Motor torque distribution method, system and target vehicle
By utilizing the current motor temperature and multiple preset temperature efficiency maps in multi-motor driven vehicles, torque is precisely allocated to each motor, solving the problem of energy loss caused by motor operating temperature, and achieving a reduction in overall vehicle energy loss and an improvement in vehicle stability.
Patent Information
- Application Number
- CN202611533557.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-09-30
- Publication Date
- 2026-11-03
AI Technical Summary
The energy loss problem in existing multi-motor driven vehicles is mainly due to the insufficient consideration of the influence of motor operating temperature, which means that energy loss still needs to be reduced.
By determining the target temperature efficiency spectrum based on the motor's current temperature and multiple preset temperature efficiency spectra, and combining the motor's current speed and total required torque, torque is precisely allocated to each motor to ensure that the motor operates in a temperature range with higher efficiency.
While ensuring the vehicle's power output, it reduces the vehicle's energy loss, avoids sudden torque changes, and improves the vehicle's stability and ride comfort.
Smart Images
Figure CN123025658A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to a motor torque distribution method, system, and target vehicle. Background Technology
[0002] Currently, the powertrain systems of multi-motor driven vehicles typically employ two or more motors, each independently outputting torque. To reduce energy loss while meeting the vehicle's power requirements, the torque of each motor is allocated based on a two-dimensional efficiency graph relating motor speed and torque.
[0003] However, energy loss is not only related to the speed and torque of the motor, but also to the operating temperature of the motor. Therefore, the energy loss of vehicles still needs to be reduced. Summary of the Invention
[0004] This application provides a motor torque distribution method, system, and target vehicle, aiming to ensure the power output of the vehicle while effectively reducing the energy loss of the vehicle.
[0005] In a first aspect, embodiments of this application provide a motor torque distribution method, including: Based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, determine the target temperature efficiency map corresponding to the current temperature. The preset temperature efficiency maps are used to characterize the correspondence between the motor speed, torque and efficiency at different temperatures. Based on the current speed and target temperature efficiency profile of the target motor, the total torque required by the target vehicle is distributed to each target motor. Specifically, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles, the target temperature efficiency profile corresponding to the current temperature is determined, including: The preset temperature efficiency spectrum corresponding to the temperature that matches the current temperature from at least two preset temperature efficiency spectra is determined as the target temperature efficiency spectrum corresponding to the current temperature. Alternatively, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles, determine the target temperature efficiency profile corresponding to the current temperature, including: If the current temperature is between the temperatures corresponding to two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature.
[0006] Optionally, based on the current speed and target temperature efficiency profile of the target motors, the total torque demand of the target vehicle is allocated to each target motor, including: Based on the current driving conditions of the target vehicle, the current speed of the target motor, and the efficiency profile at the target temperature, the total torque required by the target vehicle is distributed to each target motor.
[0007] Optionally, the motor torque distribution method further includes: dividing the operating temperature range of the motor into multiple temperatures based on a preset temperature interval; calibrating the motor at each temperature to obtain at least two preset temperature efficiency profiles.
[0008] Optionally, the preset temperature interval is based on the vehicle's operating environment settings and / or the number of temperatures is determined based on the vehicle's operating environment.
[0009] Optionally, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles, a target temperature efficiency profile corresponding to the current temperature is determined, including: In efficiency mode, the target temperature efficiency map corresponding to the current temperature is determined based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps.
[0010] The motor torque distribution method also includes: in the case of inefficiency mode, based on the distribution requirements corresponding to the inefficiency mode, distributing the total torque required by the target vehicle to each target motor.
[0011] Optionally, the current temperature is the stator temperature of the target motor, which is obtained by a temperature sensor located at the stator of the target motor.
[0012] Secondly, embodiments of this application provide a motor torque distribution system, including a vehicle controller and a motor controller for a target motor. The vehicle controller is used to execute the motor torque distribution method in any of the above-described designs, and the motor controller is used to drive the target motor based on the distributed torque.
[0013] Thirdly, embodiments of this application provide a target vehicle including the above-described motor torque distribution system, or a vehicle for performing the motor torque distribution method provided in any of the above aspects.
[0014] Beneficial effects: In this embodiment, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, a target temperature efficiency map corresponding to the current temperature is determined. The preset temperature efficiency maps are used to characterize the correspondence between the motor's speed, torque, and efficiency at different temperatures. Based on the current speed of the target motor and the target temperature efficiency map, the total torque required by the target vehicle is allocated to each target motor. Determining the target temperature efficiency map corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps includes: identifying the preset temperature corresponding to the temperature matching the current temperature from the at least two preset temperature efficiency maps. The efficiency map is determined as the target temperature efficiency map corresponding to the current temperature; or, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, the target temperature efficiency map corresponding to the current temperature is determined, including: when the current temperature is between the temperatures corresponding to the two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature, so that the target temperature efficiency map is adapted to the current temperature of the target motor, thereby allowing each target motor to be adjusted to work in a higher efficiency range according to the current temperature, thereby reducing the energy loss of the whole vehicle while ensuring the power output of the whole vehicle. Attached Figure Description
[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a schematic flowchart of a motor torque distribution method provided in an exemplary embodiment of this application; Figure 2 This is a schematic diagram of a preset temperature efficiency graph provided in an exemplary embodiment of this application; Figure 3 This is another schematic flowchart of the motor torque distribution method provided in an exemplary embodiment of this application; Figure 4 This is a schematic diagram of the structure of the motor torque distribution system provided in an exemplary embodiment of this application; Figure 5 This is a schematic diagram of the target vehicle provided in an exemplary embodiment of this application. Detailed Implementation
[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0018] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.
[0019] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.
[0020] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not preclude applicability to or configuration to devices performing additional tasks or steps. Furthermore, the use of "based on" implies openness and inclusiveness, because a process, step, calculation, or other action "based on" one or more conditions or values may in practice be based on additional conditions or beyond those values.
[0021] In this application, the term "exemplary" is used to mean "serving as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.
[0022] On the one hand, this embodiment provides a motor torque distribution method, such as Figure 1 As shown, it includes: S101: Based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, determine the target temperature efficiency map corresponding to the current temperature; the preset temperature efficiency map is used to characterize the correspondence between the motor speed, torque and efficiency at different temperatures.
[0023] The target vehicle refers to a vehicle equipped with at least two target motors, such as a pure electric vehicle or a hybrid vehicle. The target motor refers to the drive motor in the target vehicle that participates in torque distribution. The number of target motors can be two, three, or four. The current temperature refers to the operating temperature of the target motor at the current moment. The preset temperature efficiency graph is a graph calibrated beforehand at a set temperature, showing the relationship between motor speed (first dimension), motor torque (second dimension), and motor efficiency (third dimension). Efficiency refers to the ratio of the motor's output power to its input power; higher efficiency means lower energy loss.
[0024] The target temperature efficiency map refers to the preset temperature efficiency map corresponding to the current temperature. For example, a preset temperature efficiency map s1 is obtained by calibration at temperature t1, and a preset temperature efficiency map s2 is obtained by calibration at temperature t2. The temperature corresponding to the preset temperature efficiency map s1 is temperature t1, and the temperature corresponding to the preset temperature efficiency map s2 is temperature t2. If the current temperature is temperature t1, then the target temperature efficiency map is the preset temperature efficiency map s1.
[0025] In one possible implementation, at least two preset temperature efficiency maps can be stored in a retrievable data area in the vehicle controller. During each torque distribution process, the vehicle controller can retrieve the corresponding preset temperature efficiency map from this data area based on the current temperature of the target motor.
[0026] In one possible implementation, the vehicle controller performs step S101 for each target motor. For example, if the target vehicle is a four-motor drive vehicle and the current temperatures of the four target motors are 30°C, 45°C, 60°C, and 75°C, the vehicle controller determines the corresponding target temperature efficiency map for each of the four target motors, thereby obtaining four independent target temperature efficiency maps.
[0027] In related technologies, establishing an efficiency graph solely at room temperature is insufficient to accurately reflect the efficiency characteristics of a motor at different temperatures, resulting in low accuracy of the determined higher efficiency range. For example, at low temperatures, the viscosity of the lubricating oil increases, leading to increased mechanical losses and a decrease in overall motor efficiency. Increased temperature increases the resistance of the motor stator windings, further increasing energy losses. Furthermore, increased temperature also leads to increased iron losses and field weakening losses. These effects vary depending on the motor type, speed range, and torque range. Therefore, establishing an efficiency graph solely at room temperature is insufficient to accurately reflect the efficiency characteristics of the target motor at different temperatures. This application addresses this issue by using at least two preset temperature efficiency graphs to cover different temperatures. This allows the influence of temperature on efficiency to be reflected when allocating torque based on the efficiency graph, thereby improving the accuracy of the allocated torque and reducing energy losses.
[0028] In some embodiments, the current temperature is the stator temperature of the target motor, which is acquired by a temperature sensor located at the stator of the target motor.
[0029] Stator temperature refers to the temperature of the stator windings of the target motor. A temperature sensor is a sensor installed on the stator of the target motor to collect stator temperature signals.
[0030] In one possible implementation, each target motor is equipped with an independent temperature sensor, and the stator temperature signals collected by each temperature sensor are uploaded to the vehicle controller via the Controller Area Network (CAN) bus.
[0031] In this embodiment, the current temperature is the stator temperature of the target motor. The stator temperature is collected by a temperature sensor located at the stator of the target motor. Compared with the method of estimating a single temperature or multiple target motors sharing the same temperature signal, this method can avoid temperature acquisition deviations caused by different actual heating conditions of each target motor. Furthermore, since the stator temperature can directly reflect the heating condition of the motor windings and is directly related to the copper loss of the motor, using the stator temperature as the basis for selecting the efficiency spectrum can make the determined target temperature efficiency spectrum closer to the efficiency characteristics of the target motor under actual operating conditions, thereby improving the accuracy of torque distribution.
[0032] In some embodiments, the motor torque distribution method further includes: dividing the operating temperature range of the motor into multiple temperatures based on a preset temperature interval; calibrating the motor at each temperature to obtain at least two preset temperature efficiency profiles.
[0033] The operating temperature range refers to the temperature range within which the motor can operate normally on the target vehicle. The preset temperature interval refers to the temperature difference between two adjacent temperatures.
[0034] In one possible implementation, the calibration process can be performed on a motor test bench: the operating temperature range of the motor is divided into multiple temperatures. First, the motor is controlled at one of the temperatures. Then, the motor is controlled to run at different speeds and different torques, and the input power and output power are collected. Based on the input power and output power, the efficiency corresponding to each speed and each torque is calculated. Based on the efficiency corresponding to each speed and each torque and the temperature, a preset temperature efficiency map corresponding to that temperature is created. Next, the motor is controlled at a new temperature, and the steps of controlling the motor to run at different speeds and different torques are repeated until the preset temperature efficiency maps corresponding to all temperatures are obtained.
[0035] For example, the operating temperature range of the motor can be -20℃ to 100℃, and the preset temperature interval can be 20℃. Based on this, seven temperatures can be defined: -20℃, 0℃, 20℃, 40℃, 60℃, 80℃, and 100℃. Seven preset temperature efficiency charts can then be calibrated for each of these seven temperatures. For instance, when the temperature is divided into T1, Tn, and TN, the preset temperature efficiency charts could be as follows: Figure 2 As shown, from Figure 2 It can be seen that even with the same rotational speed and torque, the efficiency varies depending on the temperature.
[0036] In this embodiment, the operating temperature range of the motor is divided into multiple temperatures based on a preset temperature interval, and the motor is calibrated at each temperature to obtain at least two preset temperature efficiency maps. Since each preset temperature efficiency map is calibrated at the corresponding temperature, the process of establishing the efficiency map takes temperature as an independent dimension, so that the corresponding efficiency map can be called according to the actual temperature of the target motor.
[0037] In some embodiments, the preset temperature interval can be the same for vehicles used in different environments, and / or the number of temperatures can be the same.
[0038] In some embodiments, the preset temperature interval is based on the vehicle's operating environment settings and / or the number of temperatures is determined based on the vehicle's operating environment.
[0039] For example, for motors in vehicles used in normal environments, three nodes can be set in the low-temperature range: -20℃, -10℃, and 0℃; two nodes can be set in the normal temperature range: 20℃ and 40℃; and three nodes can be set in the high-temperature range: 60℃, 80℃, and 100℃, for a total of eight temperatures. The interval between adjacent nodes is t=20℃ or t=10℃. For motors in vehicles used in extremely cold regions, low-temperature temperatures such as -30℃ and -40℃ can be added to improve the matching accuracy in the low-temperature range. For motors in vehicles used in high-temperature regions or under long-term high-load conditions, the preset temperature interval in the high-temperature range can be reduced to 10℃, for example, setting 50℃, 60℃, 70℃, 80℃, 90℃, and 100℃ in the high-temperature range.
[0040] It is understandable that when the preset temperature interval is set based on the vehicle's operating environment and / or the number of temperatures is determined based on the vehicle's operating environment, different preset temperature intervals and / or different numbers of temperatures can be set based on different operating environments. Then, based on setting different preset temperature intervals and / or different numbers of temperatures for each operating environment, the operating temperature range of the motor is divided into multiple temperatures. The motor is calibrated at these temperatures to obtain at least two preset temperature efficiency graphs corresponding to each operating environment.
[0041] For example, the operating environment includes operating environment d1 and operating environment d2. The preset temperature interval set for operating environment d1 is temperature interval c1, and the preset temperature interval set for operating environment d2 is temperature interval c2. Based on temperature interval c1, the operating temperature range of the motor is divided into multiple temperatures. The motor is calibrated at each of the multiple temperatures obtained, and at least two preset temperature efficiency spectra corresponding to operating environment d1 are obtained. Based on temperature interval c2, the operating temperature range of the motor is divided into multiple temperatures. The motor is calibrated at each of the multiple temperatures obtained, and at least two preset temperature efficiency spectra corresponding to operating environment d2 are obtained.
[0042] When there are at least two preset temperature efficiency maps corresponding to each usage environment, the at least two preset temperature efficiency maps corresponding to the current usage environment can be determined from the at least two preset temperature efficiency maps corresponding to each usage environment based on the current usage environment of the target vehicle. Then, based on the current temperature and the at least two preset temperature efficiency maps corresponding to the current usage environment, the target temperature efficiency map corresponding to the current temperature can be determined.
[0043] Optionally, preset temperature intervals and / or the number of temperatures can be set based on accuracy requirements.
[0044] In this embodiment, the preset temperature interval is set based on the vehicle's operating environment and / or the number of temperatures is determined based on the vehicle's operating environment. When the operating environment is different, the temperature will be different and / or the load will be different, which will cause the operating temperature range of the motor to change. Therefore, adjusting the number or interval of temperatures based on the operating environment can improve the matching accuracy of the temperature range without increasing the storage and computing burden, making the target temperature efficiency map more consistent with the actual temperature of the target motor in a specific operating environment, and further improving the accuracy of torque distribution.
[0045] In some embodiments, determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: The preset temperature efficiency spectrum corresponding to the temperature that matches the current temperature from at least two preset temperature efficiency spectra is determined as the target temperature efficiency spectrum corresponding to the current temperature.
[0046] Among them, the temperature that matches the current temperature refers to the temperature that meets the preset matching conditions among the temperatures corresponding to at least two preset temperature efficiency charts.
[0047] In one possible implementation, the preset matching conditions may include: the temperature being the same as the current temperature; or, the temperature being the temperature with the smallest difference from the current temperature among at least two preset temperature efficiency maps. For example, if the preset temperature efficiency maps correspond to temperatures of -20℃, 0℃, 20℃, 40℃, 60℃, 80℃, and 100℃, and the current temperature is 38℃, then the temperature with the smallest difference from 38℃ is 40℃. In this case, the preset temperature efficiency map corresponding to 40℃ is determined as the target temperature efficiency map. Alternatively, if the current temperature is 20℃, the preset temperature efficiency map corresponding to 20℃ is determined as the target temperature efficiency map.
[0048] In this embodiment of the application, the preset temperature efficiency spectrum corresponding to the temperature that matches the current temperature in at least two preset temperature efficiency spectra is determined as the target temperature efficiency spectrum corresponding to the current temperature. Since the matching process only selects from the existing preset temperature efficiency spectra, no additional spectrum calculation is required. Therefore, the computational load of this method is small, which improves the determination efficiency of the target temperature efficiency spectrum and thus improves the efficiency of torque distribution.
[0049] In some embodiments, determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: If the current temperature is between the temperatures corresponding to two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature.
[0050] In this system, the temperatures corresponding to the two preset temperature efficiency maps are adjacent temperatures. For example, the preset temperature efficiency maps correspond to temperatures of -20℃, 0℃, and 20℃, respectively. The current temperature is -8℃, which is between -20℃ and 0℃. The preset temperature efficiency map corresponding to -20℃ and the preset temperature efficiency map corresponding to 0℃ are linearly interpolated to obtain the target temperature efficiency map corresponding to the current temperature.
[0051] In this embodiment of the application, when the current temperature is between the temperatures corresponding to two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature. Since the interpolation process utilizes the efficiency characteristics of two adjacent temperatures, a temperature efficiency map that is compatible with the current temperature can be obtained even when the preset temperature interval is large, thereby reducing the number of temperatures that need to be calibrated while ensuring matching accuracy.
[0052] S102: Based on the current speed and target temperature efficiency map of the target motor, the total torque required by the target vehicle is distributed to each target motor.
[0053] Here, "current speed" refers to the rotor speed of the target motor at the current moment. "Total torque demand" refers to the sum of the torques that all the target motors need to output together to meet the current power demands of the target vehicle.
[0054] In one possible implementation, the total torque required by the target vehicle can be determined based on the target vehicle's operating status information. The operating status information may include at least one of the following: brake pedal opening, accelerator pedal opening, gear position signal, vehicle speed, and wheel speed signal.
[0055] For ease of description, the torque allocated to each target motor will be referred to as the target torque.
[0056] In one possible approach, the overall efficiency of multiple target motors can be satisfied with a preset efficiency condition. Under the condition that the total required torque remains unchanged, the total required torque is distributed to each target motor. The preset efficiency condition can be the highest efficiency, so that the overall efficiency is the highest when each target motor is controlled based on the target torque.
[0057] For example, the vehicle controller can determine candidate torque combinations, which include candidate torques for each target motor. For each candidate torque combination, the efficiency of each target motor under the candidate torque is determined based on the current speed of each target motor and its respective target temperature efficiency spectrum. The efficiency of each motor is added together to obtain the overall efficiency under the candidate torque combination. The candidate torque combination that meets the preset efficiency conditions is determined as the torque combination for this application. In other words, the candidate torque in the candidate torque combination that meets the preset efficiency conditions is the target torque.
[0058] In one feasible approach, the overall energy loss of the target vehicle can be satisfied with a preset energy loss condition. Under the condition that the total required torque remains unchanged, the total required torque can be distributed to each target motor. The preset energy loss condition can be to minimize energy loss, so that when each target motor is controlled based on the target torque, the energy loss is minimized.
[0059] For example, the vehicle controller can determine candidate torque combinations, which include candidate torques for each target motor. For each candidate torque combination, the efficiency of each target motor under the candidate torque is determined based on the current speed of each target motor and its respective target temperature efficiency spectrum. The output power of the target motor is determined based on the candidate torque and the current speed. The power loss of the target motor is determined based on the input power and output power of the target motor. The power losses of each target motor are added together to obtain the overall vehicle energy loss under the candidate torque combination. The candidate torque combination that meets the preset energy loss conditions is determined as the torque combination for this application. In other words, the candidate torque in the candidate torque combination that meets the preset energy loss conditions is the target torque.
[0060] In one possible implementation, the vehicle controller can iterate through the torque distribution ratio combinations of each target motor, determine the candidate torque for each target motor for each torque distribution ratio combination, and determine the efficiency of each target motor under the candidate torque based on the current speed of each target motor and its respective target temperature efficiency spectrum. Based on the efficiency, the current torque distribution ratio combination is determined from the torque distribution ratio combinations, and the candidate torque determined based on the current torque distribution ratio combination is the target torque.
[0061] While related technologies consider temperature when allocating torque, they only use temperature as a single trigger signal for motor over-temperature protection. That is, when the motor temperature exceeds a set threshold, the protection logic to reduce torque is executed. This type of solution is a reactive protection measure, inherently containing response delays in its control chain. Furthermore, reduced torque leads to a decline in power performance, resulting in sluggish acceleration and difficulty climbing hills. The torque reduction process can also cause sudden torque changes, leading to vehicle jerking, instability, and reduced ride comfort. Additionally, it can result in insufficient load on high-efficiency motors at low temperatures and excessive load on inefficient motors at high temperatures, leading to energy waste.
[0062] In this embodiment, the current temperature of each target motor is used as the basis for selecting the temperature efficiency spectrum. By determining the target temperature efficiency spectrum corresponding to the current temperature from at least two preset temperature efficiency spectra, the preset temperature efficiency spectrum used to characterize the relationship between speed, torque and efficiency is adapted to the current temperature of the target motor. Then, by combining the current speed of the target motor and the target efficiency spectrum, the total torque required by the target vehicle is distributed to each target motor. This allows each target motor to be adjusted to work in a higher efficiency range according to its current temperature. This not only reduces the energy loss of the vehicle while ensuring the power output of the whole vehicle, but also avoids sudden torque changes, thereby avoiding vehicle jerking, improving vehicle stability and motor thermal stability, and thus improving driving comfort.
[0063] In some embodiments, the total torque demand of the target vehicle is allocated to each target motor based on the current speed and target temperature efficiency profile of the target motor, including: Based on the current driving conditions of the target vehicle, the current speed of the target motor, and the efficiency profile at the target temperature, the total torque required by the target vehicle is distributed to each target motor.
[0064] The current driving condition refers to the current driving state of the target vehicle. Different driving conditions correspond to different torque distribution requirements. For example, the current driving condition may include one of the following: high-speed cruising condition, urban low-speed condition, hill climbing condition, rapid acceleration condition, and off-road condition. This application embodiment does not limit the specific driving condition.
[0065] In one feasible approach, operating condition constraints can be determined based on the current driving conditions, and the total torque required by the target vehicle can be distributed to each target motor according to the operating condition constraints and based on the current speed and target temperature efficiency profile of the target motor.
[0066] For example, under high-speed cruising conditions, torque can be preferentially allocated to the target motor with higher efficiency. In this case, the operating condition constraint is that in the final allocation of target torque, the target torque of the target motor with higher efficiency must be higher than the target torque of other motors. The current efficiency of the target motor can be determined from the target temperature efficiency map based on the current speed and current torque of the target motor, and the target motor with higher efficiency can be determined from the target motors based on the current efficiency.
[0067] For example, in the case of climbing, the output torque of each target motor can be made more balanced to avoid some target motors running at high load for a long time and the temperature rising rapidly. In this case, the working condition constraint can be that the difference between each target torque in the final distribution of target torque must be less than a preset difference threshold.
[0068] For example, under rapid acceleration conditions, torque can be preferentially allocated to the target motor with the faster response speed. In this case, the operating condition constraint can be that in the final allocation of target torque, the target torque of the target motor with the faster response speed must be higher than the target torque of other motors.
[0069] For example, in off-road conditions, the road adhesion coefficient can be determined by combining wheel speed signals. In this case, the working condition constraint is the road adhesion coefficient.
[0070] In this embodiment, based on the current driving conditions of the target vehicle, the current speed of the target motor, and the efficiency map of the target temperature, the total torque required by the target vehicle is allocated to each target motor, realizing multi-motor adaptive torque allocation under all temperature range and all operating conditions. Since different driving conditions have different requirements for power response, load balancing, and road adhesion, the torque allocation is further determined by combining driving conditions with temperature to participate in efficiency determination. This can avoid the phenomenon of efficiency reduction and passive torque reduction caused by long-term high load heating of a single or partial motor, while ensuring continuous power output and timely response, and achieving coordinated optimization of power performance and energy consumption level.
[0071] In some embodiments, determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: In efficiency mode, the target temperature efficiency map corresponding to the current temperature is determined based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps.
[0072] The motor torque distribution method also includes: in the case of inefficiency mode, based on the distribution requirements corresponding to the inefficiency mode, distributing the total torque required by the target vehicle to each target motor.
[0073] Efficiency mode refers to a control mode that uses the overall efficiency of the vehicle as the target for torque distribution. Inefficiency mode refers to a control mode that uses requirements other than overall efficiency as the target for torque distribution. For example, inefficiency mode can include power priority mode and stability priority mode; in power priority mode, the distribution requirement can include prioritizing power response needs, such as allocating torque primarily to the target motor with the fastest torque response; in stability priority mode, the distribution requirement can include balancing the load among the target motors. The user can select these control modes through the onboard terminal.
[0074] In this embodiment, in efficiency mode, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, a target temperature efficiency map corresponding to the current temperature is determined. Based on the current speed of the target motor and the target temperature efficiency map, the total torque required by the target vehicle is allocated to each target motor. In non-efficiency mode, the total torque required is allocated based on the allocation requirements corresponding to the non-efficiency mode. Since the targets of different control modes are not the same, the corresponding allocation criteria are adopted according to the control mode, which can meet the user's needs for efficiency, power response or driving stability and improve the flexibility of torque allocation.
[0075] The following is based on Figure 3 The method for motor torque distribution provided in this application embodiment is further described below. The vehicle controller of the target vehicle acquires the stator temperature and operating status information of each target motor. Based on the operating status information, it determines the current driving condition and the total torque requirement. Based on the stator temperature and at least two preset temperature efficiency maps, it determines the target temperature efficiency map corresponding to the stator temperature. Based on the current speed of the target motor and the target temperature efficiency map, it divides the total torque requirement of the target vehicle to obtain the target torque that meets the preset efficiency conditions. The vehicle controller generates a torque control command based on the target torque and sends the torque control command to the motor controller. The motor controller drives the target motor based on the torque control command. The motor controller collects operating parameters such as the stator temperature, current speed, and actual output torque of the target motor and feeds them back to the vehicle controller. After receiving the feedback parameters, the vehicle controller repeats the above steps according to the control cycle (e.g., 10ms to 20ms) to achieve real-time torque distribution updates and realize adaptive closed-loop control.
[0076] As can be seen from the above, in this embodiment, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, a target temperature efficiency map corresponding to the current temperature is determined. The preset temperature efficiency maps are used to characterize the correspondence between the motor's speed, torque, and efficiency at different temperatures. Based on the current speed of the target motor and the target temperature efficiency map, the total torque required by the target vehicle is allocated to each target motor. Specifically, determining the target temperature efficiency map corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps includes: assigning the preset temperature efficiency map corresponding to the temperature matching the current temperature from the at least two preset temperature efficiency maps. A temperature efficiency map is established and determined as the target temperature efficiency map corresponding to the current temperature; or, based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, the target temperature efficiency map corresponding to the current temperature is determined, including: when the current temperature is between the temperatures corresponding to the two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature, so that the target temperature efficiency map is adapted to the current temperature of the target motor, thereby allowing each target motor to be adjusted to work in a higher efficiency range according to the current temperature, thereby reducing the energy loss of the entire vehicle while ensuring the power output of the entire vehicle.
[0077] In some embodiments, this embodiment provides a motor torque distribution system, such as... Figure 4 As shown, the system includes a vehicle controller 401 and a motor controller 402 for the target motor. The vehicle controller 401 and the motor controller 402 are communicatively connected. The vehicle controller 401 is used to execute any of the above-mentioned motor torque distribution methods, and the motor controller 402 is used to drive the target motor based on the distributed torque.
[0078] The vehicle controller 401 is a control component that performs torque distribution calculations and issues torque commands to each motor controller 402. The motor controller 402 is a control component that converts the torque commands issued by the vehicle controller 401 into drive signals to drive the target motor to output the corresponding torque.
[0079] In one possible implementation, the vehicle controller includes a working condition identification module, an efficiency matching module, a torque demand decomposition module, and a command output module. The working condition identification module is used to determine the current driving condition and the total torque demand. The efficiency matching module is used to determine the target temperature efficiency map corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps. The torque demand decomposition module is used to decompose the total torque demand of the target vehicle into individual target torques based on the current speed of the target motor and the target temperature efficiency map. The command output module is used to generate torque control commands based on the target torques and send the torque control commands to the motor controller.
[0080] In one possible implementation, the motor torque distribution system includes a vehicle controller 401, a motor controller 402, a temperature sensor 403, a vehicle speed sensor 404, a wheel speed sensor 405, and a bus 406 (the bus could be, for example, a Controller Area Network (CAN)). The vehicle controller 401 is communicatively connected to each motor controller 402, each temperature sensor 403, each vehicle speed sensor 404, and each wheel speed sensor 405 via the bus 406. Each motor controller 402 is electrically connected to its corresponding target motor.
[0081] In one possible implementation, there can be at least two target motors, and there can be four motor controllers 402. The four motor controllers 402 are a first motor controller 4021, a second motor controller 4022, a third motor controller 4023, and a fourth motor controller 4024, and each of the first motor controller 4021, the second motor controller 4022, the third motor controller 4023, and the fourth motor controller 4024 controls one target motor.
[0082] In one possible implementation, there can be four temperature sensors 403, designated as a first temperature sensor 4031, a second temperature sensor 4032, a third temperature sensor 4033, and a fourth temperature sensor 4034. These four sensors are respectively located at the stators of four target motors to collect the stator temperature of the corresponding target motors. A vehicle speed sensor 404 collects vehicle speed signals, and a wheel speed sensor 405 collects wheel speed signals. A bus 406 is used to realize signal transmission between various components within the motor torque distribution system.
[0083] In one implementation, the vehicle controller 401 establishes signal connections via bus 406 with the first temperature sensor 4031, the second temperature sensor 4032, the third temperature sensor 4033, the fourth temperature sensor 4034, the vehicle speed sensor 404, and the wheel speed sensor 405 to receive stator temperature signals, vehicle speed signals, and wheel speed signals collected by each sensor. The vehicle controller 401 also establishes bidirectional communication connections via bus 406 with the first motor controller 4021, the second motor controller 4022, the third motor controller 4023, and the fourth motor controller 4024 to issue torque commands to each motor controller 402 and receive feedback from each motor controller 402 regarding the current temperature, current speed, and actual output torque of the target motor.
[0084] In some embodiments, the motor torque distribution system has a universal architecture: in a dual-motor drive scenario, the first motor controller 4021, the second motor controller 4022, and the first temperature sensor 4031 and the second temperature sensor 4032 are activated; in a three-motor drive scenario, a third motor controller 4023 and a third temperature sensor 4033 are added; in a four-motor drive scenario, all motor controllers 402 and all temperature sensors 403 are simultaneously operational. In all the above implementation scenarios, the hardware connection relationships and signal interaction logic remain unchanged.
[0085] This embodiment also provides a target vehicle, including the above-described motor torque distribution system, or a motor torque distribution method for performing any of the above-described methods. Figure 5 The diagram shown is a schematic diagram of the architecture of a target vehicle 5000 provided in an embodiment of this application.
[0086] This application also provides a computer-readable storage medium storing instructions that, when executed by a processor, configure the processor to perform the above-described motor torque distribution method.
[0087] 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 embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
[0088] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.
[0089] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.
[0090] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.
[0091] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.
[0092] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.
[0093] Computer-readable media include both permanent and non-permanent, removable and non-removable media, which can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) 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 transient media, such as modulated communication signals and carrier waves.
[0094] This application also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the motor torque distribution method provided in this application.
[0095] This application also provides a controller that stores a computer program or instructions, which, when executed by a processor, implements the motor torque distribution method provided in this application.
[0096] It should be noted that, in the data processing stage, the technical solution of this application has strictly limited the scope of data collection to the minimum necessary to achieve the technical objectives, preventing the acquisition of irrelevant information. For any user information to be collected, the data subject will be clearly informed and their consent obtained. Furthermore, technologies such as encrypted storage and access control are employed to strengthen data security and ensure the security and compliance of the entire data processing process. The technical model and decision-making mechanism are based on objective technical parameters and do not introduce unnecessary parameters such as gender or age that may lead to discrimination, resolutely eliminating algorithmic discrimination and upholding public order and good morals. In addition, the specification fully describes the technical implementation methods, application scenarios, and compliance protection details. The claims are consistent with the content of the specification, key compliance designs are clear and verifiable, and the overall technical design is guided by the protection of public interests and adherence to social ethics, without any circumstances that harm public interests or violate public order and good morals.
[0097] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.
[0098] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.
[0099] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.
Claims
1. A method for distributing motor torque, characterized in that, include: Based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps, the target temperature efficiency map corresponding to the current temperature is determined. The preset temperature efficiency map is used to characterize the correspondence between the motor speed, torque and efficiency at different temperatures. Based on the current speed of the target motor and the target temperature efficiency profile, the total torque required by the target vehicle is allocated to each of the target motors; The step of determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: The preset temperature efficiency spectrum corresponding to the temperature that matches the current temperature in the at least two preset temperature efficiency spectra is determined as the target temperature efficiency spectrum corresponding to the current temperature; Alternatively, determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: If the current temperature is between the temperatures corresponding to two preset temperature efficiency maps, linear interpolation is performed on the two preset temperature efficiency maps to obtain the target temperature efficiency map corresponding to the current temperature.
2. The method according to claim 1, characterized in that, The process of allocating the total torque required by the target vehicle to each of the target motors based on the current speed of the target motor and the target temperature efficiency profile includes: Based on the current driving conditions of the target vehicle, the current speed of the target motor, and the target temperature efficiency profile, the total torque required by the target vehicle is distributed to each of the target motors.
3. The method according to claim 1, characterized in that, The method further includes: Based on preset temperature intervals, the operating temperature range of the motor is divided into multiple temperatures; The motor was calibrated at the stated temperatures to obtain at least two preset temperature efficiency graphs.
4. The method according to claim 3, characterized in that, The preset temperature interval is set based on the vehicle's operating environment and / or the number of temperatures is determined based on the vehicle's operating environment.
5. The method according to claim 1, characterized in that, The step of determining the target temperature efficiency profile corresponding to the current temperature based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency profiles includes: In efficiency mode, the target temperature efficiency map corresponding to the current temperature is determined based on the current temperature of each target motor in the target vehicle and at least two preset temperature efficiency maps. The method further includes: in the case of an inefficient mode, distributing the total required torque of the target vehicle to each of the target motors based on the allocation requirements corresponding to the inefficient mode.
6. The method according to any one of claims 1-5, characterized in that, The current temperature is the stator temperature of the target motor, which is obtained by a temperature sensor located at the stator of the target motor.
7. A motor torque distribution system, characterized in that, The vehicle controller includes a vehicle controller and a target motor, the vehicle controller being configured to perform the motor torque distribution method as described in any one of claims 1-6, and the motor controller being configured to drive the target motor based on the distributed torque.
8. A target vehicle, characterized in that, Includes the motor torque distribution system as described in claim 7, or is used to perform the motor torque distribution method as described in any one of claims 1-6.