Main hanging cooperative control method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a main suspension cooperative control method and device, electronic equipment and a storage medium. According to the embodiment of the invention, the torque distribution optimization of the three electric drive axles of the main train and the trailer can be carried out by taking the optimal comprehensive efficiency of the whole traction train as a target at least in a vehicle driving scene and comprehensively considering the motor efficiency, the speed change mechanism efficiency and the work of the electric drive system, so that the technical effect of minimum energy loss of the electric drive system of the traction train is achieved; energy saving of the whole vehicle is facilitated, and the driving safety of the whole vehicle is improved. Meanwhile, according to the embodiment of the invention, the braking strength is considered in the braking process, the braking energy is recovered by using the motor as many as possible on the premise of ensuring the safety, the energy recovery effect is improved, and the energy consumption of the whole vehicle is reduced.

Description

Technical Field

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

[0002] New energy tractor vehicles are gradually being demonstrated and applied in medium and long-distance scenarios. In order to further save energy and reduce the total cost of ownership (TCO), semi-trailers with auxiliary drive and braking functions have become a new choice for logistics companies. However, how tractor vehicles and semi-trailers can work together to achieve the goals of optimal power, lowest energy consumption and highest safety remains an industry challenge. Summary of the Invention

[0003] The purpose of this invention is to provide a master-trailer coordinated control method, device, electronic device and storage medium, which can at least reduce the energy consumption of the tractor during driving and improve the safety of the tractor during driving.

[0004] To solve the above-mentioned technical problems, in a first aspect, the present invention provides a master-slave collaborative control method, wherein the master-slave collaborative control method includes at least a master-slave collaborative drive control process;

[0005] The master-slave collaborative drive control process includes at least the following:

[0006] At a minimum, obtain the vehicle's current speed, wheel torque requirements, and the current gear ratio of the transmission mechanism;

[0007] The total required torque and motor speed of the three motors are calculated based at least on the current vehicle speed, the wheel end torque requirement, the current gear ratio of the transmission mechanism, and the tire rolling radius.

[0008] Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors.

[0009] Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors;

[0010] When the total required torque of the three motors is less than the current maximum available torque of the three motors, it is determined whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor.

[0011] When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by the first release point at an interval of the first preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0012] The efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based at least on the required speed of the motor, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle.

[0013] The overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the transmission mechanism of the first drive shaft of the main vehicle, the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the transmission mechanism of the trailer drive shaft. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

[0014] Optionally, for the main-mounted auxiliary drive control process, after determining whether the total required torque of the three motors is not less than the current maximum available torque of the three motors, the process further includes:

[0015] When the total required torque of the three motors is not less than the current maximum available torque of the three motors, control the three motors to output the current maximum available torque.

[0016] Optionally, for the master-trailer coordinated drive control process, after determining whether the total required torque of the master motor is not less than the current maximum available torque of a single motor when the total required torque of the three motors is less than the current maximum available torque of the three motors, the process further includes:

[0017] When the total required torque of the main vehicle motor is less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by a second release point at an interval of a second preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0018] Optionally, the overall efficiency of the vehicle electric drive system can be calculated at least in the following ways:

[0019] ;

[0020] In the above formula, E represents the overall efficiency of the vehicle's electric drive system, S represents the required speed of the motor, α represents the main vehicle drive force distribution ratio, and T... 总 T represents the total torque required by the three motors. 2轴 The torque of the motor of the first drive shaft of the main vehicle is represented by M. 2轴 M represents the efficiency of the motor of the first drive shaft of the main vehicle.3轴 B represents the efficiency of the second drive shaft motor of the main vehicle. 2轴 B represents the efficiency of the transmission mechanism of the first drive shaft of the main vehicle. 3轴 M represents the efficiency of the transmission mechanism of the second drive shaft of the main vehicle. 5轴 B represents the efficiency of the trailer drive shaft motor. 5轴 This indicates the efficiency of the trailer drive shaft transmission mechanism.

[0021] Optionally, the master-submarine cooperative control method further includes at least a master-submarine cooperative braking control process;

[0022] The master-slave coordinated braking control process includes at least the following:

[0023] At least the current vehicle speed, brake pedal opening, current vehicle resistance, total vehicle mass, main vehicle axle load, and trailer axle load of the vehicle shall be obtained or estimated.

[0024] The total braking torque requirement is determined based at least on the current vehicle speed and the brake pedal opening, and then the braking deceleration of the vehicle is calculated based on the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle.

[0025] Calculate the braking torque requirements of the main vehicle and the trailer based on the total braking torque requirement, the main vehicle axle load, and the trailer axle load.

[0026] Determine whether the braking deceleration is not greater than a preset deceleration threshold;

[0027] When the braking deceleration is not greater than the preset deceleration threshold, it is determined whether the braking torque demand of the main vehicle is not greater than the total braking capacity of the first drive shaft motor and the second drive shaft motor of the main vehicle, and whether the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor.

[0028] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the first braking strategy is executed.

[0029] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the second braking strategy is executed.

[0030] When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the third braking strategy is executed.

[0031] When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the fourth braking strategy is executed.

[0032] Optionally, for the master-tank cooperative braking control process, after determining whether the braking deceleration is not greater than a preset deceleration threshold, the process further includes:

[0033] When the braking deceleration is greater than the preset deceleration threshold, the braking torque of each shaft is allocated according to the load of each shaft, and it is determined whether the braking torque allocated to the shaft of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle.

[0034] Optionally, for the main-mounted auxiliary braking control process, after the step of allocating braking torque to each axle according to the axle load when the braking deceleration is greater than the preset deceleration threshold, and determining whether the braking torque allocated to the axle of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle, the process further includes:

[0035] When the braking torque allocated to each shaft of the electric drive axle is not greater than the braking capacity of the motor of the corresponding shaft of the electric drive axle, the fifth braking strategy is executed.

[0036] When the braking torque allocated to the shaft of each electric drive axle is greater than the braking capacity of the motor of the corresponding electric drive axle, the sixth braking strategy is executed.

[0037] Based on the same concept, in a second aspect, the present invention also provides a master-slave collaborative control device for executing the master-slave collaborative control method described in any one of the first aspects;

[0038] The main-mount cooperative control device includes at least a main-mount cooperative drive control module;

[0039] The main-mount collaborative drive control module is used for at least:

[0040] At a minimum, obtain the vehicle's current speed, wheel torque requirements, and the current gear ratio of the transmission mechanism;

[0041] The total required torque and motor speed of the three motors are calculated based at least on the current vehicle speed, the wheel end torque requirement, the current gear ratio of the transmission mechanism, and the tire rolling radius.

[0042] Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors.

[0043] Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors;

[0044] When the total required torque of the three motors is less than the current maximum available torque of the three motors, it is determined whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor.

[0045] When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by the first release point at an interval of the first preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0046] The efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based at least on the required speed of the motor, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle.

[0047] The overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the transmission mechanism of the first drive shaft of the main vehicle, the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the transmission mechanism of the trailer drive shaft. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

[0048] Based on the same concept, in a third aspect, the present invention also provides an electronic device, including a memory and a processor, the memory storing a computer program executable on the processor, wherein the processor, when executing the program, implements the steps of the master-slave cooperative control method described in any one of the first aspects.

[0049] Based on the same concept, in a fourth aspect, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the master-slave cooperative control method described in any one of the first aspects.

[0050] The technical solution provided by this invention firstly acquires at least the vehicle's current speed, wheel-end torque demand, and current transmission ratio; further, it calculates at least the total required torque and motor speed of the three motors based on the current vehicle speed, wheel-end torque demand, current transmission ratio, and tire rolling radius; further, it performs a scatter operation at set intervals on the main vehicle's drive force distribution ratio, thereby calculating the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle's drive force distribution ratio and the total required torque of the three motors; further, it determines whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; further, when the total required torque of the three motors is less than the current maximum available torque of the three motors, it determines whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor; further, when the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor, it performs a first scatter control at a first preset torque interval on the torque of the main vehicle's first drive shaft motor. Then, the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle. Further, the efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based on at least the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle. Finally, the overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required motor speed, the main vehicle drive force distribution ratio, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

[0051] Therefore, the embodiments of the present invention can, at least in the vehicle driving scenario, aim at optimizing the overall efficiency of the entire traction train (i.e., the overall efficiency of the aforementioned vehicle electric drive system), comprehensively consider the efficiency of the motor, the efficiency of the transmission mechanism, and the work done by the electric drive system to optimize the torque distribution of the three electric drive axles of the main vehicle and the trailer, thereby achieving the technical effect of minimizing the energy loss of the traction train electric drive system, which is conducive to achieving energy saving of the whole vehicle and improving the driving safety of the whole vehicle. Attached Figure Description

[0052] Figure 1 This is a flowchart of a master-slave collaborative control method provided in an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of a tractor structure for a pure electric main vehicle matched with an electric drive trailer, provided by an embodiment of the present invention;

[0054] Figure 3This is a flowchart of another master-slave collaborative control method provided in an embodiment of the present invention;

[0055] Figure 4 This is a flowchart of another master-slave collaborative control method provided in an embodiment of the present invention;

[0056] Figure 5 This is a schematic diagram of the structure of a master-slave collaborative control device provided in an embodiment of the present invention;

[0057] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0060] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0061] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0062] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0063] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0064] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0065] Figure 1 This is a flowchart of a master-trailer coordinated control method provided by an embodiment of the present invention. This embodiment is at least applicable to the tractor control scenario of a pure electric master vehicle matched with an electric-driven trailer. This master-trailer coordinated control method can be, but is not limited to, executed by the master-trailer coordinated control device in this embodiment of the present invention. This execution entity can be implemented in software and / or hardware. Figure 1 As shown, the master-slave collaborative control method includes at least a master-slave collaborative drive control process, which includes at least the following steps:

[0066] S1. At least obtain the vehicle's current speed, wheel-end torque requirements, and the current gear ratio of the transmission mechanism.

[0067] The current vehicle speed can be obtained by reading the vehicle's GPS signal or using an external speedometer; the wheel torque requirement can be obtained by interpolating the throttle characteristic table based on the accelerator pedal opening and the current vehicle speed.

[0068] S2. Calculate the total required torque and motor speed of the three motors based at least on the current vehicle speed, wheel end torque requirements, current gear ratio of the transmission mechanism, and tire rolling radius.

[0069] The total torque demand of the three motors can be calculated by dividing the wheel-end torque demand by the current speed ratio of the transmission mechanism.

[0070] For example, the required motor speed can be calculated at least in the following ways:

[0071] S = vi / 0.377r;

[0072] In the above formula, S represents the required motor speed, v represents the current vehicle speed, i represents the current speed ratio of the transmission mechanism, and r represents the tire rolling radius.

[0073] S3. Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors.

[0074] The interval can be set to various values, such as 2%, 5%, 10%, etc.

[0075] In one specific implementation, the driving force distribution ratio of the main vehicle can be scattered at 5% intervals, i.e., α=[0,5%,10%,…,100%); the total required torque of the main vehicle motor = the total required torque of the three motors * α; the total required torque of the trailer motor = the total required torque of the three motors * (1-α).

[0076] S4. Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors.

[0077] S5. When the total required torque of the three motors is less than the current maximum available torque of the three motors, determine whether the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor.

[0078] When the total torque demand of the three motors is less than the current maximum available torque of the three motors, it indicates that the current capacity of the three motors can meet the wheel-end torque demand. At this point, the next step of judgment is made.

[0079] S6. When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the first preset torque interval, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0080] in, Figure 2 This is a schematic diagram of a tractor structure for a pure electric main vehicle matched with an electric drive trailer, provided in an embodiment of the present invention. (See attached diagram.) Figure 2 The tractor may include one driven axle (i.e., the 1st axle of the tractor) and two drive axles (i.e., the 2nd and 3rd axles of the tractor), and the trailer may include two driven axles (i.e., the 4th and 6th axles of the trailer) and one drive axle (i.e., the 5th axle of the trailer).

[0081] based on Figure 2 The tractor architecture shown indicates that when the total torque demand of the main vehicle motors is greater than or equal to the current maximum available torque of a single motor, it means that the dual electric drive axles of the main vehicle (corresponding to...) Figure 2Both the 2nd and 3rd axes in the vehicle need to provide driving force. At this time, the torque of the 2nd axis motor (i.e., the torque of the first drive shaft motor of the main vehicle mentioned above) can be adjusted every 10 Nm (i.e., the first preset torque mentioned above). That is, the torque of the 2nd axis motor = [total torque required by the main vehicle motor - current maximum available torque of a single motor, total torque required by the main vehicle motor - current maximum available torque of a single motor + 10, total torque required by the main vehicle motor - current maximum available torque of a single motor + 20, ..., current maximum available torque of a single motor], and the torque of the 3rd axis motor = total torque required by the main vehicle motor - torque of the 2nd axis motor. The torque of the 3rd axis motor is the torque of the second drive shaft motor of the main vehicle mentioned above.

[0082] S7. Calculate the efficiency of the first drive shaft motor, the second drive shaft motor, the first drive shaft transmission mechanism, the second drive shaft transmission mechanism, the trailer drive shaft motor, and the trailer drive shaft transmission mechanism based at least on the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle.

[0083] Specifically, during the execution of the aforementioned step S7, the efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, and the efficiency of the second drive shaft transmission mechanism can be calculated by interpolation based on the motor's required speed, the torque of the first drive shaft motor, and the torque of the second drive shaft motor; and the efficiency of the trailer drive shaft motor and the efficiency of the trailer drive shaft transmission mechanism can be calculated by interpolation based on the motor's required speed and the total required torque of the trailer motor.

[0084] S8. Calculate the overall efficiency of the vehicle's electric drive system based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism. Then, execute motor torque distribution control based on the change in the overall efficiency of the vehicle's electric drive system.

[0085] Among them, after calculating the overall efficiency of the vehicle's electric drive system, the torque distribution corresponding to the maximum efficiency value can be taken as the target torque for the 2-axis, 3-axis and 5-axis motors.

[0086] In another specific implementation, the overall efficiency of the vehicle's electric drive system can optionally be calculated at least in the following ways:

[0087] ;

[0088] In the above formula, E represents the overall efficiency of the vehicle's electric drive system, S represents the required motor speed, α represents the main vehicle drive force distribution ratio, and T... 总 T represents the total torque demand of the three motors.2轴 Indicates the torque of the motor on the first drive shaft of the main vehicle, M 2轴 This indicates the efficiency of the main vehicle's first drive shaft motor (obtainable through MAP interpolation of the current two-axis motor speeds and torques), M 3轴 This indicates the efficiency of the second drive shaft motor of the main vehicle (which can be obtained by MAP interpolation of the motor efficiency using the current speed and torque of the three-axis motors), B 2轴 This indicates the efficiency of the main vehicle's first drive axle transmission mechanism [which can be obtained by MAP interpolation of the efficiency of each gear of the transmission mechanism using the current gear position of the 2-axis transmission mechanism, the input speed (i.e., the speed of the 2-axis motor), and the input torque (i.e., the torque of the 2-axis motor)]. B 3轴 This indicates the efficiency of the main vehicle's second drive shaft transmission mechanism [obtained through MAP interpolation of the efficiency of each gear of the transmission mechanism using the current 3-axis transmission gear, input speed (i.e., 3-axis motor speed), and input torque (i.e., 3-axis motor torque)]. M 5轴 This indicates the efficiency of the trailer drive axle motor (obtainable through MAP interpolation of the current 5-axis motor speed and torque), B 5轴 The efficiency of the trailer drive shaft transmission mechanism can be obtained by MAP interpolation of the efficiency of each gear of the transmission mechanism based on the current 5-axis transmission gear, input speed (i.e., 5-axis motor speed), and input torque (i.e., 5-axis motor torque).

[0089] The technical solution provided in this embodiment firstly acquires at least the vehicle's current speed, wheel-end torque demand, and current gear ratio of the transmission mechanism; further, it calculates at least the total required torque and motor speed of the three motors based on the current vehicle speed, wheel-end torque demand, current gear ratio of the transmission mechanism, and tire rolling radius; further, it performs a scatter operation at a set interval on the main vehicle's drive force distribution ratio, thereby calculating at least the total required torque of the main vehicle motor and the total required torque of the trailer motor based on the main vehicle's drive force distribution ratio and the total required torque of the three motors; further, it determines whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; further, when the total required torque of the three motors is less than the current maximum available torque of the three motors, it determines whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor; further, when the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor, it performs a first scatter control at a first preset torque interval on the torque of the main vehicle's first drive shaft motor, and then... The torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle. Further, the efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based on at least the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle. Finally, the overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required motor speed, the main vehicle drive force distribution ratio, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism. Motor torque distribution control is then executed based on the changes in the overall efficiency of the vehicle's electric drive system.

[0090] Therefore, this embodiment can at least achieve the optimal overall efficiency of the entire traction train (i.e., the overall efficiency of the aforementioned vehicle electric drive system) in the vehicle driving scenario. It comprehensively considers the efficiency of the motor, the efficiency of the transmission mechanism, and the work done by the electric drive system to optimize the torque distribution of the three electric drive axles of the main vehicle and the trailer, thereby achieving the technical effect of minimizing the energy loss of the traction train electric drive system. This is conducive to achieving energy saving of the whole vehicle and improving the driving safety of the whole vehicle.

[0091] It should be noted that, in another specific implementation, optionally, for the master-slave collaborative drive control process, after the aforementioned step S4, the following is also included:

[0092] When the total required torque of the three motors is not less than the current maximum available torque of the three motors, control the three motors to output the current maximum available torque.

[0093] In another specific implementation, optionally, for the master-slave collaborative drive control process, after the aforementioned step S5, it further includes:

[0094] When the total required torque of the main vehicle motor is less than the current maximum available torque of a single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the second set point with an interval of the second preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0095] Based on this Figure 3 This is a flowchart of another master-slave collaborative control method provided in an embodiment of the present invention, such as... Figure 3 As shown, the master-slave collaborative control method includes at least a master-slave collaborative drive control process, which includes at least the following steps:

[0096] S1. At least obtain the vehicle's current speed, wheel-end torque requirements, and the current gear ratio of the transmission mechanism.

[0097] S2. Calculate the total required torque and motor speed of the three motors based at least on the current vehicle speed, wheel end torque requirements, current gear ratio of the transmission mechanism, and tire rolling radius.

[0098] S3. Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors.

[0099] S4. Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors.

[0100] S9. When the total required torque of the three motors is not less than the current maximum available torque of the three motors, control the three motors to output the current maximum available torque.

[0101] When the total torque demand of the three motors is greater than or equal to the current maximum available torque of the three motors, it means that the current torque demand exceeds the maximum capacity of the motors. At this time, all three motors will output the current maximum available torque.

[0102] S5. When the total required torque of the three motors is less than the current maximum available torque of the three motors, determine whether the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor.

[0103] S10. When the total required torque of the main vehicle motor is less than the current maximum available torque of a single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the second set point with an interval of the second preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0104] When the total required torque of the main vehicle motor is less than the current maximum available torque of a single motor, it indicates that a single electric drive axle is in operation. In this case, the torque of the 2-axis motor can be incremented every 10 Nm (i.e., the aforementioned second preset torque; of course, in other embodiments, the second preset torque may not be equal to the aforementioned first preset torque), i.e., the torque of the 2-axis motor = [0, 10, 20, 30, ..., the total required torque of the main vehicle motor], and the torque of the 3-axis motor = the total required torque of the main vehicle motor - the torque of the 2-axis motor.

[0105] S6. When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the first preset torque interval, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0106] S7. Calculate the efficiency of the first drive shaft motor, the second drive shaft motor, the first drive shaft transmission mechanism, the second drive shaft transmission mechanism, the trailer drive shaft motor, and the trailer drive shaft transmission mechanism based at least on the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle.

[0107] S8. Calculate the overall efficiency of the vehicle's electric drive system based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism. Then, execute motor torque distribution control based on the change in the overall efficiency of the vehicle's electric drive system.

[0108] In summary, this embodiment can optimize the overall efficiency of the traction train (i.e., the overall efficiency of the aforementioned vehicle electric drive system) in vehicle driving scenarios by comprehensively considering the efficiency of the motor, the efficiency of the transmission mechanism, and the work done by the electric drive system to optimize the torque distribution of the three electric drive axles of the main vehicle and the trailer. This achieves the technical effect of minimizing the energy loss of the traction train electric drive system, which is conducive to achieving energy saving of the whole vehicle and improving the driving safety of the whole vehicle.

[0109] It should also be noted that, in another specific implementation, the master-slave cooperative control method may optionally include at least a master-slave cooperative braking control process;

[0110] The main-submarine coordinated braking control process includes at least the following:

[0111] At least obtain or estimate the vehicle's current speed, brake pedal opening, current vehicle resistance, total vehicle mass, main vehicle axle load, and trailer axle load;

[0112] The total braking torque requirement is determined based on the current vehicle speed and brake pedal opening, and then the vehicle's braking deceleration is calculated based on the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle.

[0113] Calculate the braking torque requirements of the main vehicle and the trailer based on the total braking torque requirement, the axle load of the main vehicle and the axle load of the trailer.

[0114] Determine whether the braking deceleration is not greater than a preset deceleration threshold;

[0115] When the braking deceleration is not greater than the preset deceleration threshold, determine whether the braking torque demand of the main vehicle is not greater than the total braking capacity of the first drive shaft motor and the second drive shaft motor of the main vehicle, and determine whether the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor.

[0116] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the first braking strategy is executed.

[0117] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the second braking strategy is executed.

[0118] When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the third braking strategy is executed.

[0119] When the braking torque demand of the main vehicle exceeds the total braking capacity, and the braking torque demand of the trailer exceeds the braking capacity of the trailer drive shaft motor, the fourth braking strategy is executed.

[0120] In another specific implementation, optionally, for the master-slave cooperative braking control process, after determining whether the braking deceleration is not greater than a preset deceleration threshold, the process further includes:

[0121] When the braking deceleration is greater than the preset deceleration threshold, the braking torque of each shaft is allocated according to the load of each shaft, and it is determined whether the braking torque allocated to the shaft of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle.

[0122] In another specific implementation, optionally, for the main-mounted auxiliary braking control process, after allocating braking torque to each axle according to the axle load when the braking deceleration is greater than a preset deceleration threshold, and determining whether the braking torque allocated to the axle of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle, the process further includes:

[0123] When the braking torque allocated to each shaft of the electric drive axle is not greater than the braking capacity of the motor of the corresponding shaft of the electric drive axle, the fifth braking strategy is executed.

[0124] When the braking torque allocated to the shaft of each electric drive axle is greater than the braking capacity of the motor of the corresponding electric drive axle, the sixth braking strategy is executed.

[0125] Based on this Figure 4 This is a flowchart of another master-slave collaborative control method provided by an embodiment of the present invention, such as... Figure 4 As shown, the master-submarine cooperative control method includes at least a master-submarine cooperative braking control process, which includes at least the following steps:

[0126] S11. At least obtain or estimate the vehicle's current speed, brake pedal opening, current vehicle resistance, total vehicle mass, main vehicle axle load, and trailer axle load.

[0127] The brake pedal opening can be obtained by reading the vehicle's CAN signal.

[0128] S12. Determine the total braking torque requirement based at least on the current vehicle speed and brake pedal opening, and then calculate the vehicle's braking deceleration based on the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle.

[0129] The total braking torque requirement can be obtained by interpolating the braking characteristic table based on the brake pedal opening and the current vehicle speed; the braking deceleration can be calculated by the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle.

[0130] S13. Calculate the braking torque requirements of the main vehicle and the trailer based on the total braking torque requirement, the axle load of the main vehicle, and the axle load of the trailer.

[0131] Assuming the main vehicle axle load is 25t and the trailer axle load is 24t, then the main vehicle braking torque = 25 / 49 * total braking torque requirement, and the trailer braking torque = 24 / 49 * total braking torque requirement.

[0132] S14. Determine whether the braking deceleration is not greater than the preset deceleration threshold.

[0133] The preset deceleration threshold can be configured according to the actual adaptability of the vehicle, and this embodiment of the invention does not limit it. In another specific embodiment, the preset deceleration threshold can be 0.1g.

[0134] S20. When the braking deceleration is greater than the preset deceleration threshold, the braking torque of each shaft is allocated according to the load of each shaft, and it is determined whether the braking torque allocated to the shaft of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle.

[0135] S21. When the braking torque allocated to the shaft of each electric drive axle is not greater than the braking capacity of the motor of the corresponding electric drive axle, the fifth braking strategy is executed.

[0136] S22. When the braking torque allocated to the shaft of each electric drive axle is greater than the braking capacity of the motor of the corresponding electric drive axle, the sixth braking strategy is executed.

[0137] Specifically, steps S20 to S22 can be described as follows:

[0138] When the braking deceleration is greater than 0.1g, the vehicle is considered to be in a high braking intensity scenario, and braking stability should be given priority. At this time, the braking torque of each axle can be distributed according to the axle load. For example, the axle load of the main vehicle is: 7t for axle 1, 9t for axle 2, and 9t for axle 3; the axle load of the trailer is: 8t for axle 4, 8t for axle 5, and 8t for axle 6. Under high braking intensity, the braking torque of axle 2 is 9 / 49 * the total braking torque requirement, and so on.

[0139] Furthermore, when the braking deceleration is greater than 0.1g, it is determined that the force distributed to the shaft where the electric drive axle is located (i.e., Figure 2 Whether the braking torque of shafts 2, 3, and 5 is less than or equal to the electric braking capacity of the electric drive bridge of that shaft.

[0140] Furthermore, when the braking deceleration is greater than 0.1g, and the braking torque allocated to any axle of the electric drive axle is less than or equal to the electric braking capacity of that axle, the axle of the electric drive axle can be purely electric braked. That is, the air braking torque of axle 1 is 7 / 49 * total braking torque requirement; the electric braking torque of axle 2 is 9 / 49 * total braking torque requirement; the air braking torque of axle 2 is 0; the electric braking torque of axle 3 is 9 / 49 * total braking torque requirement; the air braking torque of axle 3 is 0; the air braking torque of axle 4 is 8 / 49 * total braking torque requirement; the electric braking torque of axle 5 is 8 / 49 * total braking torque requirement; the air braking torque of axle 5 is 0; and the air braking torque of axle 6 is 8 / 49 * total braking torque requirement.

[0141] Furthermore, when the braking deceleration is greater than 0.1g, but the braking torque allocated to any axle of the electric drive axle is greater than the electric braking capacity of that axle, the axle of the electric drive axle outputs the maximum electric braking torque, and the remaining axles are supplemented by air braking. That is, the air braking torque of axle 1 = 7 / 49 * total braking torque requirement; the electric braking torque of axle 2 = the maximum electric braking torque of axle 2; the air braking torque of axle 2 = 9 / 49 * total braking torque requirement - the maximum electric braking torque of axle 2; the electric braking torque of axle 3 = the maximum electric braking torque of axle 3; the air braking torque of axle 3 = 9 / 49 * total braking torque requirement - the maximum electric braking torque of axle 3; the air braking torque of axle 4 = 8 / 49 * total braking torque requirement; the electric braking torque of axle 5 = the maximum electric braking torque of axle 5; the air braking torque of axle 5 = 8 / 49 * total braking torque requirement - the maximum electric braking torque of axle 5; the air braking torque of axle 6 = 8 / 49 * total braking torque requirement.

[0142] S15. When the braking deceleration is not greater than the preset deceleration threshold, determine whether the braking torque demand of the main vehicle is not greater than the total braking capacity of the first drive shaft motor and the second drive shaft motor of the main vehicle, and determine whether the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor.

[0143] S16. When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the first braking strategy shall be executed.

[0144] S17. When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the second braking strategy shall be executed.

[0145] S18. When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the third braking strategy shall be executed.

[0146] S19. When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the fourth braking strategy shall be executed.

[0147] Specifically, steps S15 to S19 can be described as follows:

[0148] When the braking deceleration is less than or equal to 0.1g, the vehicle can be considered to be in a low braking intensity scenario. Further, it can be determined whether the braking torque requirement of the main vehicle is less than or equal to the total braking capacity of the 2-axle plus 3-axle motors (i.e. the total braking capacity of the aforementioned first drive axle motor and second drive axle motor of the main vehicle).

[0149] Furthermore, when the braking deceleration is less than or equal to 0.1g, and the braking torque requirement of the main vehicle is less than or equal to the total motor braking capacity of the 2 axles and 3 axles, it means that the main vehicle can use only motor braking, that is, the air braking torque of the 1 axle is 0; the electric braking torque of the 2 axle is equal to the braking torque requirement of the main vehicle / 2; the air braking torque of the 2 axle is 0; the electric braking torque of the 3 axle is equal to the braking torque requirement of the main vehicle / 2; and the air braking torque of the 3 axle is 0.

[0150] Furthermore, when the braking deceleration is less than or equal to 0.1g, but the braking torque requirement of the main vehicle is greater than the total electric braking capacity of the 2 axles plus the 3 axles, the electric braking capacity of the main vehicle should be maximized, with the remaining 1 axle using air braking as a supplement. That is, the air braking torque of the 1 axle = the braking torque requirement of the main vehicle - the total electric braking torque of the 2 axles plus the 3 axles; the electric braking torque of the 2 axles = the maximum electric braking torque of the 2 axles; the air braking torque of the 2 axles = 0; the electric braking torque of the 3 axles = the maximum electric braking torque of the 3 axles; the air braking torque of the 3 axles = 0.

[0151] Furthermore, when the braking deceleration is less than or equal to 0.1g, it is simultaneously determined whether the trailer braking torque requirement is less than or equal to the braking capacity of the 5-axle motor (i.e., the aforementioned trailer drive axle motor braking capacity).

[0152] Furthermore, when the braking deceleration is less than or equal to 0.1g, and the trailer braking torque requirement is less than or equal to the braking capacity of the 5-axle motor, it means that the trailer can use only motor braking, that is, 4-axle air braking torque = 0; 5-axle electric braking torque = trailer braking torque requirement; 5-axle air braking torque = 0; 6-axle air braking torque = 0.

[0153] Furthermore, when the braking deceleration is less than or equal to 0.1g, but the trailer braking torque requirement is greater than the braking capacity of the 5-axle motor, the trailer's electric braking capacity should be maximized, with the remaining 4-axle and 6-axle air brakes supplementing it. That is, the 4-axle air brake torque = (trailer braking torque requirement - 5-axle maximum electric braking torque) / 2; the 5-axle electric braking torque = 5-axle maximum electric braking torque; the 5-axle air brake torque = 0; the 6-axle air brake torque = (trailer braking torque requirement - 5-axle maximum electric braking torque) / 2.

[0154] Therefore, in this embodiment, under the tractor braking scenario, priority is given to the braking stability of the main vehicle and trailer, and the braking torque of the main vehicle and trailer is distributed according to the axle load. The distribution of electric braking and mechanical braking takes into account braking intensity, and electric braking is used more often under the premise of ensuring safety, thereby improving the efficiency of braking energy recovery and achieving energy saving of the whole vehicle.

[0155] In other words, in this embodiment, the braking torque of the tractor and trailer is distributed according to axle load to consider the braking stability of the tractor and trailer in braking scenarios. The distribution of electric braking and mechanical braking takes into account braking intensity. Under the premise of ensuring safety, electric braking is used more often. That is, under low braking intensity (braking deceleration ≤ 0.1g), the tractor prioritizes the use of motor braking on axles 2 and 3, and the part exceeding the motor capacity is supplemented by air braking on axle 1; the trailer prioritizes the use of motor braking on axle 5, and the part exceeding the motor capacity is supplemented by air braking on axles 4 and 6. Under high braking intensity (braking deceleration > 0.1g), the braking torque distributed to the tractor and trailer is prioritized according to each axle load (prioritizing safety). The braking torque distributed to the axle where the electric drive axle is located prioritizes electric braking, and the part exceeding the motor capacity is supplemented by air braking.

[0156] In summary, the embodiments of the present invention can minimize energy loss of the electric drive system of the traction train during the driving process, thereby achieving energy saving of the whole vehicle; and can also consider braking intensity during the braking process, using the motor to recover braking energy as much as possible while ensuring safety, thereby improving the energy recovery effect and reducing the energy consumption of the whole vehicle.

[0157] It should also be noted that the following are some optimization options:

[0158] 1. Currently, the braking torque distribution between the tractor and trailer is based on axle load to ensure stability. This can be changed to obtaining the safest and most stable torque distribution method between the tractor and trailer under various scenarios through vehicle dynamics simulation.

[0159] 2. The current definition of the master-trailer coordinated drive and braking control method mainly considers energy saving effect. The master-trailer coordinated control method can be modified by adding the dimension of driver's subjective experience.

[0160] Figure 5 This is a schematic diagram of a master-trailer coordinated control device provided in an embodiment of the present invention. This embodiment is at least applicable to the tractor control scenario of a pure electric master vehicle matched with an electric-driven trailer. The master-trailer coordinated control device can be implemented using software and / or hardware. Figure 5 As shown, the main-mount cooperative control device includes at least a main-mount cooperative drive control module 110;

[0161] The main-mounted collaborative drive control module 110 is used for at least:

[0162] At a minimum, obtain the vehicle's current speed, wheel torque requirements, and the current gear ratio of the transmission mechanism;

[0163] The total required torque and motor speed of the three motors should be calculated based at least on the current vehicle speed, wheel-end torque requirements, current gear ratio of the transmission mechanism, and tire rolling radius.

[0164] Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors.

[0165] Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors;

[0166] When the total required torque of the three motors is less than the current maximum available torque of the three motors, determine whether the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor.

[0167] When the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor, the first release point control of the torque of the first drive shaft motor of the main vehicle is performed at an interval of the first preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0168] At least the following parameters should be considered: the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle. Calculate the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism.

[0169] The overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required speed of the motors, the distribution ratio of the driving force of the main vehicle, the torque of the motor of the first drive shaft of the main vehicle, the efficiency of the motor of the first drive shaft of the main vehicle, the efficiency of the motor of the second drive shaft of the main vehicle, the efficiency of the transmission mechanism of the first drive shaft of the main vehicle, the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, the efficiency of the motor of the trailer drive shaft, and the efficiency of the transmission mechanism of the trailer drive shaft. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

[0170] Optionally, the main-mounted cooperative drive control module 110 is also used for at least:

[0171] When the total required torque of the three motors is not less than the current maximum available torque of the three motors, control the three motors to output the current maximum available torque.

[0172] Optionally, the main-mounted cooperative drive control module 110 is also used for at least:

[0173] When the total required torque of the main vehicle motor is less than the current maximum available torque of a single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the second set point with an interval of the second preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

[0174] Optionally, the overall efficiency of the vehicle's electric drive system can be calculated at least in the following ways:

[0175] ;

[0176] In the above formula, E represents the overall efficiency of the vehicle's electric drive system, S represents the required motor speed, α represents the main vehicle drive force distribution ratio, and T... 总 T represents the total torque demand of the three motors. 2轴 Indicates the torque of the motor on the first drive shaft of the main vehicle, M 2轴 Indicates the efficiency of the motor of the first drive shaft of the main vehicle, M 3轴 B represents the efficiency of the motor of the second drive shaft of the main vehicle. 2轴 B represents the efficiency of the transmission mechanism of the first drive shaft of the main vehicle. 3轴 Indicates the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, M 5轴 B represents the efficiency of the trailer drive shaft motor. 5轴 This indicates the efficiency of the trailer drive shaft transmission mechanism.

[0177] Optionally, the main-trailer cooperative control device may further include at least a main-trailer cooperative braking control module 120;

[0178] The main-mounted auxiliary braking control module 120 is used for at least:

[0179] At least obtain or estimate the vehicle's current speed, brake pedal opening, current vehicle resistance, total vehicle mass, main vehicle axle load, and trailer axle load;

[0180] The total braking torque requirement is determined based on the current vehicle speed and brake pedal opening, and then the vehicle's braking deceleration is calculated based on the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle.

[0181] Calculate the braking torque requirements of the main vehicle and the trailer based on the total braking torque requirement, the axle load of the main vehicle and the axle load of the trailer.

[0182] Determine whether the braking deceleration is not greater than a preset deceleration threshold;

[0183] When the braking deceleration is not greater than the preset deceleration threshold, determine whether the braking torque demand of the main vehicle is not greater than the total braking capacity of the first drive shaft motor and the second drive shaft motor of the main vehicle, and determine whether the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor.

[0184] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the first braking strategy is executed.

[0185] When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the second braking strategy is executed.

[0186] When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the third braking strategy is executed.

[0187] When the braking torque demand of the main vehicle exceeds the total braking capacity, and the braking torque demand of the trailer exceeds the braking capacity of the trailer drive shaft motor, the fourth braking strategy is executed.

[0188] Optionally, the main-trailer coordinated braking control module 120 is also used for at least:

[0189] When the braking deceleration is greater than the preset deceleration threshold, the braking torque of each shaft is allocated according to the load of each shaft, and it is determined whether the braking torque allocated to the shaft of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle.

[0190] Optionally, the main-trailer coordinated braking control module 120 is also used for at least:

[0191] When the braking torque allocated to each shaft of the electric drive axle is not greater than the braking capacity of the motor of the corresponding shaft of the electric drive axle, the fifth braking strategy is executed.

[0192] When the braking torque allocated to the shaft of each electric drive axle is greater than the braking capacity of the motor of the corresponding electric drive axle, the sixth braking strategy is executed.

[0193] The technical solution provided in this embodiment firstly obtains at least the vehicle's current speed, wheel-end torque demand, and current gear ratio of the transmission mechanism through the main-trailer coordinated drive control module; further, the main-trailer coordinated drive control module calculates the total required torque and motor speed of the three motors based at least on the current vehicle speed, wheel-end torque demand, current gear ratio of the transmission mechanism, and tire rolling radius; further, the main-trailer coordinated drive control module performs a scatter operation at set intervals on the main vehicle's drive force distribution ratio, thereby calculating the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle's drive force distribution ratio and the total required torque of the three motors; further, the main-trailer coordinated drive control module determines whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; further, when the total required torque of the three motors is less than the current maximum available torque of the three motors, the main-trailer coordinated drive control module determines whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor; further, when the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor, the main-trailer coordinated drive control module adjusts the first drive of the main vehicle... The torque of the axle motor is controlled at the first preset torque interval, and then the torque of the second drive axle motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive axle motor of the main vehicle. Further, the main-trailer coordinated drive control module calculates the efficiency of the first drive axle motor, the efficiency of the second drive axle motor, the efficiency of the first drive axle transmission mechanism, the efficiency of the second drive axle transmission mechanism, the efficiency of the trailer drive axle motor, and the efficiency of the trailer drive axle transmission mechanism, based at least on the required motor speed, the total required torque of the trailer motor, the torque of the first drive axle motor of the main vehicle, and the torque of the second drive axle motor of the main vehicle. Finally, the main-trailer coordinated drive control module calculates the overall efficiency of the vehicle's electric drive system based at least on the total required torque of the three motors, the required motor speed, the main vehicle drive force distribution ratio, the torque of the first drive axle motor, the efficiency of the first drive axle motor, the efficiency of the second drive axle motor, the efficiency of the first drive axle transmission mechanism, the efficiency of the second drive axle transmission mechanism, the efficiency of the trailer drive axle motor, and the efficiency of the trailer drive axle transmission mechanism, and then executes motor torque distribution control based on the change in the overall efficiency of the vehicle's electric drive system.

[0194] Therefore, this embodiment can at least achieve the optimal overall efficiency of the entire traction train (i.e., the overall efficiency of the aforementioned vehicle electric drive system) in the vehicle driving scenario. It comprehensively considers the efficiency of the motor, the efficiency of the transmission mechanism, and the work done by the electric drive system to optimize the torque distribution of the three electric drive axles of the main vehicle and the trailer, thereby achieving the technical effect of minimizing the energy loss of the traction train electric drive system. This is conducive to achieving energy saving of the whole vehicle and improving the driving safety of the whole vehicle.

[0195] This embodiment provides an electronic device. Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 6 The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above master-slave cooperative control methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not shown). The memory 1002 stores a computer program executable by the processor. When the electronic device 1000 is running, the processor 1001 executes the computer program to execute the master-trailer cooperative control method in any optional implementation of the above embodiments, so as to achieve at least the following functions: at least obtain the current vehicle speed, wheel-end torque demand, and current gear ratio of the transmission mechanism; at least calculate the total required torque and motor speed of the three motors based on the current vehicle speed, wheel-end torque demand, current gear ratio of the transmission mechanism, and tire rolling radius; perform a scatter operation at set intervals on the master vehicle driving force distribution ratio, and then calculate the total required torque of the master vehicle motor and the total required torque of the trailer motor based at least on the master vehicle driving force distribution ratio and the total required torque of the three motors; determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; when the total required torque of the three motors is less than the current maximum available torque of the three motors, determine whether the total required torque of the master vehicle motor is not less than the current maximum available torque of a single motor; When the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor, the torque of the first drive shaft motor of the main vehicle is controlled at the first preset torque interval. Then, the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle. At least based on the motor required speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle and the torque of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism of the main vehicle, the efficiency of the trailer drive shaft motor and the efficiency of the trailer drive shaft transmission mechanism. At least based on the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism of the main vehicle, the efficiency of the trailer drive shaft motor and the efficiency of the trailer drive shaft transmission mechanism, the overall efficiency of the vehicle electric drive system is calculated, and then the motor torque distribution control is executed based on the change in the overall efficiency of the vehicle electric drive system.

[0196] This embodiment provides a computer-readable storage medium storing a computer program. When executed by a processor, the program implements the master-trailer cooperative control method provided in all embodiments of this application: at least obtaining the vehicle's current speed, wheel-end torque demand, and current gear ratio of the transmission mechanism; at least calculating the total required torque and motor speed of the three motors based on the current speed, wheel-end torque demand, current gear ratio of the transmission mechanism, and tire rolling radius; performing a scatter operation at set intervals on the master vehicle's drive force distribution ratio, thereby calculating the total required torque of the master vehicle motor and the total required torque of the trailer motor based at least on the master vehicle's drive force distribution ratio and the total required torque of the three motors; determining whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; when the total required torque of the three motors is less than the current maximum available torque of the three motors, determining whether the total required torque of the master vehicle motor is not less than the current maximum available torque of a single motor; when the total required torque of the master vehicle motor is not less than the current maximum available torque of a single motor, performing an interval operation on the torque of the master vehicle's first drive shaft motor. The system controls the first release point at a first preset torque interval, and then determines the torque of the second drive shaft motor of the main vehicle based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle; it calculates the efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism based at least on the required motor speed, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle; it calculates the overall efficiency of the vehicle's electric drive system based at least on the total required torque of the three motors, the required motor speed, the main vehicle drive force distribution ratio, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the first drive shaft transmission mechanism of the main vehicle, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism, and then executes motor torque distribution control based on the change in the overall efficiency of the vehicle's electric drive system.

[0197] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0198] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0199] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0200] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0201] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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 or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A master-slave collaborative control method, characterized in that, The master-slave collaborative control method includes at least a master-slave collaborative drive control process; The master-slave collaborative drive control process includes at least the following: At a minimum, obtain the vehicle's current speed, wheel torque requirements, and the current gear ratio of the transmission mechanism; The total required torque and motor speed of the three motors are calculated based at least on the current vehicle speed, the wheel end torque requirement, the current gear ratio of the transmission mechanism, and the tire rolling radius. Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors. Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; When the total required torque of the three motors is less than the current maximum available torque of the three motors, it is determined whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor. When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by the first release point at an interval of the first preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle. The efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based at least on the required speed of the motor, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle. The overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the transmission mechanism of the first drive shaft of the main vehicle, the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the transmission mechanism of the trailer drive shaft. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

2. The master-slave collaborative control method according to claim 1, characterized in that, For the aforementioned main-mounted auxiliary drive control process, after determining whether the total required torque of the three motors is not less than the current maximum available torque of the three motors, the process further includes: When the total required torque of the three motors is not less than the current maximum available torque of the three motors, control the three motors to output the current maximum available torque.

3. The master-slave collaborative control method according to claim 1, characterized in that, For the aforementioned master-slave cooperative drive control process, after determining whether the total required torque of the master motor is not less than the current maximum available torque of a single motor when the total required torque of the three motors is less than the current maximum available torque of the three motors, the process further includes: When the total required torque of the main vehicle motor is less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by a second release point at an interval of a second preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle.

4. The master-slave collaborative control method according to claim 1, characterized in that, The overall efficiency of the vehicle's electric drive system can be calculated at least in the following ways: ； In the above formula, E represents the overall efficiency of the vehicle's electric drive system, S represents the required speed of the motor, α represents the main vehicle drive force distribution ratio, and T... 总 T represents the total torque required by the three motors. 2轴 The torque of the motor of the first drive shaft of the main vehicle is represented by M. 2轴 M represents the efficiency of the motor of the first drive shaft of the main vehicle. 3轴 B represents the efficiency of the second drive shaft motor of the main vehicle. 2轴 B represents the efficiency of the transmission mechanism of the first drive shaft of the main vehicle. 3轴 M represents the efficiency of the transmission mechanism of the second drive shaft of the main vehicle. 5轴 B represents the efficiency of the trailer drive shaft motor. 5轴 This indicates the efficiency of the trailer drive shaft transmission mechanism.

5. The master-slave collaborative control method according to claim 1, characterized in that, The master-submarine cooperative control method also includes at least a master-submarine cooperative braking control process; The master-slave coordinated braking control process includes at least the following: At least the current vehicle speed, brake pedal opening, current vehicle resistance, total vehicle mass, main vehicle axle load, and trailer axle load of the vehicle shall be obtained or estimated. The total braking torque requirement is determined based at least on the current vehicle speed and the brake pedal opening, and then the braking deceleration of the vehicle is calculated based on the total braking torque requirement, the current driving resistance of the vehicle, and the total mass of the vehicle. Calculate the braking torque requirements of the main vehicle and the trailer based on the total braking torque requirement, the main vehicle axle load, and the trailer axle load. Determine whether the braking deceleration is not greater than a preset deceleration threshold; When the braking deceleration is not greater than the preset deceleration threshold, it is determined whether the braking torque demand of the main vehicle is not greater than the total braking capacity of the first drive shaft motor and the second drive shaft motor of the main vehicle, and whether the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor. When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the first braking strategy is executed. When the braking torque demand of the main vehicle is not greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the second braking strategy is executed. When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is not greater than the braking capacity of the trailer drive shaft motor, the third braking strategy is executed. When the braking torque demand of the main vehicle is greater than the total braking capacity, and the braking torque demand of the trailer is greater than the braking capacity of the trailer drive shaft motor, the fourth braking strategy is executed.

6. The master-slave collaborative control method according to claim 5, characterized in that, For the aforementioned master-slave cooperative braking control process, after determining whether the braking deceleration is not greater than a preset deceleration threshold, the process further includes: When the braking deceleration is greater than the preset deceleration threshold, the braking torque of each shaft is allocated according to the load of each shaft, and it is determined whether the braking torque allocated to the shaft of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle.

7. The master-slave collaborative control method according to claim 6, characterized in that, For the aforementioned main-mounted auxiliary braking control process, after the step of allocating braking torque to each axle according to the axle load when the braking deceleration is greater than the preset deceleration threshold, and determining whether the braking torque allocated to the axle of each electric drive axle is not greater than the motor braking capacity of the corresponding electric drive axle, the process further includes: When the braking torque allocated to each shaft of the electric drive axle is not greater than the braking capacity of the motor of the corresponding shaft of the electric drive axle, the fifth braking strategy is executed. When the braking torque allocated to the shaft of each electric drive axle is greater than the braking capacity of the motor of the corresponding electric drive axle, the sixth braking strategy is executed.

8. A master-slave cooperative control device, characterized in that, Used to execute the master-slave collaborative control method according to any one of claims 1-7; The main-mount cooperative control device includes at least a main-mount cooperative drive control module; The main-mount collaborative drive control module is used for at least: At a minimum, obtain the vehicle's current speed, wheel torque requirements, and the current gear ratio of the transmission mechanism; The total required torque and motor speed of the three motors are calculated based at least on the current vehicle speed, the wheel end torque requirement, the current gear ratio of the transmission mechanism, and the tire rolling radius. Perform a scatter operation at set intervals on the main vehicle drive force distribution ratio, and then calculate the total required torque of the main vehicle motor and the total required torque of the trailer motor based at least on the main vehicle drive force distribution ratio and the total required torque of the three motors. Determine whether the total required torque of the three motors is not less than the current maximum available torque of the three motors; When the total required torque of the three motors is less than the current maximum available torque of the three motors, it is determined whether the total required torque of the main vehicle motor is not less than the current maximum available torque of a single motor. When the total required torque of the main vehicle motor is not less than the current maximum available torque of the single motor, the torque of the first drive shaft motor of the main vehicle is controlled by the first release point at an interval of the first preset torque, and then the torque of the second drive shaft motor of the main vehicle is determined based on the total required torque of the main vehicle motor and the torque of the first drive shaft motor of the main vehicle. The efficiency of the first drive shaft motor, the efficiency of the second drive shaft motor, the efficiency of the first drive shaft transmission mechanism, the efficiency of the second drive shaft transmission mechanism, the efficiency of the trailer drive shaft motor, and the efficiency of the trailer drive shaft transmission mechanism are calculated based at least on the required speed of the motor, the total required torque of the trailer motor, the torque of the first drive shaft motor of the main vehicle, and the torque of the second drive shaft motor of the main vehicle. The overall efficiency of the vehicle's electric drive system is calculated based on at least the total required torque of the three motors, the required speed of the motors, the driving force distribution ratio of the main vehicle, the torque of the first drive shaft motor of the main vehicle, the efficiency of the first drive shaft motor of the main vehicle, the efficiency of the second drive shaft motor of the main vehicle, the efficiency of the transmission mechanism of the first drive shaft of the main vehicle, the efficiency of the transmission mechanism of the second drive shaft of the main vehicle, the efficiency of the trailer drive shaft motor, and the efficiency of the transmission mechanism of the trailer drive shaft. Then, motor torque distribution control is executed based on the change in the overall efficiency of the vehicle's electric drive system.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the master-slave collaborative control method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the master-slave collaborative control method according to any one of claims 1-7.

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