Torque distribution method and device for multi-motor distributed driving vehicle
By calculating motor power loss and optimizing torque distribution, the problems of inaccurate power estimation and torque imbalance in four-motor systems were solved, thus optimizing the power performance, economy, and stability of electric vehicles.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2026-03-31
- Publication Date
- 2026-05-12
AI Technical Summary
In four-motor distributed drive electric vehicles, the power distribution strategy of the vehicle controller in the existing technology fails to accurately consider the motor efficiency loss, resulting in inaccurate power estimation, which may trigger battery overload protection and power interruption, affecting driving safety and energy consumption. Furthermore, it fails to effectively control the torque balance of the left and right wheels, affecting driving stability and directional controllability.
By obtaining the total available power and non-drive total power consumption provided by the battery management system, the current power loss of each motor is calculated, and the torque distribution is optimized by grid search to ensure that the total power loss is minimized and the torque on the left and right sides is balanced, thereby achieving accurate allocation of the actual available drive power.
It achieves the protection against battery overload under extreme operating conditions, optimizes vehicle energy efficiency, ensures driving stability and safety, extends driving range, makes full use of motor efficiency characteristics, and reduces vehicle energy consumption.
Smart Images
Figure CN122008906A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and in particular to a torque distribution method and device for a multi-motor distributed drive vehicle. Background Technology
[0002] In a four-motor distributed drive electric vehicle, the vehicle's drive power comes from the battery and is transmitted to the wheels through multiple independent motors. The vehicle controller needs to rationally distribute power to each motor based on the total available power provided by the battery management system to ensure the vehicle's power performance, stability, and safety.
[0003] In related technologies, vehicle controllers typically calculate the available power of each motor based on the available power reported by the battery management system and simply according to a fixed allocation strategy (such as average allocation or weighted allocation based on driving mode). However, this approach suffers from inaccurate power estimation. Summary of the Invention
[0004] In view of this, this application provides a torque distribution method and apparatus for a multi-motor distributed drive vehicle to optimize overall vehicle efficiency.
[0005] The objective of this application can be achieved through the following technical solutions: The first aspect of this application is to provide a torque distribution method for a multi-motor distributed drive vehicle, including: Obtain the current total available power and current total non-drive power consumption provided by the battery management system; The current first available drive power is determined based on the current total available power and the current total non-drive power consumption. Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors; The current actual available drive power is determined based on the current first available drive power and the current total power loss. When the current demand drive power is greater than the current actual available drive power, the actual torque allocated to each motor is determined by grid search under the constraints of minimizing the total power loss of at least four motors, ensuring that the sum of the input power of the motors is not greater than the actual available drive power, setting the difference between the total torque of the left motor and the total torque of the right motor as a preset fixed value, and setting the sum of the total torque of the left motor and the total torque of the right motor as the target total torque.
[0006] In one alternative embodiment, determining the power loss of each of the at least four motors includes: Obtain the current status information of each of at least four motors; Determine the current efficiency of the motor based on the current status information; The current power loss of the motor is determined based on the current state information and the current efficiency.
[0007] In one optional embodiment, determining the current efficiency of the motor based on the current state information includes: Based on the current status information, query the pre-stored efficiency mapping table to obtain the current efficiency of the motor.
[0008] In one optional embodiment, determining the current power loss of the motor based on current state information and current efficiency includes: Based on the current state information and current efficiency, the current power loss of the motor is calculated using the following formula; ; in, This represents the current power loss of the i-th motor, where i represents the motor index. This represents the current speed of the i-th motor. This represents the current torque of the i-th motor. This represents the current efficiency of the i-th motor.
[0009] In an optional embodiment, the constraints further include: The torque of each motor shall not exceed the maximum permissible torque at the corresponding speed, and shall not be less than the minimum permissible torque at the corresponding speed.
[0010] In an optional embodiment, the constraints further include: When calculating the current total power loss of multiple motors, the corresponding motor speed is the speed determined based on the vehicle speed.
[0011] In an optional embodiment, after determining the current actual available drive power based on the current first available drive power and the current total power loss, the method further includes: The current actual available drive power is displayed on the vehicle's dashboard.
[0012] A second aspect of this application is to provide a torque distribution device for a multi-motor distributed drive vehicle, comprising: The acquisition module is used to acquire the current total available power and the current total non-drive power consumption provided by the battery management system. The first determining module is used to determine the current first available drive power based on the current total available power and the current non-drive total power consumption. The second determining module is used to determine the current power loss of each of the at least four motors, so as to obtain the current total power loss of the at least four motors; The third determining module is used to determine the current actual available drive power based on the current first available drive power and the current total loss power; The allocation module is used to determine the actual torque allocated to each motor by means of grid search when the current demand drive power is greater than the current actual available drive power, with the constraints being that the total power loss of at least four motors is minimized, the sum of the input power of the motors is not greater than the actual available drive power, the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque.
[0013] A third aspect of this application is to provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method of the first aspect.
[0014] A fourth aspect of this application is to provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method of the first aspect.
[0015] Compared with the prior art, the torque distribution method for multi-motor distributed drive vehicles provided in this application determines the current first available drive power based on the acquired current total available power and the current non-drive total power consumption; determines the current loss power of each of at least four motors to obtain the current total loss power of at least four motors; determines the current actual available drive power based on the current first available drive power and the current total loss power; and, when the current required drive power is greater than the current actual available drive power, uses grid search to determine the actual torque allocated to each motor under the constraints of minimizing the total loss power of at least four motors, ensuring that the sum of the input power of the motors is not greater than the actual available drive power, setting the difference between the total torque of the left motor and the total torque of the right motor as a preset fixed value, and setting the sum of the total torque of the left motor and the total torque of the right motor as the target total torque, so as to optimize the energy efficiency of the whole vehicle. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 A schematic flowchart illustrating a torque distribution method for a multi-motor distributed drive vehicle provided in an embodiment of this application; Figure 2 A structural block diagram of a torque distribution device for a multi-motor distributed drive vehicle provided in an embodiment of this application; Figure 3This is a structural block diagram of an electronic device for implementing a torque distribution method for a multi-motor distributed drive vehicle, as provided in an embodiment of this application. Detailed Implementation
[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.
[0019] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0020] It should be understood that in the embodiments of this application, "at least one" means one or more, and "more than one" means two or more. "And / or" 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, and B existing alone. The character " / " generally indicates that the related objects before and after it are in an "or" relationship. "Contains A, B and / or C" means containing any one, two, or three of A, B, and C.
[0021] It should be understood that in the embodiments of this application, "B corresponding to A", "B corresponding to A", "A corresponds to B" or "B corresponds to A" means that B is associated with A, and B can be determined based on A. Determining B based on A does not mean that B is determined solely based on A; B can also be determined based on A and / or other information.
[0022] In a four-motor distributed drive electric vehicle, the vehicle's drive power comes from the battery and is transmitted to the wheels through multiple independent motors. The vehicle controller needs to rationally distribute power to each motor based on the total available power provided by the battery management system to ensure the vehicle's power performance, stability, and safety.
[0023] Depending on the motor configuration, distributed drive systems can be divided into two main categories: dual-motor systems and four-motor systems. Dual-motor systems typically employ a configuration with one motor on the front axle and one motor on the rear axle, with each motor driving two wheels on the same axle via a differential. Since the wheels on the same axle are connected by a mechanical differential, the torque of the left and right wheels is naturally equal. Therefore, dual-motor systems do not have the problem of torque imbalance on the left and right sides, and there is no need to consider yaw moment control. The core optimization goal is the rational distribution of torque between the front and rear axles.
[0024] A four-motor independent drive system (such as four in-wheel motors or four near-wheel motors) is entirely different. Each wheel is driven by an independent motor, and the torque of the four motors can be controlled completely independently. While this configuration offers greater control freedom, it also introduces new technical challenges: if the torque distribution between the left and right wheels is improper, resulting in an unequal total torque between the left and right wheels, a yaw moment will be generated around the vehicle's center of gravity, causing unintended steering behavior and potentially leading to loss of control. Therefore, torque distribution in a four-motor system must take yaw moment control as a fundamental constraint.
[0025] In related technologies, vehicle controllers typically calculate the available power of each motor based on the available power reported by the battery management system and simply according to a fixed allocation strategy (such as average allocation or weighted allocation based on driving mode).
[0026] However, the efficiency of an electric motor varies at different speeds and torques. Current technologies do not account for efficiency losses at actual operating points, leading to a discrepancy between the theoretically allocated power and the actual power that the motor can effectively utilize. In extreme cases, the power allocated to one motor may be underutilized due to its inefficient operating range, while other high-efficiency motors may not receive sufficient power, resulting in the vehicle's overall power potential not being fully realized. Because the motor's own power losses are not factored in, the system's estimation of total drive power is overly optimistic. Under power boundary conditions (such as rapid acceleration or low battery levels), this may cause the system's actual power demand to exceed the battery management system's limits, triggering overload protection or a sudden interruption of drive power, affecting driving safety and experience. Furthermore, the inability to identify and maximize the motor's efficiency range results in higher overall system energy consumption, reducing the vehicle's driving range. Moreover, existing drive power allocation strategies often directly adopt the approach of dual-motor systems, focusing only on front-to-rear axle torque distribution while ignoring the unique left-to-right torque balance issue inherent in four-motor systems. In the pursuit of low energy consumption, torque may be simply concentrated on the more efficient motor on one side, leading to an imbalance in the total torque between the left and right wheels. This can generate unexpected yaw moments, affecting the vehicle's driving stability and directional controllability. This problem does not exist in dual-motor systems, but it is crucial in four-motor systems.
[0027] To address the technical problems existing in related technologies, embodiments of this application provide a torque distribution method and apparatus for a multi-motor distributed drive vehicle.
[0028] The technical solution of this application will be described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments described below are used to explain the technical solution of this application and are not intended to limit actual use.
[0029] To address the technical problems existing in related technologies, embodiments of this application provide a torque distribution method for multi-motor distributed drive vehicles, such as... Figure 1 As shown, Figure 1 This is an example flowchart of a torque distribution method for a multi-motor distributed drive vehicle provided in an embodiment of this application. It should be noted that the steps shown may be executed in a different logical order than that shown in the flowchart. The method may include the following steps S101 to S105.
[0030] Step S101: Obtain the current total available power and current non-drive total power consumption provided by the battery management system.
[0031] It should be noted that the total available power provided by the battery management system refers to the maximum discharge power that the battery can safely provide at the current moment. If this power is exceeded, the battery management system will forcibly cut off the high-voltage power, causing the vehicle to lose power momentarily. Non-drive total power consumption refers to the combined power consumed by all high-voltage electrical equipment on the vehicle, excluding the motors that drive the wheels.
[0032] Step S102: Determine the current first available drive power based on the current total available power and the current non-drive total power consumption.
[0033] In one alternative embodiment, the current first available drive power is calculated using the following formula, based on the current total available power and the current total non-drive power consumption: P_drive_base = P_bms - P_aux; Where P_drive_base represents the current first available drive power, P_bms represents the current total available power, and P_aux represents the current total non-drive power consumption.
[0034] In this step, by pre-deducting the total non-drive power consumption, it ensures that the power allocated to the motor does not exceed the battery's physical limit, preventing the battery management system from triggering overcurrent or undervoltage protection and forcibly cutting off high-voltage power, thus improving driving safety. It also prevents the battery from over-discharging under extreme operating conditions, reducing cell damage and the risk of thermal runaway, and protecting battery life.
[0035] Step S103: Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors.
[0036] In one alternative embodiment, determining the current power loss of each of at least four motors includes: Obtain the current state information of each of at least four motors; determine the current efficiency of the motor based on the current state information; and determine the current power loss of the motor based on the current state information and the current efficiency.
[0037] In one specific embodiment, at least four motors refer to motors assigned to each wheel, with each wheel driven by an independent motor.
[0038] In a more specific embodiment, the motors include at least four motors mounted near the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel.
[0039] In one specific embodiment, the current state information of the motor includes at least the speed and torque.
[0040] In one specific embodiment, determining the current efficiency of the motor based on the current state information includes: querying a pre-stored efficiency mapping table based on the current state information to obtain the current efficiency of the motor.
[0041] In a more specific embodiment, based on the current state information (n_i, T_i) of each motor, the pre-stored efficiency mapping table Map_i of the corresponding motor is queried to obtain the real-time efficiency η_i of the motor at the current operating point, where i represents the motor index.
[0042] In another specific embodiment, determining the current power loss of the motor based on the current state information and the current efficiency includes: Based on the current state information and current efficiency, the current power loss of the motor is calculated using the following formula; ; in, This represents the current power loss of the i-th motor, where i represents the motor index. This represents the current speed of the i-th motor. This represents the current torque of the i-th motor. This represents the current efficiency of the i-th motor.
[0043] In another specific embodiment, the formula for the current total power loss of at least four motors is: ; Where n represents the total number of motors, and n is greater than or equal to 4.
[0044] It should be noted that the formula for the current output power of the i-th motor is as follows: ; in, This represents the current output power of the i-th motor. This represents the current speed of the i-th motor. This represents the current torque of the i-th motor.
[0045] The formula for the current input power of the i-th motor: ; in, This represents the current input power of the i-th motor. This represents the current efficiency of the i-th motor.
[0046] Step S104: Determine the current actual available drive power based on the current first available drive power and the current total loss power.
[0047] In one optional embodiment, determining the actual available drive power based on the current first available drive power and the current total power loss includes: Based on the current first available drive power and the current total power loss, the current actual available drive power is calculated using the following formula: P_drive_actual = P_drive_base - P_total_loss; Where P_drive_actual represents the current actual available drive power, P_drive_base represents the current first available drive power, and P_total_loss represents the current total power loss.
[0048] Step S105: When the current required drive power is greater than the current actual available drive power, the actual torque allocated to each motor is determined based on the following constraints: the total power loss of at least four motors is minimized, the sum of the input power of the motors is not greater than the actual available drive power, the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque.
[0049] It should be noted that the target total torque is the total torque actually required by the driver.
[0050] In one alternative embodiment, the torque of each motor does not exceed the maximum permissible torque at the corresponding speed, and is not less than the minimum permissible torque at the corresponding speed. That is, the torque of each motor cannot exceed its current physical limit.
[0051] In another alternative embodiment, the constraint further includes: the rotational speed of the motors when calculating the current total power loss of the multiple motors is the rotational speed determined based on the vehicle speed.
[0052] In one specific embodiment, the specific process for determining the actual torque allocated to each motor is as follows: The initial torque of the left front motor and the right front motor are both set to the minimum torque. The torque interval Tstep is set to a first preset value, and the maximum number of optimization attempts ES is set to a second preset value. A grid search is used to determine the actual torque allocated to each motor. The first and second preset values are set based on actual conditions, and this application does not impose any limitations on them.
[0053] In a more specific embodiment, the initial condition is: Es = 100000; Loop range: For(T1= T1min; T1<=T1max; T1=T1+Tstep); For(T2= T2min; T2<=T2max; T2=T2+Tstep) Tstep = 5 Nm.
[0054] After obtaining T1 and T2 based on the above loop, T3 and T4 are calculated based on the two constraints that the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque. Based on T1, T2, T3 and T4 and the corresponding speed under this torque, the candidate input power of the motor is calculated using the following formula. ; in, This represents the candidate input power corresponding to the i-th motor. This represents the candidate speed corresponding to the i-th motor. This represents the candidate torque corresponding to the i-th motor.
[0055] Next, based on the candidate input power of the motor, the candidate loss power of the motor is obtained. Based on the candidate input power of the motor, it is determined whether the constraint condition that the sum of the input power of the motor is not greater than the actual available drive power is met. Based on the candidate loss power of the motor, it is determined whether the constraint condition that the total loss power of multiple motors is minimized is met. If the conditions are met, the torque calculated above is determined as the actual torque allocated to each motor.
[0056] It should be noted that the sum of the input power of the motors does not exceed the actual usable drive power to prevent over-discharge or triggering battery protection. The difference between the total torque of the left motor and the total torque of the right motor determines the vehicle's yaw moment. A yaw moment of 0 indicates that the vehicle is currently traveling in a straight line, with torque balanced between the left and right sides. A yaw moment that is not 0 indicates that the vehicle is turning or the system is intervening to prevent fishtailing or understeer. The preset fixed values are calculated based on the steering wheel angle and vehicle posture.
[0057] In one specific embodiment, the actual torque allocated to each motor is used to generate torque commands, which are then distributed to each motor controller so that each motor controller controls the motor to output power according to the specified torque, thereby driving the wheels to rotate.
[0058] In another alternative embodiment, the actual available drive power is displayed on the vehicle's dashboard to provide the driver with accurate information about the remaining drive capacity.
[0059] In another specific embodiment, the battery management system is used to provide the total available power; the motor controller is used to control the operation of the motor and provide feedback on the motor speed and torque; the vehicle controller is used to collect the total available power provided by the battery management system and the total non-driving power consumption of the vehicle, and execute the torque distribution method for multi-motor distributed drive vehicles provided in this application.
[0060] In one specific embodiment, assume that the vehicle, after traveling at a constant speed, enters a gentle uphill section, and the driver's torque demand increases. At this point, the battery is in good condition, but the operating points of each motor are different. Specifically, the following steps are performed to allocate actual torque to each motor: S1: The vehicle controller obtains the current total available power from the battery management system: P_bms = 100kW, and obtains the current total non-drive power consumption from the body controller: P_aux = 6kW.
[0061] S2: The current first available drive power is calculated as: P_drive_base = 100 - 6 = 94kW.
[0062] S3: The vehicle controller obtains current status information from the four microcontrollers (assuming that the rear axle torque is relatively small at this time due to load transfer): Front left (FL): n1 = 4000 rpm, T1 = 80 Nm Right front (FR): n2=4000rpm, T2=80Nm Left rear (RL): n3=4000rpm, T3=50Nm Right Rear (RR): n4 = 4000 rpm, T4 = 50 Nm S4: The vehicle controller queries the pre-stored efficiency mapping table (assuming the rear axle motor has lower efficiency in the low torque range): Based on (n1, T1), we find η1 = 0.94 Based on (n2, T2), we find η2 = 0.94 Based on (n3, T3), we find η3 = 0.85 Based on (n4, T4), we find η4 = 0.85 S5-S6: Calculate the current power loss of each motor and the current total power loss. The front axle motor output power P_out, FL / FR ≈ 33.5kW, and the current power loss ≈ 33.5×(1 / 0.94 -1) ≈ 2.14kW (single). The rear axle motor output power P_out, RL / RR ≈ 20.9kW, and the current power loss ≈ 20.9 × (1 / 0.85 - 1) ≈ 3.69kW (single). P_total_loss = (2.14 + 2.14 + 3.69 + 3.69) = 11.66kW S7: Calculate the current actual available drive power: P_drive_actual = 94 - 11.66 = 82.34kW.
[0063] S8: Optimal energy consumption allocation based on P_drive_actual and yaw moment constraints: The total wheel-end torque requested by the driver via the accelerator pedal is converted into a power requirement of 85kW (target power).
[0064] The vehicle controller first identified that the required power was 85kW, which was greater than the current available power of 82.34kW. Therefore, it was determined that power limiting and optimized allocation were necessary.
[0065] The vehicle controller aims to minimize the vehicle's transient energy consumption (i.e., minimize P_total_loss) by setting the upper limit of battery output power to P_drive_actual = 82.34kW and satisfying the following stability constraints: Yaw moment constraint: T_left-front + T_left-rear - (T_right-front + T_right-rear) = preset fixed value.
[0066] Power constraint: Σ(P_out,i / η_i) ≤ 82.34kW; Motor capacity constraints: The torque of each motor is within the allowable range; The optimization algorithm inside the vehicle controller performs optimization calculations at the current speed: Considering that the rear axle motor is currently in an inefficient range (0.85), increasing the rear axle torque would result in significant power loss; while the front axle motor is highly efficient (0.94). Therefore, to output as much wheel-end torque as possible within the limited battery power, the optimal allocation strategy is: while maintaining equal total torque on both sides, prioritize increasing the torque of the front axle motor, appropriately reduce the torque of the rear axle motor, and allocate more power to the efficient front axle motor. Furthermore, since differences in torque between the left and right sides of the same axle are permissible, the algorithm can further fine-tune the left and right torque allocation based on road conditions or vehicle status.
[0067] The final calculated optimal torque distribution result is as follows (assuming a uniform road surface and no need for left-right differentiation): Left front wheel (FL) motor torque: 100 Nm Right front wheel (FR) motor torque: 90 Nm Left rear wheel (RL) motor torque: 40 Nm Right rear wheel (RR) motor torque: 50 Nm Verify the yaw moment constraint: Total torque of the left motor = 100 + 40 = 140 Nm; Total torque of the right motor = 90 + 50 = 140 Nm. The constraint condition is met, and no yaw moment will be generated.
[0068] This power distribution scheme shifts the power that was originally allocated more to the inefficient rear axle to the efficient front axle, while allowing for some difference between the left and right sides of the front axle (which can be further optimized according to steering or road conditions). This results in a greater wheel-end torque than the traditional average distribution (such as 70Nm each for the front and rear axles and 70Nm each for the left and right sides) with a battery power output of 82.34kW, achieving a dual optimization of power and economy.
[0069] S9: The vehicle controller sends the above torque command to the four microcontrollers for execution and displays "Remaining drive capacity 82.34kW" on the instrument panel.
[0070] The relevant technology suggests that 94kW is available, but directly responding to the driver's 85kW request may lead to battery overload, triggering protection and power interruption. An energy efficiency optimization method that doesn't consider yaw rate may distribute all torque to the front axle to save power, resulting in no drive force on the rear wheels, potentially causing torque imbalance between the left and right sides, abrupt changes in vehicle handling characteristics, and increased instability on slippery surfaces. A simple distribution that doesn't consider left-right balance may result in 100Nm to the left front, 80Nm to the right front, 50Nm to the left rear, and 50Nm to the right rear, leading to a total torque of 150Nm on the left side > 130Nm on the right side, generating a yaw moment to the right and causing the vehicle to veer off course.
[0071] This application precisely calculates the available power to be 82.34kW, preventing battery overload. In power distribution, priority is given to the efficiency of the front axle for energy saving, while strictly maintaining equal total torque on both sides. This effectively controls the yaw moment near zero, ensuring vehicle stability and safety during power output and energy efficiency optimization, while also reserving the possibility for more advanced torque vectoring control.
[0072] In this embodiment, by deducting the motor power loss in real time, a more accurate actual driving power usable for external work is obtained. This allows the vehicle controller's torque distribution strategy to operate within a more realistic and reliable power boundary, avoiding the battery management system's protective power limiting caused by inflated theoretical power, thus releasing more effective power under extreme conditions. Precise power calculation prevents instantaneous battery overload, protecting core components such as the battery and motor. Simultaneously, by introducing a strict constraint that the total torque of the left and right wheels is equal in torque distribution, unexpected yaw torque that might arise from pursuing energy efficiency is fundamentally eliminated, ensuring vehicle stability and directional controllability. This constraint allows for differences in torque between the left and right wheels on the same axle, reserving an interface for potential subsequent functions such as torque vector control. This method uses minimizing the total system power loss as the objective function. Through coordinated optimization of the front, rear, left, and right motors, power is preferentially allocated to high-efficiency motors while ensuring stability, achieving real-time minimization of the total system loss, thereby significantly reducing vehicle energy consumption and extending driving range. Compared to simple average or fixed-weight allocation, the optimization allocation strategy proposed in this application can more fully utilize the efficiency characteristics of each motor to achieve optimal global energy efficiency. It requires no new hardware sensors; it can be implemented simply by utilizing data from existing controllers and upgrading the software algorithm, resulting in high economic benefits and significant potential for widespread adoption.
[0073] Corresponding to the torque distribution method for a multi-motor distributed drive vehicle provided in the embodiments of this application, the embodiments of this application also provide a torque distribution device for a multi-motor distributed drive vehicle, such as... Figure 2 As shown, the torque distribution device for a multi-motor distributed drive vehicle includes: The acquisition module 201 is used to acquire the current total available power and the current non-driving total power consumption provided by the battery management system; The first determining module 202 is used to determine the current first available driving power based on the current total available power and the current non-driving total power consumption. The second determining module 203 is used to determine the current power loss of each of the at least four motors, and to obtain the current total power loss of the at least four motors. The third determining module 204 is used to determine the current actual available drive power based on the current first available drive power and the current total loss power; The allocation module 205 is used to determine the actual torque allocated to each motor by means of grid search when the current demand drive power is greater than the current actual available drive power, with the constraints being that the total power loss of at least four motors is minimized, the sum of the input power of the motors is not greater than the actual available drive power, the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque.
[0074] Corresponding to the torque distribution method for a multi-motor distributed drive vehicle provided in the embodiments of this application, the embodiments of this application also provide an electronic device for executing the torque distribution method for a multi-motor distributed drive vehicle, such as... Figure 3 As shown, the electronic device includes: a processor 301; and a memory 302 for storing a program for a torque distribution method of a multi-motor distributed drive vehicle. After the device is powered on and the processor runs the program for the torque distribution method of the multi-motor distributed drive vehicle, the following steps are performed: Obtain the current total available power and current total non-drive power consumption provided by the battery management system; The current first available drive power is determined based on the current total available power and the current total non-drive power consumption. Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors; The current actual available drive power is determined based on the current first available drive power and the current total power loss. When the current demand drive power is greater than the current actual available drive power, the actual torque allocated to each motor is determined by grid search under the constraints of minimizing the total power loss of at least four motors, ensuring that the sum of the input power of the motors is not greater than the actual available drive power, setting the difference between the total torque of the left motor and the total torque of the right motor as a preset fixed value, and setting the sum of the total torque of the left motor and the total torque of the right motor as the target total torque.
[0075] Corresponding to the torque distribution method for a multi-motor distributed drive vehicle provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a program for the torque distribution method for a multi-motor distributed drive vehicle. This program is executed by a processor to perform the following steps: Obtain the current total available power and current total non-drive power consumption provided by the battery management system; The current first available drive power is determined based on the current total available power and the current total non-drive power consumption. Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors; The current actual available drive power is determined based on the current first available drive power and the current total power loss. When the current demand drive power is greater than the current actual available drive power, the actual torque allocated to each motor is determined by grid search under the constraints of minimizing the total power loss of at least four motors, ensuring that the sum of the input power of the motors is not greater than the actual available drive power, setting the difference between the total torque of the left motor and the total torque of the right motor as a preset fixed value, and setting the sum of the total torque of the left motor and the total torque of the right motor as the target total torque.
[0076] Corresponding to the torque distribution method for multi-motor distributed drive vehicles provided in the embodiments of this application, the embodiments of this application also provide a computer program containing instructions, which, when executed by a computer, cause the computer to perform the following steps: Obtain the current total available power and current total non-drive power consumption provided by the battery management system; The current first available drive power is determined based on the current total available power and the current total non-drive power consumption. Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors; The current actual available drive power is determined based on the current first available drive power and the current total power loss. When the current demand drive power is greater than the current actual available drive power, the actual torque allocated to each motor is determined by grid search under the constraints of minimizing the total power loss of at least four motors, ensuring that the sum of the input power of the motors is not greater than the actual available drive power, setting the difference between the total torque of the left motor and the total torque of the right motor as a preset fixed value, and setting the sum of the total torque of the left motor and the total torque of the right motor as the target total torque.
[0077] It should be noted that for a detailed description of the torque distribution device, electronic device, computer-readable storage medium, and computer program product of the multi-motor distributed drive vehicle provided in the embodiments of this application, please refer to the relevant description of the torque distribution method embodiment of the multi-motor distributed drive vehicle provided in the embodiments of this application, which will not be repeated here.
[0078] Although this application discloses preferred embodiments as described above, it is not intended to limit this application. Any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of this application. Therefore, the scope of protection of this application should be determined by the scope defined in the claims of this application.
[0079] In a typical configuration, an electronic device includes one or more processors (Central Processing Units), input / output interfaces, network interfaces, and memory.
[0080] Memory may include non-persistent storage in computer-readable media, such as random access memory and / or non-volatile memory, like read-only memory or flash memory. Memory is an example of computer-readable media.
[0081] Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable operations, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory, static random access memory, dynamic random access memory, other types of random access memory, read-only memory, electrically erasable programmable read-only memory, flash memory or other memory technologies, compact disc read-only memory, digital video disc or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include non-transitory computer-readable media, such as modulated data signals and carrier waves.
[0082] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, compact disc read-only memory, optical storage, etc.) containing computer-usable program code.
[0083] Although this application discloses preferred embodiments as described above, it is not intended to limit this application. Any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of this application. Therefore, the scope of protection of this application should be determined by the scope defined in the claims of this application.
Claims
1. A torque distribution method for a multi-motor distributed drive vehicle, characterized in that, include: Obtain the current total available power and current total non-drive power consumption provided by the battery management system; The current first available drive power is determined based on the current total available power and the current non-drive total power consumption. Determine the current power loss of each of the at least four motors to obtain the current total power loss of the at least four motors; The current actual available drive power is determined based on the current first available drive power and the current total power loss. When the current required driving power is greater than the current actual available driving power, the actual torque allocated to each motor is determined by grid search under the following constraints: the total power loss of at least four motors is minimized, the sum of the input power of the motors is not greater than the actual available driving power, the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque.
2. The torque distribution method for a multi-motor distributed drive vehicle according to claim 1, characterized in that, Determining the power loss of each of the at least four motors includes: Obtain the current status information of each of at least four motors; The current efficiency of the motor is determined based on the current status information; The current power loss of the motor is determined based on the current state information and the current efficiency.
3. The torque distribution method for a multi-motor distributed drive vehicle according to claim 2, characterized in that, Determining the current efficiency of the motor based on the current state information includes: Based on the current status information, the current efficiency of the motor is obtained by querying the pre-stored efficiency mapping table.
4. The torque distribution method for a multi-motor distributed drive vehicle according to claim 2, characterized in that, Determining the current power loss of the motor based on the current state information and the current efficiency includes: Based on the current state information and the current efficiency, the current power loss of the motor is calculated using the following formula; ； in, This represents the current power loss of the i-th motor, where i represents the motor index. This represents the current speed of the i-th motor. This represents the current torque of the i-th motor. This represents the current efficiency of the i-th motor.
5. The torque distribution method for a multi-motor distributed drive vehicle according to claim 1, characterized in that, The constraints also include: The torque of each motor shall not exceed the maximum permissible torque at the corresponding speed, and shall not be less than the minimum permissible torque at the corresponding speed.
6. The torque distribution method for a multi-motor distributed drive vehicle according to claim 1, characterized in that, The constraints also include: When calculating the current total power loss of the multiple motors, the corresponding rotational speed of the motor is the rotational speed determined based on the vehicle speed.
7. The torque distribution method for a multi-motor distributed drive vehicle according to claim 1, characterized in that, After determining the current actual available drive power based on the current first available drive power and the current total power loss, the method further includes: The current actual available drive power is displayed on the vehicle's dashboard.
8. A torque distribution device for a multi-motor distributed drive vehicle, characterized in that, include: The acquisition module is used to acquire the current total available power and the current total non-drive power consumption provided by the battery management system. The first determining module is used to determine the current first available driving power based on the current total available power and the current non-driving total power consumption; The second determining module is used to determine the current power loss of each of the at least four motors, and to obtain the current total power loss of the at least four motors; The third determining module is used to determine the current actual available drive power based on the current first available drive power and the current total loss power; The allocation module is used to determine the actual torque allocated to each motor by means of grid search when the current demand drive power is greater than the current actual available drive power, with the constraints being that the total power loss of at least four motors is minimized, the sum of the input power of the motors is not greater than the actual available drive power, the difference between the total torque of the left motor and the total torque of the right motor is a preset fixed value, and the sum of the total torque of the left motor and the total torque of the right motor is the target total torque.
9. An electronic device, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the torque distribution method for a multi-motor distributed drive vehicle as described in any one of claims 1-7.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the torque distribution method for a multi-motor distributed drive vehicle as described in any one of claims 1-7.