Vehicle control method and related device

Abstract

This application provides a vehicle control method and related equipment. The method includes: calculating N first possible power costs based on first operating parameters of the rear axle motor and N preset first possible torques; calculating N second possible power costs based on second operating parameters of the front axle motor and N preset second possible torques; calculating N possible wheel-end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques; calculating N total operating costs of the vehicle based on the N first possible power costs, N second possible power costs, and N possible wheel-end load rates to obtain a target total operating cost; determining the target rear axle distribution torque of the rear axle motor based on the target total operating cost; and determining the target front axle distribution torque of the front axle motor based on the target rear axle distribution torque. This application enables vehicles to achieve better economy and power performance.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and related equipment. Background Technology

[0002] Hybrid vehicles have become one of the most promising vehicle types for addressing environmental pollution and energy shortages. Hybrid four-wheel drive vehicles, with their advantages of quick acceleration, good cornering performance, strong handling, and good safety performance, have gained popularity among vehicle users. Generally, the control unit of a hybrid four-wheel drive vehicle has a built-in torque distribution strategy, which rationally distributes the torque of the front and rear axle motors and the engine without changing the torque demand, thus helping to optimize the efficiency of the powertrain.

[0003] In related technologies, the torque distribution strategy of hybrid four-wheel drive vehicles is mainly based on the accelerator pedal opening and vehicle speed. This torque distribution method cannot guarantee good power and economy of the vehicle. Summary of the Invention

[0004] In view of this, this application provides a vehicle control method and related equipment that enables vehicles to achieve better economy and power.

[0005] This application provides a vehicle control method, comprising: determining first operating parameters of a rear axle motor and second operating parameters of a front axle motor; calculating N first possible power costs of the rear axle motor based on the first operating parameters and N preset first possible torques of the rear axle motor, wherein N is an integer greater than 1; calculating N second possible power costs of the front axle motor based on the second operating parameters and N preset second possible torques of the front axle motor; obtaining the front axle load and rear axle load of the vehicle; calculating N possible wheel-end load rates of the vehicle based on the front axle load, the rear axle load, the N first possible torques, and the N second possible torques; calculating N total operating costs of the vehicle based on the N first possible power costs, the N second possible power costs, and the N possible wheel-end load rates; determining a target total operating cost that meets preset vehicle driving requirements from the N total operating costs; determining a target rear axle distribution torque of the rear axle motor from the N first possible torques based on the target total operating cost, and determining a target front axle distribution torque of the front axle motor based on the target rear axle distribution torque.

[0006] Compared with related technologies, the embodiments of this application have at least the following advantages: By calculating the N first possible power costs of the rear axle motor based on the first operating parameters of the rear axle motor and the preset N first possible torques of the rear axle motor, it is possible to know the possible power costs of the rear axle motor under different torques during vehicle operation; similarly, based on the calculated N second possible power costs, it is possible to know the possible power costs of the front axle motor under different torques during vehicle operation. Furthermore, by calculating the N possible wheel end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques, it is possible to know the load conditions of the vehicle tires under different first possible torques and second possible torques. Since the first possible power cost represents the power consumed by the rear axle motor during operation, reflecting its energy consumption; the second possible power cost represents the power consumed by the front axle motor during operation, reflecting its energy consumption; and the wheel-end load rate represents the ratio of the load borne by the vehicle tires to their maximum load capacity, reflecting the actual load conditions of the vehicle tires, N total operating costs of the vehicle are calculated using N first possible power costs, N second possible power costs, and N possible wheel-end load rates. This allows the total operating cost to comprehensively consider the vehicle's energy consumption and the utilization of tire load capacity. After determining the target total operating cost from the N total operating costs, the target torque distribution for the rear axle and the target torque distribution for the front axle, determined based on the target total operating cost, can reduce the energy consumption of both the front and rear axle motors under the same vehicle operating conditions, and also reduce the wheel-end load rate under the same vehicle operating conditions. This allows the vehicle to have greater driving force, thereby achieving better economy and power performance.

[0007] In some possible implementations, the vehicle includes an electric drive system, which includes the front axle motor and the rear axle motor; the method further includes: determining the wheel-end torque requirement of the vehicle, the engine drive torque transmitted from the vehicle's engine to the wheel-ends, the minimum electric drive torque of the electric drive system, and the maximum electric drive torque; calculating the actual torque requirement of the electric drive system based on the wheel-end torque requirement, the engine drive torque, the minimum electric drive torque, and the maximum electric drive torque; and determining the front axle target torque allocation of the front axle motor based on the rear axle target torque allocation, which includes: calculating a first difference between the actual torque requirement and the rear axle target torque allocation, and using the first difference as the front axle target torque allocation.

[0008] In some possible implementations, calculating the actual required torque of the electric drive system based on the wheel-end required torque, the engine drive torque, the electric drive minimum torque, and the electric drive maximum torque includes: calculating a second difference between the wheel-end required torque and the engine drive torque; if the second difference is greater than or equal to the electric drive maximum torque, using the electric drive maximum torque as the actual required torque; if the second difference is less than the electric drive maximum torque, using the maximum value between the second difference and the electric drive minimum torque as the actual required torque.

[0009] In some possible implementations, obtaining the front and rear axle loads of the vehicle includes determining the vehicle's total weight, the distance from the vehicle's center of gravity to the rear axle, the distance from the vehicle's center of gravity to the front axle, the distance between the front and rear axles, the vehicle's center of gravity height, the vehicle's tire radius, and the vehicle's wheel-end torque requirements; and calculating the front axle load according to the following formula: ;in, The front axle load, The total weight of the vehicle is [the weight of the vehicle]. It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the rear axle, and L be the distance between the vehicle's front axle and rear axle. The required torque at the wheel end, The tire radius is given; the rear axle load is calculated according to the following formula: ;in, The rear axle load, The total weight of the vehicle is [the weight of the vehicle]. It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the front axle, and L be the distance between the front and rear axles of the vehicle. The required torque at the wheel end, The radius of the tire is given.

[0010] In some possible implementations, calculating the N possible wheel-end load rates of the vehicle based on the front axle load, the rear axle load, N first possible torques, and N second possible torques includes calculating the N possible wheel-end load rates according to the following formula: ;in, , The first of the N possible wheel-end load rates One possible wheel-end load rate The first of the N possible torques A second possible torque, For the first possible torque in N, the first The first possible torque, The coefficient of friction of the tires of the vehicle is denoted as .

[0011] In some possible implementations, calculating the N total operating costs of the vehicle based on N first possible power costs, N second possible power costs, and N possible wheel-end load rates includes: determining the current driving speed of the vehicle; obtaining a power factor corresponding to the driving speed and the wheel-end torque demand, wherein the power factor is used to characterize factors affecting the vehicle's motion state; and calculating the N total operating costs of the vehicle according to the following formula: ;in, The th of the N total operating costs Total operating cost For the first possible power cost of N, the first The first possible power cost For the N possible power costs of the second A second possible power cost, For the aforementioned dynamic factor, The speed is the speed at which the vehicle travels.

[0012] In some possible implementations, determining the target total operating cost that satisfies the preset vehicle driving requirements from the N total operating costs includes: taking the total operating cost with the smallest value among the N total operating costs as the target total operating cost.

[0013] In some possible implementations, the N first possible torques are arranged in ascending order, the smallest torque among the N first possible torques is the minimum drive torque of the rear axle motor, the largest torque among the N first possible torques is the maximum drive torque of the rear axle motor, and the difference between the next torque and the previous torque among the N first possible torques is equal to a preset torque threshold. Determining the target rear axle allocation torque of the rear axle motor from the N first possible torques based on the target total operating cost includes: determining the index value of the target total operating cost among the N total operating costs; calculating the product of the index value and the preset torque threshold, and calculating the sum of the product and the minimum drive torque, using the sum as the target rear axle allocation torque.

[0014] In some possible implementations, the first operating parameters include the rear axle motor speed and the rear axle motor efficiency; the step of calculating the N first possible power costs of the rear axle motor based on the first operating parameters and the preset N first possible torques of the rear axle motor includes: calculating the N first possible power costs according to the following formula: ;in, , For the first possible power cost of N, the first The first possible power cost For the first possible torque in N, the first The first possible torque, The speed of the rear axle motor. The efficiency of the rear axle motor is... The speed of the rear axle motor. The battery voltage of the vehicle. The power of the rear axle motor is given.

[0015] In some possible implementations, the second operating parameters include the front axle motor speed and the front axle motor efficiency; the step of calculating the N second possible power costs of the front axle motor based on the second operating parameters and the preset N second possible torques of the front axle motor includes: calculating the N second possible power costs according to the following formula: ;in, , For the N possible power costs of the second A second possible power cost, The first of the N possible torques A second possible torque, The speed of the front axle motor. The efficiency of the front axle motor is given. The rotational speed of the front axle motor is given. The battery voltage of the vehicle. The power of the front axle motor is given.

[0016] A second aspect of this application discloses a vehicle control device, comprising: an operating parameter determination module, a power cost calculation module, a load acquisition module, a load rate calculation module, a total cost calculation module, and a torque distribution module; the operating parameter determination module is used to determine a first operating parameter of the rear axle motor and a second operating parameter of the front axle motor; the power cost calculation module is used to calculate N first possible power costs of the rear axle motor based on the first operating parameters and N preset first possible torques of the rear axle motor, wherein N is an integer greater than 1; the power cost calculation module is further used to calculate N second possible power costs of the front axle motor based on the second operating parameters and N preset second possible torques of the front axle motor; the load acquisition module is used to acquire the torque distribution of the front axle motor of the vehicle. The axle load and rear axle load; the load rate calculation module is used to calculate N possible wheel-end load rates of the vehicle based on the front axle load, the rear axle load, N first possible torques and N second possible torques; the total cost calculation module is used to calculate N total operating costs of the vehicle based on the N first possible power costs, the N second possible power costs and the N possible wheel-end load rates; the torque allocation module is used to determine a target total operating cost that meets preset vehicle driving requirements from the N total operating costs; the torque allocation module is also used to determine the target rear axle allocation torque of the rear axle motor from the N first possible torques based on the target total operating cost, and to determine the target front axle allocation torque of the front axle motor based on the target rear axle allocation torque.

[0017] A third aspect of this application discloses a vehicle controller, which includes a processor and a memory. The memory is used to store instructions, and the processor is used to call the instructions in the memory to cause the vehicle controller to execute the vehicle control method described above.

[0018] A fourth aspect of this application discloses a storage medium including computer instructions that, when executed on an electronic device, cause the electronic device to perform the vehicle control method described above.

[0019] The fifth aspect of this application discloses a vehicle, which includes the vehicle control device or the vehicle controller described above.

[0020] Understandably, the vehicle control device of the second aspect, the vehicle controller of the third aspect, the storage medium of the fourth aspect, and the vehicle of the fifth aspect provided above all correspond to the method of the first aspect above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here. Attached Figure Description

[0021] Figure 1This is a flowchart of a vehicle control method according to an embodiment of the present invention.

[0022] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the functional modules of a vehicle control device according to an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the functional modules of a vehicle controller according to an embodiment of the present invention. Detailed Implementation

[0025] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0026] The following description sets forth many specific details to provide a full understanding of this application. The described embodiments are only some, not all, of the embodiments of this application.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0028] It should be further noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0029] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and drawings of this application are used to distinguish similar objects, not to describe a specific order or sequence.

[0030] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0031] For ease of understanding, some concepts related to the embodiments of this application are illustrated and explained by way of example for reference.

[0032] Power cost: Power cost refers to the performance loss or increased energy consumption in equipment or systems due to certain factors. Specifically, power cost refers to the power consumed by equipment during operation, reflecting the relationship between equipment performance and energy consumption. Generally speaking, the higher the performance of the equipment, the greater the power required, and therefore the higher the power cost.

[0033] Front axle load and rear axle load: These refer to the weight distribution borne by the front and rear axles of a vehicle during operation. Specifically, the front axle load refers to the weight borne by the front wheels, while the rear axle load refers to the weight borne by the rear wheels.

[0034] Wheel load factor: This refers to the ratio of the load a tire bears under specific operating conditions to its maximum load capacity. Specifically, the wheel load factor reflects the load condition of a tire in actual use and is an important parameter for measuring the tire's load status.

[0035] Vehicle Control Unit (VCU): The vehicle controller monitors the actions of the lower-level component control modules and is responsible for the normal driving of the vehicle, brake energy feedback, vehicle power management, network management, fault diagnosis and handling, and vehicle status monitoring. It can ensure that the vehicle works normally and stably with good power and reliability.

[0036] A motor control unit (MCU) controls the rotation of a motor based on commands from the VCU or signals acquired from it. Generally, the MCU can be separate from the drive motor and connected via three-phase lines; alternatively, the MCU can be directly mounted on the drive motor, saving space and reducing costs, but increasing the complexity of maintenance and replacement.

[0037] Please refer to Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application. This embodiment applies to a vehicle controller and includes the following steps: Step 101: Determine the first operating parameters of the rear axle motor and the second operating parameters of the front axle motor.

[0038] In some embodiments, the first operating parameters include the rear axle motor speed and the rear axle motor efficiency.

[0039] Specifically, the controller pre-stores the relationship table between the rear axle motor speed, battery voltage, and rear axle motor power and efficiency. After receiving the rear axle motor speed, battery voltage, and rear axle motor power, the controller determines the rear axle motor efficiency corresponding to the rear axle motor speed, battery voltage, and rear axle motor power by looking up the table.

[0040] In some embodiments, the second operating parameters include the front axle motor speed and the front axle motor efficiency.

[0041] Specifically, the controller pre-stores the relationship table between the front axle motor speed, battery voltage, and front axle motor power and efficiency. After receiving the front axle motor speed, battery voltage, and front axle motor power, the controller determines the front axle motor efficiency corresponding to the front axle motor speed, battery voltage, and front axle motor power by looking up the table.

[0042] In some embodiments, the controller includes an MCU and a VCU. This embodiment does not limit the specific type of controller and can be set according to actual needs.

[0043] Step 102: Calculate the N first possible power costs of the rear axle motor based on the first operating parameters and the preset N first possible torques of the rear axle motor.

[0044] Specifically, N is an integer greater than 1.

[0045] In some embodiments, N first possible power costs are calculated according to the following formula: ; in, , For the first possible power cost in N, the first The first possible power cost For the first possible torque in N, the first The first possible torque, This refers to the speed of the rear axle motor. For the efficiency of the rear axle motor, This refers to the speed of the rear axle motor. The battery voltage of the vehicle. This refers to the power of the rear axle motor.

[0046] As can be seen from the above formula, each first possible torque corresponds to a first possible power cost.

[0047] It should be noted that the method for presetting the N first possible torques of the rear axle motor is described in detail in subsequent embodiments, and will not be repeated here to avoid repetition.

[0048] Step 103: Calculate the N possible power costs of the front axle motor based on the second operating parameters and the preset N possible torques of the front axle motor.

[0049] In some embodiments, N second possible power costs are calculated according to the following formula: ; in, , For the N second possible power costs A second possible power cost, For the N possible second torques A second possible torque, This refers to the front axle motor speed. For the efficiency of the front axle motor. This refers to the rotational speed of the front axle motor. This refers to the vehicle's battery voltage. This represents the power of the front axle motor.

[0050] As can be seen from the above formula, each second possible torque corresponds to a second possible power cost.

[0051] It should be noted that the method for presetting the N second possible torques of the front axle motor is described in detail in subsequent embodiments, and will not be repeated here to avoid repetition.

[0052] It is worth noting that by calculating the first possible power cost and the second possible power cost in the above manner, the controller can calculate the optimal torque distribution cost between the front axle motor and the rear axle motor based on the magnitude of the first possible power cost and the second possible power cost, thereby optimizing the vehicle's fuel consumption and battery energy consumption and achieving the effect of improving vehicle economy.

[0053] Step 104: Obtain the front axle load and rear axle load of the vehicle.

[0054] In some embodiments, obtaining the front axle load and rear axle load of the vehicle includes: determining the vehicle's total weight, the distance from the vehicle's center of gravity to the rear axle, the distance from the vehicle's center of gravity to the front axle, the distance between the front and rear axles, the vehicle's center of gravity height, the vehicle's tire radius, and the vehicle's wheel-end torque requirements; and calculating the front axle load according to the following formula: ;in, For front axle load, For the total vehicle weight, It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the rear axle, and L be the distance between the front and rear axles. For the required torque at the wheel end, This is the tire radius.

[0055] Calculate the rear axle load using the following formula: ;in, For rear axle load, For the total vehicle weight, It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the front axle, and L be the distance between the front and rear axles. For the required torque at the wheel end, This is the tire radius.

[0056] It should be noted that the wheel-end torque requirement in this embodiment refers to the torque transmitted from the engine and motor to the wheels in the vehicle's transmission system. Wheel-end torque requirement is an important parameter for measuring a vehicle's traction and acceleration performance.

[0057] In some embodiments, the controller stores the vehicle's total weight, the distance from the vehicle's center of gravity to the rear axle, the distance from the vehicle's center of gravity to the front axle, the distance between the front and rear axles, the vehicle's center of gravity height, and the vehicle's tire radius. During vehicle operation, after receiving the required torque at the wheel ends, the controller calculates the current front axle load and rear axle load based on the stored vehicle attribute parameters.

[0058] Step 105: Calculate the N possible wheel end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques.

[0059] In some embodiments, N possible wheel-end load rates are calculated according to the following formula: ; in, , The first of N possible wheel-end load rates One possible wheel-end load rate For the N possible second torques A second possible torque, For the first possible torque in N, the first The first possible torque, This is the coefficient of friction of the vehicle's tires.

[0060] As can be seen from the above formula, each of the first possible torque and the second possible torque corresponds to a possible wheel end load rate.

[0061] It is worth noting that by calculating the wheel end load rate based on the real-time front axle load and rear axle load of the vehicle, the calculated wheel end load rate can reflect the utilization of the road surface adhesion rate by the four-wheel drive system of the whole vehicle, thereby improving the vehicle's power and stability through the wheel end load rate.

[0062] Step 106: Calculate the N total operating costs of the vehicle based on the N first possible power costs, the N second possible power costs, and the N possible wheel-end load rates.

[0063] In some embodiments, the current vehicle speed is determined; a power factor corresponding to the vehicle speed and wheel-end torque demand is obtained, wherein the power factor is used to characterize factors affecting the vehicle's motion state; and the N total operating costs of the vehicle are calculated using the following formula: ; in, The th in the total cost of N runs Total operating cost For the first possible power cost in N, the first The first possible power cost For the N second possible power costs A second possible power cost, As a driving factor, This refers to the driving speed.

[0064] Specifically, the controller pre-stores a table showing the relationship between wheel-end torque demand, driving speed, and power factor. During vehicle operation, the controller receives the vehicle's current wheel-end torque demand and driving speed, then determines the corresponding power factor by looking up the table. Finally, it calculates the product of the power factor and the potential wheel-end load rate. Since the power factor characterizes factors affecting the vehicle's motion state, the resulting product comprehensively considers the vehicle's motion state during operation and its utilization of the road surface adhesion coefficient under that state, thereby further improving the reliability of the total operating cost calculated based on the power factor and wheel-end load rate.

[0065] Step 107: Determine the target total operating cost that satisfies the preset vehicle driving requirements from among the N total operating costs.

[0066] In some embodiments, the total cost of operation with the smallest value among the N total costs of operation is taken as the target total cost of operation.

[0067] It is worth noting that the total operating cost can comprehensively consider the vehicle's energy consumption and the utilization of the vehicle's tire load capacity. Therefore, the controller selects the total operating cost with the smallest value from N total operating costs to achieve optimal economy during vehicle operation while taking into account the utilization rate of the vehicle's road adhesion coefficient, thereby ensuring the optimization of vehicle power performance.

[0068] Step 108: Determine the target torque allocation for the rear axle motor from N first possible torques based on the target total operating cost.

[0069] Step 109: Determine the target torque to be distributed to the front axle motor based on the target torque to be distributed to the rear axle.

[0070] The methods for determining the target torque distribution for the rear axle and the target torque distribution for the front axle are described in detail in subsequent embodiments, and will not be repeated here to avoid repetition.

[0071] Compared with related technologies, the embodiments of this application have at least the following advantages: By calculating the N first possible power costs of the rear axle motor based on the first operating parameters of the rear axle motor and the preset N first possible torques of the rear axle motor, it is possible to know the possible power costs of the rear axle motor under different torques during vehicle operation; similarly, based on the calculated N second possible power costs, it is possible to know the possible power costs of the front axle motor under different torques during vehicle operation. Furthermore, by calculating the N possible wheel end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques, it is possible to know the load conditions of the vehicle tires under different first possible torques and second possible torques. Since the first possible power cost represents the power consumed by the rear axle motor during operation, reflecting its energy consumption; the second possible power cost represents the power consumed by the front axle motor during operation, reflecting its energy consumption; and the wheel-end load rate represents the ratio of the load borne by the vehicle tires to their maximum load capacity, reflecting the actual load conditions of the vehicle tires, N total operating costs of the vehicle are calculated using N first possible power costs, N second possible power costs, and N possible wheel-end load rates. This allows the total operating cost to comprehensively consider the vehicle's energy consumption and the utilization of tire load capacity. After determining the target total operating cost from the N total operating costs, the target torque distribution for the rear axle and the target torque distribution for the front axle, determined based on the target total operating cost, can reduce the energy consumption of both the front and rear axle motors under the same vehicle operating conditions, and also reduce the wheel-end load rate under the same vehicle operating conditions. This allows the vehicle to have greater driving force, thereby achieving better economy and power performance.

[0072] Please refer to Figure 2 , Figure 2This is a flowchart illustrating the steps of one embodiment of the vehicle control method of this application. Depending on different requirements, the order of the steps in this flowchart can be changed, and some steps can be omitted. This vehicle control method can be applied to the controller of the aforementioned vehicle, but is not limited thereto, and the embodiments of this application do not limit it in this regard.

[0073] This embodiment is a detailed description of the foregoing embodiments, further illustrating the method for determining the target torque distribution to the rear axle and the target torque distribution to the front axle. This method ensures the accuracy of the target torque distribution to the rear axle and the target torque distribution to the front axle, thereby ensuring that the vehicle exhibits high economy and power performance when the rear axle motor and the front axle motor operate based on the allocated target torque distribution to the rear axle and the front axle.

[0074] Step 201: Determine the first operating parameters of the rear axle motor and the second operating parameters of the front axle motor.

[0075] Step 202: Calculate the N first possible power costs of the rear axle motor based on the first operating parameters and the preset N first possible torques of the rear axle motor.

[0076] Step 203: Calculate the N possible power costs of the front axle motor based on the second operating parameters and the preset N possible torques of the front axle motor.

[0077] Step 204: Obtain the front axle load and rear axle load of the vehicle.

[0078] Step 205: Calculate the N possible wheel end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques.

[0079] Step 206: Calculate the N total operating costs of the vehicle based on the N first possible power costs, the N second possible power costs, and the N possible wheel-end load rates.

[0080] Step 207: Determine the target total operating cost that satisfies the preset vehicle driving requirements from among the N total operating costs.

[0081] Steps 201 to 207 in this embodiment are similar to steps 101 to 107 in the previous embodiment. To avoid repetition, they will not be described again here.

[0082] Step 208: Determine the target torque allocation for the rear axle motor from N first possible torques based on the target total operating cost.

[0083] In some embodiments, the N first possible torques are arranged in ascending order, the smallest torque among the N first possible torques is the minimum driving torque of the rear axle motor, the largest torque among the N first possible torques is the maximum driving torque of the rear axle motor, and the difference between the next torque and the previous torque among the N first possible torques is equal to a preset torque threshold.

[0084] It is understandable that the setting method for N second possible torques is the same as the setting method for N first possible torques, and will not be repeated here to avoid repetition.

[0085] The target torque for the rear axle motor is determined from N possible torques as follows: the index value of the target total operating cost among the N total operating costs is determined; the product of the index value and the preset torque threshold is calculated, and the sum of the product and the minimum drive torque is calculated, and the sum is used as the target torque for the rear axle.

[0086] For ease of understanding, the following example illustrates how the target torque distribution for the rear axle is obtained: a preset torque threshold of 1 N·m, N being 100, a minimum drive torque of 50 N·m for the rear axle motor, and a maximum drive torque of 150 N·m for the rear axle motor. (1) The N first possible torques are 50 N·m, 51 N·m, 52 N·m…150 N·m. The N second possible torques are 50 N·m, 51 N·m, 52 N·m…150 N·m.

[0087] (2) The controller calculates the N first possible power costs based on the above N first possible torques. They are respectively , ... Where 50 N·m corresponds to 51 N·m ...and so on.

[0088] (3) The controller calculates the N second possible power costs based on the above N second possible torques. Each includes , … Where 50 N·m corresponds to 51 N·m ...and so on.

[0089] (4) The controller calculates N possible wheel end load rates based on the above N first possible torques and N second possible torques. Each includes , ... Wherein, the first possible torque and the second possible torque are both 50 N·m. When both the first and second possible torques are 51 N·m, the corresponding ...and so on.

[0090] (5) The controller is based on the above N first possible power costs N second possible power costs and N possible wheel-end load rates The calculated total cost of N runs Each includes , ... The first possible power cost is... The second possible power cost is Possible wheel-end load rate In the case of corresponding The first possible power cost is The second possible power cost is Possible wheel-end load rate In the case of corresponding ...and so on.

[0091] (6) The controller determines the target total operating cost from N total operating costs. Assume the target total operating cost is... ,but The corresponding index value is 50. Since the preset torque threshold is 1 N·m, the controller calculates that the product of the index value and the preset torque threshold is 50 N·m. Since the minimum drive torque of the rear axle motor is 50 N·m, the controller calculates that the sum of the minimum drive torque of the rear axle motor and the product is 100 N·m. Therefore, 100 N·m is the target torque allocated to the rear axle.

[0092] Step 209: Determine the wheel-end torque requirement of the vehicle, the engine drive torque transmitted from the vehicle's engine to the wheel-ends, the minimum electric drive torque of the electric drive system, and the maximum electric drive torque.

[0093] Specifically, the vehicle includes an electric drive system, which consists of a front axle motor and a rear axle motor.

[0094] It is understandable that the engine drive torque transmitted from the engine to the wheels refers to the actual torque value when the engine output torque is transmitted to the wheels through the transmission system.

[0095] In some embodiments, the controller pre-stores the minimum and maximum electric drive torque of the electric drive system.

[0096] Step 210: Calculate the actual torque required by the electric drive system based on the wheel end torque requirement, engine drive torque, electric drive minimum torque, and electric drive maximum torque.

[0097] In some embodiments, the actual required torque of the electric drive system is calculated by: calculating a second difference between the wheel-end required torque and the engine drive torque; if the second difference is greater than or equal to the maximum electric drive torque, using the maximum electric drive torque as the actual required torque; if the second difference is less than the maximum electric drive torque, using the maximum value between the second difference and the minimum electric drive torque as the actual required torque.

[0098] Step 211: Calculate the first difference between the actual required torque and the target torque distributed to the rear axle, and use the first difference as the target torque distributed to the front axle.

[0099] Compared with related technologies, the embodiments of this application have at least the following advantages: By calculating the N first possible power costs of the rear axle motor based on the first operating parameters of the rear axle motor and the preset N first possible torques of the rear axle motor, it is possible to know the possible power costs of the rear axle motor under different torques during vehicle operation; similarly, based on the calculated N second possible power costs, it is possible to know the possible power costs of the front axle motor under different torques during vehicle operation. Furthermore, by calculating the N possible wheel end load rates of the vehicle based on the front axle load, rear axle load, N first possible torques, and N second possible torques, it is possible to know the load conditions of the vehicle tires under different first possible torques and second possible torques. Since the first possible power cost represents the power consumed by the rear axle motor during operation, reflecting its energy consumption; the second possible power cost represents the power consumed by the front axle motor during operation, reflecting its energy consumption; and the wheel-end load rate represents the ratio of the load borne by the vehicle tires to their maximum load capacity, reflecting the actual load conditions of the vehicle tires, N total operating costs of the vehicle are calculated using N first possible power costs, N second possible power costs, and N possible wheel-end load rates. This allows the total operating cost to comprehensively consider the vehicle's energy consumption and the utilization of tire load capacity. After determining the target total operating cost from the N total operating costs, the target torque distribution for the rear axle and the target torque distribution for the front axle, determined based on the target total operating cost, can reduce the energy consumption of both the front and rear axle motors under the same vehicle operating conditions, and also reduce the wheel-end load rate under the same vehicle operating conditions. This allows the vehicle to have greater driving force, thereby achieving better economy and power performance.

[0100] Based on the same idea as the vehicle control method in the above embodiments, this application also provides a vehicle control device that can be used to execute the above vehicle control method. For ease of explanation, the structural schematic diagram of the vehicle control device embodiment only shows the parts related to the embodiments of this application. Those skilled in the art will understand that the illustrated structure does not constitute a limitation on the device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0101] Please refer to Figure 3 This is a schematic diagram of the functional modules of the vehicle control device provided in the embodiments of this application. The vehicle control device 100 includes an operating parameter determination module 101, a power cost calculation module 102, a load acquisition module 103, a load rate calculation module 104, a total cost calculation module 105, and a torque distribution module 106.

[0102] The operating parameter determination module 101 is used to determine the first operating parameters of the rear axle motor and the second operating parameters of the front axle motor; the power cost calculation module 102 is used to calculate the N first possible power costs of the rear axle motor based on the first operating parameters and N preset first possible torques of the rear axle motor, where N is an integer greater than 1; the power cost calculation module 102 is also used to calculate the N second possible power costs of the front axle motor based on the second operating parameters and N preset second possible torques of the front axle motor; the load acquisition module 103 is used to acquire the front axle load and the rear axle load of the vehicle; the load rate calculation module 104 is used to calculate the load rate based on the front axle load... The system calculates N possible wheel-end load rates of the vehicle based on the rear axle load, N first possible torques, and N second possible torques; the total cost calculation module 105 calculates N total operating costs of the vehicle based on the N first possible power costs, N second possible power costs, and N possible wheel-end load rates; the torque distribution module 106 determines the target total operating cost that meets the preset vehicle driving requirements from among the N total operating costs; the torque distribution module 106 is also used to determine the target rear axle distribution torque of the rear axle motor from among the N first possible torques based on the target total operating cost, and to determine the target front axle distribution torque of the front axle motor based on the target rear axle distribution torque.

[0103] Please refer to Figure 4 This is a schematic diagram of the hardware structure of the vehicle controller 1000 provided in an embodiment of this application. Figure 4 As shown, the vehicle controller 1000 may include a processor 1001 and a memory 1002. The memory 1002 is used to store one or more computer programs 1003. The one or more computer programs 1003 are configured to be executed by the processor 1001. The one or more computer programs 1003 include instructions that can be used to implement the vehicle control method described above in the vehicle controller 1000.

[0104] It is understood that the structure illustrated in this embodiment does not constitute a specific limitation on the vehicle controller 1000. In other embodiments, the vehicle controller 1000 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements.

[0105] Processor 1001 may include one or more processing units, such as: application processor (AP), modem, graphics processing unit (GPU), image signal processor (ISP), controller, video codec, digital signal processor (DSP), baseband processor, and / or neural network processing unit (NPU), etc. Different processing units may be independent devices or integrated into one or more processors.

[0106] The processor 1001 may also include a memory for storing instructions and data. In some embodiments, the memory in the processor 1001 is a cache memory. This memory can store instructions or data that the processor 1001 has just used or that are used repeatedly. If the processor 1001 needs to use the instruction or data again, it can retrieve it directly from this memory. This avoids repeated accesses, reduces the waiting time of the processor 1001, and thus improves the efficiency of the system.

[0107] In some embodiments, the processor 1001 may include one or more interfaces. Interfaces may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface, etc.

[0108] In some embodiments, the processor 1001 is used to execute acceleration schemes such as Single Instruction Multiple Data (SIMD) and Very Long Instruction Word (VLIW).

[0109] In some embodiments, memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0110] This embodiment also provides a vehicle, which includes the vehicle control device 100 or vehicle controller 1000 described above.

[0111] This embodiment also provides a storage medium storing computer instructions. When the instructions are executed on an electronic device, the electronic device performs the aforementioned method steps to implement the vehicle control method in the above embodiment.

[0112] In this embodiment, the electronic device and storage medium are used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0113] In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0114] In the several embodiments provided in this application, the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are illustrative. For instance, the division of modules or units is a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0115] The unit described as a separate component may or may not be physically separate. The component shown as a unit can be one physical unit or multiple physical units, that is, it can be located in one place or distributed in multiple different places. Some or all of the units can be selected to achieve the purpose of the solution in this embodiment according to actual needs.

[0116] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0117] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially or in other words, the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0118] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: Determine the first operating parameters of the rear axle motor and the second operating parameters of the front axle motor; Based on the first operating parameters and the preset N first possible torques of the rear axle motor, calculate the N first possible power costs of the rear axle motor, where N is an integer greater than 1; Based on the second operating parameters and the preset N second possible torques of the front axle motor, calculate the N second possible power costs of the front axle motor; Obtain the front axle load and rear axle load of the vehicle; The N possible wheel-end load rates of the vehicle are calculated based on the front axle load, the rear axle load, N first possible torques, and N second possible torques. Calculate the N total operating costs of the vehicle based on N first possible power costs, N second possible power costs, and N possible wheel-end load rates; Determine the target total operating cost that satisfies the preset vehicle driving requirements from among the N total operating costs; The target torque allocated to the rear axle motor is determined from N first possible torques based on the target total operating cost, and the target torque allocated to the front axle motor is determined based on the target torque allocated to the rear axle motor.

2. The vehicle control method according to claim 1, characterized in that, The vehicle includes an electric drive system, which includes the front axle motor and the rear axle motor; The method further includes: Determine the wheel-end torque requirement of the vehicle, the engine drive torque transmitted from the vehicle's engine to the wheel-ends, the minimum electric drive torque of the electric drive system, and the maximum electric drive torque; The actual torque required by the electric drive system is calculated based on the wheel end torque requirement, the engine drive torque, the electric drive minimum torque, and the electric drive maximum torque. Determining the front axle target distribution torque of the front axle motor based on the rear axle target distribution torque includes: Calculate the first difference between the actual required torque and the target torque allocated to the rear axle, and use the first difference as the target torque allocated to the front axle.

3. The vehicle control method according to claim 2, characterized in that, The calculation of the actual torque requirement of the electric drive system based on the wheel-end torque requirement, the engine drive torque, the electric drive minimum torque, and the electric drive maximum torque includes: Calculate a second difference between the wheel-end required torque and the engine drive torque; If the second difference is greater than or equal to the maximum torque of the electric drive, the maximum torque of the electric drive shall be taken as the actual required torque; If the second difference is less than the maximum torque of the electric drive, the maximum value between the second difference and the minimum torque of the electric drive shall be taken as the actual required torque.

4. The vehicle control method according to claim 1, characterized in that, The process of obtaining the front axle load and rear axle load of the vehicle includes: Determine the vehicle's total weight, the distance from the vehicle's center of gravity to the rear axle, the distance from the vehicle's center of gravity to the front axle, the distance between the front and rear axles, the vehicle's center of gravity height, the vehicle's tire radius, and the vehicle's wheel-end torque requirements. The front axle load is calculated using the following formula: ;in, The front axle load, The total weight of the vehicle is [the weight of the vehicle]. It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the rear axle, and L be the distance between the vehicle's front axle and rear axle. The required torque at the wheel end, The radius of the tire; The rear axle load is calculated using the following formula: ;in, The rear axle load, The total weight of the vehicle is [the weight of the vehicle]. It is the acceleration due to gravity. Let L be the distance from the vehicle's center of gravity to the front axle, and L be the distance between the front and rear axles of the vehicle. The required torque at the wheel end, The radius of the tire is given.

5. The vehicle control method according to claim 4, characterized in that, The calculation of the N possible wheel-end load rates of the vehicle based on the front axle load, the rear axle load, N first possible torques, and N second possible torques includes: Calculate the N possible wheel-end load rates using the following formula: ； in, , The first of the N possible wheel-end load rates One possible wheel-end load rate The first of the N possible torques A second possible torque, For the first possible torque in N, the first The first possible torque, The coefficient of friction of the tires of the vehicle is denoted as .

6. The vehicle control method according to claim 5, characterized in that, The calculation of the N total operating costs of the vehicle based on N first possible power costs, N second possible power costs, and N possible wheel-end load rates includes: Determine the current speed of the vehicle; Obtain the power factor corresponding to the driving speed and the wheel-end torque requirement, wherein the power factor is used to characterize the factors affecting the vehicle's motion state; Calculate the total N operating costs of the vehicle using the following formula: ； in, The th of the N total operating costs Total operating cost For the first possible power cost of N, the first The first possible power cost For the N possible power costs of the second A second possible power cost, For the aforementioned dynamic factor, The speed is the speed at which the vehicle travels.

7. The vehicle control method according to claim 6, characterized in that, Determining the target total operating cost that satisfies the preset vehicle driving requirements from among the N total operating costs includes: The minimum total operating cost among the N total operating costs is taken as the target total operating cost.

8. The vehicle control method according to claim 7, characterized in that, The N first possible torques are arranged in ascending order. The smallest torque among the N first possible torques is the minimum driving torque of the rear axle motor, and the largest torque among the N first possible torques is the maximum driving torque of the rear axle motor. The difference between the next torque and the previous torque among the N first possible torques is equal to a preset torque threshold. The step of determining the target rear axle allocation torque of the rear axle motor from N first possible torques based on the target total operating cost includes: Determine the index value of the target total running cost among the N total running costs; Calculate the product of the index value and the preset torque threshold, and calculate the sum of the product and the minimum drive torque, and use the sum as the target torque allocated to the rear axle.

9. The vehicle control method according to claim 1, characterized in that, The first operating parameters include the rear axle motor speed and the rear axle motor efficiency; The step of calculating the N first possible power costs of the rear axle motor based on the first operating parameters and the preset N first possible torques of the rear axle motor includes: Calculate the N possible power costs for the first possible power using the following formula: ； in, , For the first possible power cost of N, the first The first possible power cost For the first possible torque in N, the first The first possible torque, The speed of the rear axle motor. The efficiency of the rear axle motor is... The speed of the rear axle motor. The battery voltage of the vehicle. The power of the rear axle motor is given.

10. The vehicle control method according to claim 1, characterized in that, The second operating parameters include the front axle motor speed and the front axle motor efficiency; The step of calculating the N possible power costs of the front axle motor based on the second operating parameters and the preset N possible torques of the front axle motor includes: Calculate the N second possible power costs according to the following formula: ； in, , For the N possible power costs of the second A second possible power cost, The first of the N possible torques A second possible torque, The speed of the front axle motor. The efficiency of the front axle motor is given. The rotational speed of the front axle motor is given. The battery voltage of the vehicle. The power of the front axle motor is given.

11. A vehicle control device, characterized in that, include: The module includes a parameter determination module, a power cost calculation module, a load acquisition module, a load rate calculation module, a total cost calculation module, and a torque distribution module. The operating parameter determination module is used to determine the first operating parameters of the rear axle motor and the second operating parameters of the front axle motor of the vehicle. The power cost calculation module is used to calculate the N first possible power costs of the rear axle motor based on the first operating parameters and the preset N first possible torques of the rear axle motor, where N is an integer greater than 1. The power cost calculation module is also used to calculate the N second possible power costs of the front axle motor based on the second operating parameters and the preset N second possible torques of the front axle motor. The load acquisition module is used to acquire the front axle load and rear axle load of the vehicle; The load factor calculation module is used to calculate N possible wheel-end load factors of the vehicle based on the front axle load, the rear axle load, N first possible torques, and N second possible torques; The total cost calculation module is used to calculate the N total operating costs of the vehicle based on the N first possible power costs, the N second possible power costs, and the N possible wheel-end load rates; The torque distribution module is used to determine the target total operating cost that meets the preset vehicle driving requirements from among the N total operating costs; The torque distribution module is further configured to determine the target rear axle distribution torque of the rear axle motor from N first possible torques based on the target total operating cost, and to determine the target front axle distribution torque of the front axle motor based on the target rear axle distribution torque.

12. A vehicle controller, characterized in that, The vehicle controller includes a processor and a memory, the memory being used to store instructions, and the processor being used to invoke the instructions in the memory, causing the vehicle controller to execute the vehicle control method according to any one of claims 1 to 10.

13. A storage medium, characterized in that, It includes computer instructions that, when executed on an electronic device, cause the electronic device to perform the vehicle control method as described in any one of claims 1 to 10.

14. A vehicle, characterized in that, The vehicle includes the vehicle control device as claimed in claim 11 or the vehicle controller as claimed in claim 12.

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