the current speed and the second torque. The efficiency of the current gear is determined based on the mechanical power of the input shaft and the mechanical power of the output shaft of the gearbox.

4. The method according to claim 2, characterized in that, The energy loss of the power system is determined based on the efficiency of the first motor, the efficiency of the second motor, and the efficiency of the current gear, including: Based on the current speed, the first torque, and the first motor efficiency after correction based on the current gear efficiency, calculate the energy loss of the first motor; and based on the current speed, the second torque, and the second motor efficiency after correction based on the current gear efficiency, calculate the energy loss of the second motor. The energy loss of the power system is determined based on the energy loss of the first motor and the energy loss of the second motor.

5. The method according to claim 1, characterized in that, Based on the total torque demand and the operating torque thresholds of the main drive motor and auxiliary drive motor, the allocated torque for the main drive motor and auxiliary drive motor is determined separately, including: If it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and neither has a torque safety limit, then the total required torque is allocated to the main drive motor based on the total required torque and the working required torque threshold of the main drive motor and the auxiliary drive motor, or the total required torque is evenly allocated to the main drive motor and the auxiliary drive motor. If it is determined that neither the main drive motor nor the auxiliary drive motor is faulty and there is a torque safety limit, then based on the total required torque, the working required torque thresholds of the main drive motor and the auxiliary drive motor, and the torque safety limit, the total required torque is allocated to the motors without torque safety limits, or the torque of the motors without torque safety limits is determined as the working required torque threshold, and the other torques are allocated to the motors with torque safety limits. If a motor fault is found in either the main drive motor or the auxiliary drive motor, the total required torque will be allocated to the fault-free motor.

6. The method according to claim 1, characterized in that, Determine the total torque requirement for both motors, including: The total torque required by the two motors is determined based on the current speed, throttle opening, and pedal characteristic curve. If the wheel-side torque obtained after converting the total required torque is greater than the drive axle output torque limit, then the motor torque is determined based on the drive axle output torque limit, and used as the total required torque for both motors.

7. The method according to claim 1, characterized in that, include: In a dual-motor system, the main drive motor and auxiliary drive motor are identified, including: If it is determined that the current main drive motor and the current auxiliary drive motor meet at least one switching condition, then the current main drive motor and the current auxiliary drive motor will be switched. The switching conditions include: the temperature of the current main drive motor is greater than or equal to the temperature threshold; the cumulative mileage of the vehicle corresponding to the current main drive motor is greater than or equal to the mileage threshold; the cumulative working time of the current main drive motor is greater than the product of the cumulative working time of the current auxiliary drive motor and the time coefficient; and the cumulative power consumption of the current main drive motor is greater than the product of the cumulative power consumption of the current auxiliary drive motor and the power coefficient.

8. A torque distribution method, characterized in that, include: The total torque demand determination module is used to determine the total torque demand of the two motors; The working torque threshold determination module is used to determine the main drive motor and the auxiliary drive motor in a dual-motor system, and to determine the working torque threshold of the main drive motor and the auxiliary drive motor respectively. The working torque threshold is determined based on the standard torque of each motor under different speeds and different total torque requirements. Under the same speed and the same total torque requirement, the power system energy loss is minimized when the torque of each motor is allocated to the standard torque. The torque distribution module is used to determine the allocated torque for the main drive motor and the auxiliary drive motor respectively based on the total required torque and the working required torque thresholds of the main drive motor and the auxiliary drive motor.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the torque distribution method as described in any one of claims 1-7.

10. A storage medium for storing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform the torque distribution method as described in any one of claims 1-7.

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