CN114851860A - Torque distribution method and device of double-motor electric automobile and electronic equipment - Google Patents

Torque distribution method and device of double-motor electric automobile and electronic equipment Download PDF

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Publication number
CN114851860A
CN114851860A CN202210680402.5A CN202210680402A CN114851860A CN 114851860 A CN114851860 A CN 114851860A CN 202210680402 A CN202210680402 A CN 202210680402A CN 114851860 A CN114851860 A CN 114851860A
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China
Prior art keywords
torque
motor
current
preset
driving
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CN202210680402.5A
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Inventor
林彬
吴清平
邵迪迪
王楠
李亭亭
曹斌
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Neusoft Reach Automotive Technology Shenyang Co Ltd
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Neusoft Reach Automotive Technology Shenyang Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a torque distribution method and device of a double-motor electric automobile and electronic equipment, the method is to carry out online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition, and accords with the torque requirements of front and rear motors in the actual driving process of the vehicle, can ensure the minimum electric power consumption of the motor, the maximum electric power feedback of the motor or the optimal dynamic performance of the motor according to the requirements of users, meanwhile, the torque limitation is carried out, the safety of the whole vehicle can be ensured, namely the torque distribution method of the invention can ensure the safety of the whole vehicle, the economy (namely the minimum electric power consumption of the motor and the maximum electric power feedback of the motor) and the dynamic performance of the whole vehicle are ensured according to the requirements, so that the requirements of users on the economy and the dynamic performance of the double-motor electric vehicle are met.

Description

Torque distribution method and device of double-motor electric automobile and electronic equipment
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a torque distribution method and device of a double-motor electric automobile and electronic equipment.
Background
In recent years, in order to meet the environmental challenges and energy pressure caused by the massive use of traditional fuel automobiles, more environment-friendly and energy-saving electric automobiles become a focus of attention of the whole society. In order to improve the endurance mileage of the pure electric vehicle, the dual-motor four-wheel drive electric vehicle is developed. The dual-motor four-wheel-drive pure electric vehicle has greater advantages in economy and dynamic property compared with a two-wheel-drive vehicle.
In the conventional double-motor electric automobile, during normal running, the torque distribution of front and rear motors is basically a fixed proportion or a plurality of adjustable fixed proportions, but in the actual running process, the torque requirements of the front and rear motors are not fixed, if the torque distribution is carried out by adopting the fixed proportion or the plurality of adjustable fixed proportions, the torque required by the front and rear motors can not be distributed to the front and rear motors according to the principle of optimal economy, the lowest energy consumption of the whole automobile can not be ensured, the maximum energy recovery can not be realized, and the economy of the whole automobile can not be ensured. In addition, the scheme of torque distribution by adopting a fixed proportion or several adjustable fixed proportions cannot realize the optimal dynamic property of the whole vehicle and cannot ensure the safety of the whole vehicle.
In conclusion, the existing torque distribution scheme cannot guarantee the economy and the dynamic performance of the whole vehicle according to the requirement on the premise of guaranteeing the safety of the whole vehicle, namely cannot meet the requirements of users on the economy and the dynamic performance of the double-motor electric vehicle on the premise of safety.
Disclosure of Invention
In view of this, the present invention aims to provide a torque distribution method and apparatus for a dual-motor electric vehicle, and an electronic device, so as to solve the technical problem that the existing torque distribution scheme cannot guarantee the economy and the dynamic performance of the entire vehicle according to the requirement on the premise of ensuring the safety of the entire vehicle, that is, cannot meet the requirements of users on the economy and the dynamic performance of the dual-motor electric vehicle on the premise of safety.
In a first aspect, an embodiment of the present invention provides a torque distribution method for a dual-motor electric vehicle, including:
acquiring current driving parameters of the double-motor electric automobile, and calculating the current required torque of the double-motor electric automobile based on the current driving parameters;
smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque;
performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted;
and carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor.
In an embodiment of the present invention, a torque distribution method for a dual-motor electric vehicle is provided, including: acquiring current driving parameters of the dual-motor electric automobile, and calculating the current required torque of the dual-motor electric automobile based on the current driving parameters; smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque; performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted; and carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor. It can be known from the above description that the torque distribution method of the present invention performs online real-time torque distribution on the smoothed current required torque according to the preset torque distribution strategy, the current driving mode and the current driving condition, meets the torque requirements of the front and rear motors during the actual driving process of the vehicle, can ensure the minimum electric power consumption of the motor, the maximum electric power feedback of the motor or the optimal motor power property according to the user requirements, and simultaneously performs torque limitation, and can ensure the safety of the entire vehicle, that is, the torque distribution method of the present invention can ensure the economy (i.e. the minimum electric power consumption of the motor and the maximum electric power feedback of the motor) and the power property of the entire vehicle according to the requirements on the premise of ensuring the safety of the entire vehicle, thereby meeting the requirements of the user on the economy and the power property of the dual-motor electric vehicle, and relieving the premise that the existing torque distribution scheme cannot ensure the safety of the entire vehicle, the economic performance and the dynamic performance of the whole vehicle are ensured according to the requirements.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a torque distribution method for a dual-motor electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a torque distribution device for a dual-motor electric vehicle according to an embodiment of the present invention;
fig. 3 is a schematic diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The existing torque distribution method adopts a fixed proportion or a plurality of adjustable fixed proportions to distribute the torque of front and rear motors, cannot distribute the required torque to the front and rear motors according to the principle of optimal economy, cannot ensure the lowest energy consumption of the whole vehicle, cannot realize the maximum energy recovery, cannot realize the optimal dynamic property of the whole vehicle, and cannot ensure the safety of the whole vehicle. Namely, the existing torque distribution scheme can not ensure the economy and the dynamic property of the whole vehicle according to the requirement on the premise of ensuring the safety of the whole vehicle.
Based on the above, the torque distribution method of the invention performs online real-time torque distribution on the smoothed current required torque according to the preset torque distribution strategy, the current driving mode and the current driving condition, so as to meet the torque requirements of the front and rear motors in the actual driving process of the vehicle, ensure the minimum electric power consumption of the motor, the maximum electric power feedback of the motor or the optimal motor power property according to the user requirements, and simultaneously perform torque limitation, so as to ensure the safety of the whole vehicle.
To facilitate understanding of the embodiment, a detailed description will be given to a torque distribution method for a dual-motor electric vehicle disclosed in the embodiment of the present invention.
The first embodiment is as follows:
in accordance with an embodiment of the present invention, there is provided an embodiment of a method for torque distribution for a dual motor electric vehicle, where the steps illustrated in the flowchart of the drawings may be implemented in a computer system, such as a set of computer executable instructions, and where a logical order is illustrated in the flowchart, in some cases the steps illustrated or described may be performed in an order different than presented herein.
Fig. 1 is a flowchart of a torque distribution method of a dual motor electric vehicle according to an embodiment of the present invention, as shown in fig. 1, the method including the steps of:
step S102, obtaining current driving parameters of the double-motor electric automobile, and calculating current required torque of the double-motor electric automobile based on the current driving parameters;
in an embodiment of the present invention, the torque distribution method for a dual-motor electric vehicle may be applied to a vehicle control unit, where the current driving parameters at least include: the current accelerator pedal opening, the current brake pedal opening, and the current actual vehicle speed are described in detail below with respect to the process of calculating the current required torque.
In addition, the torque distribution method of the present invention is calculated every 10 milliseconds, and of course, the time of the above-described period is not particularly limited by the embodiment of the present invention.
Step S104, smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque;
the inventor considers that when the required torque between the two previous and next cycles is changed greatly, the driving feeling and the comfort of the driver are poor, so in order to improve the driving feeling and the comfort, the change of the calculated required torque of the whole vehicle needs to be ensured to be smooth, so that the torque change rate of the whole vehicle is limited, specifically, the current required torque is smoothed on the basis of a preset torque change rate limiting table, and the smoothed current required torque is obtained, which is described in detail below.
Step S106, performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted;
in the embodiment of the present invention, the driving mode is determined in the following manner:
powering on for the first time, wherein the driving mode is defaulted to an economic driving mode; powering on next time, wherein the driving mode is defaulted to the driving mode when powering off last time; specifically, when the SOC is lower than 15%, the driving mode is forced to enter the economic driving mode; when the SOC is higher than 15%, the actual vehicle speed is higher than 50km/h, and the change rate of an accelerator pedal is higher than 1/10ms, forcibly entering a power driving mode; under the condition that the two working conditions are not met, the driving mode is determined by the vehicle-mounted large screen signal (the driving mode selected by the driver through the vehicle-mounted large screen, namely an economical driving mode or a power driving mode).
The current driving condition includes any one of: the motor drives the running condition and the electric braking running condition.
Specifically, a target torque distribution strategy is determined in preset torque distribution strategies according to the current driving mode and the current driving working condition, and then online real-time torque distribution is carried out on the smoothed current required torque by adopting the target torque distribution strategy.
And S108, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor.
In order to ensure the safety of the whole vehicle, the inventor also adopts a preset torque limiting strategy to carry out torque limitation on the initial torque of the front motor and the initial torque of the rear motor so as to obtain the final target torque of the front motor and the final target torque of the rear motor, and the whole vehicle controller respectively sends the obtained target torque of the front motor and the obtained target torque of the rear motor to the front motor controller and the rear motor controller so that the front motor controller controls the front motor to work according to the target torque of the front motor and the rear motor controller controls the rear motor to work according to the target torque of the rear motor.
In an embodiment of the present invention, a torque distribution method for a dual-motor electric vehicle is provided, including: acquiring current driving parameters of the dual-motor electric automobile, and calculating the current required torque of the dual-motor electric automobile based on the current driving parameters; smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque; performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted; and carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor. It can be known from the above description that the torque distribution method of the present invention performs online real-time torque distribution on the smoothed current required torque according to the preset torque distribution strategy, the current driving mode and the current driving condition, meets the torque requirements of the front and rear motors during the actual driving process of the vehicle, can ensure the minimum electric power consumption of the motor, the maximum electric power feedback of the motor or the optimal motor power property according to the user requirements, and simultaneously performs torque limitation, and can ensure the safety of the entire vehicle, that is, the torque distribution method of the present invention can ensure the economy (i.e. the minimum electric power consumption of the motor and the maximum electric power feedback of the motor) and the power property of the entire vehicle according to the requirements on the premise of ensuring the safety of the entire vehicle, thereby meeting the requirements of the user on the economy and the power property of the dual-motor electric vehicle, and relieving the premise that the existing torque distribution scheme cannot ensure the safety of the entire vehicle, the economy and the dynamic property of the whole vehicle are ensured according to the requirements.
The foregoing description briefly introduces the torque distribution method of the dual-motor electric vehicle according to the present invention, and the details thereof will be described in detail.
In an optional embodiment of the present invention, the step S102, calculating the current required torque of the dual-motor electric vehicle based on the current driving parameter, specifically includes the following steps:
(1) the method comprises the steps of obtaining a current accelerator pedal opening degree, a current brake pedal opening degree and a current actual vehicle speed, and determining a current driving mode of the double-motor electric vehicle according to the accelerator pedal opening degree, the brake pedal opening degree and the actual vehicle speed, wherein the current driving mode comprises any one of the following modes: a creep mode, a coast mode, a brake mode, and a drive mode;
specifically, if the opening degree of an accelerator pedal and the opening degree of a brake pedal are both 0 and the actual vehicle speed is lower than 7, the current running mode of the dual-motor electric vehicle is a crawling mode; if the opening degree of an accelerator pedal and the opening degree of a brake pedal are both 0 and the actual speed is higher than 10, the current running mode of the dual-motor electric automobile is a sliding mode; if the opening degree of an accelerator pedal and the opening degree of a brake pedal are both 0 and the actual speed is between 7 and 10, the current running mode of the dual-motor electric automobile is the same as the running mode of the previous period; if the opening degree of the brake pedal is greater than 0 and the opening degree of the accelerator pedal is equal to 0, the current running mode of the dual-motor electric automobile is a braking mode; if the opening degree of the accelerator pedal is larger than 0 and the opening degree of the brake pedal is equal to 0, the current running mode of the dual-motor electric automobile is a driving mode.
(2) If the current running mode is a creeping mode, calculating the driving torque in the creeping mode by adopting a PID control algorithm according to the actual speed and the target speed, and determining the current required torque according to the creeping driving torque obtained by calculation and the preset creeping maximum driving torque;
specifically, the target vehicle speed is a set vehicle speed corresponding to a creep mode, the calculated creep driving torque is represented by f (Veh _ Spd), Veh _ Spd represents an actual vehicle speed, the preset creep maximum driving torque may be 60Nm, and the finally determined current required torque is: t is crp Min (60, f (Veh _ Spd)), that is, the current required torque is the smaller of the calculated creep drive torque and the preset creep maximum drive torque.
(3) If the current running mode is a sliding mode, determining a target sliding feedback torque table corresponding to the current sliding feedback gear in a preset sliding feedback torque table, and determining a target sliding feedback torque corresponding to the actual vehicle speed in the target sliding feedback torque table to further obtain the current required torque;
specifically, the sliding feedback gear can be set according to a vehicle-mounted large screen, three sliding feedback gears can be selected, namely a sliding feedback first gear (the maximum braking deceleration is not higher than 0.3g), a sliding feedback second gear (the maximum braking deceleration is not higher than 0.2g) and a sliding feedback third gear (the maximum braking deceleration is not higher than 0.15g), and the sliding feedback gear is defaulted as the sliding feedback first gear and can be adjusted among the three gears in the economic driving mode; under the power driving mode, the sliding feedback gear is defaulted to a sliding feedback first gear, and the sliding feedback gear cannot be adjusted.
In the embodiment of the present invention, the preset coasting feedback torque meter (which is a one-dimensional meter between the vehicle speed and the coasting feedback torque, obtained by advanced simulation and real vehicle calibration, and corresponding to different models of vehicles) includes: a sliding feedback torque meter corresponding to the sliding feedback first gear, a sliding feedback torque meter corresponding to the sliding feedback second gear and a sliding feedback torque meter corresponding to the sliding feedback third gear. Firstly, a target sliding feedback torque table (corresponding relation between the vehicle speed and the sliding feedback torque) corresponding to the current sliding feedback gear is determined in the preset sliding feedback torque table, then, a target sliding feedback torque corresponding to the actual vehicle speed is determined in the target sliding feedback torque table, and further the current required torque is obtained. Expressed as: tb _ crp ═ f (Veh _ Spd), and Veh _ Spd represents the actual vehicle speed.
(4) If the current running mode is the braking mode, acquiring energy feedback torque under the braking mode calculated by the chassis controller, and further acquiring current required torque;
specifically, the vehicle control unit reports the maximum energy recovery capacity to the chassis controller through the CAN bus in real time, the chassis controller calculates how much total braking torque is needed at the current time according to the opening degree of the brake pedal at the current time, then decouples the mechanical braking torque and the electric braking torque, and reports the calculated electric braking torque to the vehicle control unit, where the electric braking torque is the energy feedback torque in the braking mode, that is, the current required torque, and is expressed as: t is b_dec ＝T b_all -T b_mec Where Tb _ all represents the total braking torque, T b_mec Representing mechanical braking torque, T b_dec Representing the electric brake torque.
(5) And if the current running mode is the driving mode, determining a target driving torque table corresponding to the current driving mode in a preset driving torque table, and determining a target driving torque corresponding to the opening degree of an accelerator pedal and the actual vehicle speed in the target driving torque table so as to obtain the current required torque.
Specifically, the preset driving torque meter is a two-dimensional meter between the opening degree of an accelerator pedal and the vehicle speed and the driving torque, and is obtained through advanced simulation and real vehicle calibration, the meters corresponding to vehicles of different models are different, each vehicle comprises two preset driving torque meters (the two preset driving torque meters contained in the vehicles of the same model are the same), one is a driving torque meter corresponding to the economic driving mode, and the other is a driving torque meter corresponding to the power mode (the design principle is that the output torque of the power driving mode is higher than the output torque of the economic driving mode under the condition of the same vehicle speed and the same opening degree of the accelerator pedal). When the method is realized, a target driving torque table corresponding to the current driving mode is determined in a preset driving torque table, and then a target driving torque corresponding to the opening degree of an accelerator pedal and the actual vehicle speed is determined in the target driving torque table, so that the current required torque is obtained. Expressed as: t is acc F (acc, Veh _ Spd), acc denotes the accelerator opening degree, and Veh _ Spd denotes the actual vehicle speed.
In an optional embodiment of the present invention, in the step S014, the smoothing of the current required torque is performed based on a preset torque change rate limiting table, which specifically includes the following steps:
(1) determining a target torque change rate limiting table corresponding to the current driving mode and the current running working condition in a preset torque change rate limiting table;
specifically, the preset torque change rate limit table includes: the eco-drive mode, the first torque change rate limit table corresponding to the motor-drive running, the power drive mode, the second torque change rate limit table corresponding to the motor-drive running, and the third torque change rate limit table corresponding to the electric-brake running (at the time of the electric-brake running, the drive modes are not distinguished). And when the target torque change rate limiting table is realized, the corresponding target torque change rate limiting table is determined according to the current driving mode and the current running working condition.
The torque change rate limiting table is a two-dimensional table between the opening degree of an accelerator pedal, the vehicle speed and the torque change rate, is obtained through advanced simulation and real vehicle calibration, tables corresponding to vehicles of different models are different, and each vehicle comprises the three preset torque change rate limiting tables (the vehicles of the same model comprise the same three preset torque change rate limiting tables).
(2) Determining a target torque change rate corresponding to an accelerator opening and an actual vehicle speed in a target torque change rate limit table;
the target torque change rate may be a positive value or a negative value.
(3) The current limit torque is calculated from the target torque change rate and the previous smoothed required torque, and the smaller torque of the current limit torque and the current required torque is taken as the smoothed current required torque.
The previous smoothed required torque is the smoothed required torque calculated in the previous cycle, and for example, if 80 is obtained and the target torque change rate is-5, the calculated current limit torque (which is the sum of the target torque change rate and the previous smoothed required torque) is 80-5 to 75, and the smaller torque of the current limit torque and the current required torque is taken as the smoothed current required torque.
In an optional embodiment of the present invention, in the step S106, performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, the current driving mode, and the current driving condition, specifically includes the following steps:
(1) if the current driving mode is the economic driving mode and the current driving working condition is the motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the minimum electric power consumption of the motor to obtain the initial torque of the front motor and the initial torque of the rear motor;
in the eco-drive mode or the motor-driven travel, when the current demand torque after the smoothing is constant, the torque distribution of the front and rear motors is performed with the aim of minimizing the electric power consumption of the motors.
Specifically, the online real-time torque distribution is carried out on the smoothed current demand torque by adopting a torque distribution strategy with the minimum electric power consumption of the motor, and the online real-time torque distribution method comprises the following steps:
(11) acquiring a plurality of groups of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients, wherein the sum of each group of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients is 1;
for example, the plurality of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients may be: [0,1], [1/N, (N-1)/N ], [2/N, (N-2)/N ], …, [1,0 ].
(12) Calculating formula P according to electric power consumed by motor mot consumption ＝T req *β*n M1 /9550/η M1 drive +T req *(1-β)*n M2 /9550/η M2 drive Calculating the electric power consumption of the motor corresponding to each group of preset front motor driving torque distribution coefficient and rear motor driving torque distribution coefficient, wherein P is mot consumption Indicating the electric power consumed by the motor, T req Representing the smoothed current required torque, beta representing a current set of preset front motor drive torque distribution coefficients, n M1 Representing the current actual speed, eta, of the front machine M1 drive Representing the corresponding driving efficiency of the front motor under the current preset driving torque of the front motor and the current actual rotating speed of the front motor, wherein the current preset driving torque of the front motor is the product of the current group preset front motor driving torque distribution coefficient and the smoothed current demand torque, eta M1 drive For the driving efficiency corresponding to the current preset driving torque of the front motor and the current actual rotating speed of the front motor, which is determined in a first target driving efficiency table, the first target driving efficiency table is a driving efficiency table corresponding to the current bus voltage of the front motor, which is obtained based on the preset driving efficiency table, 1-beta represents the current group preset rear motor driving torque distribution coefficient, n M2 Representing the current actual speed, eta, of the rear machine M2 drive Representing the corresponding driving efficiency of the rear motor under the current preset driving torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset driving torque of the rear motor is the product of the current group preset rear motor driving torque distribution coefficient and the smoothed current demand torque, eta M2 drive For the current presetting of the rear motor determined in the second target driving efficiency tableThe second target driving efficiency table is a driving efficiency table which is obtained based on a preset driving efficiency table and corresponds to the current bus voltage of the rear motor;
the M1 denotes a front motor, and the M2 denotes a rear motor.
At P mot consumption ＝T req *β*n M1 /9550/η M1 drive +T req *(1-β)*n M2 /9550/η M2 drive In, P mot consumption The electric power consumed by the motor is a dependent variable, T req Representing the smoothed current demand torque, calculated as described above, i.e. known, beta represents the current set of preset pre-motor drive torque distribution coefficients, which are preset, and n M1 It is known to indicate the current actual speed of the front motor, which the front motor controller sends to the vehicle control unit.
η M1 drive And the driving efficiency of the front motor corresponding to the current preset driving torque of the front motor and the current actual rotating speed of the front motor is represented, and the value needs to be calculated. The current preset driving torque of the front motor is the product of the current group preset driving torque distribution coefficient of the front motor and the smoothed current required torque, eta M1 drive The first target driving efficiency table is a driving efficiency table corresponding to the current bus voltage of the front motor obtained based on a preset driving efficiency table, and is the driving efficiency corresponding to the current preset driving torque of the front motor and the current actual rotating speed of the front motor determined in the first target driving efficiency table. The driving efficiency tables corresponding to different bus voltages are different, the preset driving efficiency table is generally a driving efficiency table corresponding to several bus voltages (preset bus voltages), for example, the driving efficiency table corresponding to 400V, the driving efficiency table corresponding to 500V, and the driving efficiency table corresponding to 600V (these tables are obtained through experiments performed by a motor controller), if the current bus voltage of the previous motor is 450V, linear interpolation needs to be performed through the driving efficiency table corresponding to 400V and the driving efficiency table corresponding to 500V, so as to obtain the driving efficiency table corresponding to 450V, and then the driving efficiency table corresponding to 450V (a two-dimensional table between torque, rotation speed and driving efficiency) is searched to obtain the driving efficiency table corresponding to 450VThe motor currently preset driving torque (the product of the current motor driving torque distribution coefficient preset by the current group and the smoothed current required torque) and the driving efficiency corresponding to the current actual rotating speed of the front motor.
The related parameters in the rear motor are similar to those of the front motor, and are not described in detail herein.
As can be seen from the above description, each set of the front motor driving torque distribution coefficient and the rear motor driving torque distribution coefficient corresponds to one motor consumed electric power, so that a plurality of motor consumed electric powers can be obtained, and in the above calculation formula, β is an independent variable, and each β corresponds to one P mot consumption 。
(13) Determining minimum motor consumption electric power in the plurality of calculated motor consumption electric powers, and determining a target front motor driving torque distribution coefficient and a target rear motor driving torque distribution coefficient corresponding to the minimum motor consumption electric power;
specifically, at a plurality of P mot consumption To determine a minimum P mot consumption And determining the minimum P mot consumption And determining a corresponding target front motor driving torque distribution coefficient beta, and further determining a target rear motor driving torque distribution coefficient 1-beta.
(14) And calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
Specifically, the front motor initial torque is the smoothed current required torque and the target front motor driving torque distribution coefficient, and the rear motor initial torque is the smoothed current required torque and the target rear motor driving torque distribution coefficient.
Before starting the vehicle, the rotation speed of the front and rear motors is 0rpm, so that the consumed electric power of the motors at the beginning of starting cannot be calculated, and after the default starting of the rear motors, the real-time online calculation of the initial torque of the front and rear motors is performed according to the above process.
(2) If the current running working condition is an electric braking running working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the maximum motor feedback electric power to obtain a front motor initial torque and a rear motor initial torque;
in the case of electric brake driving (both the eco-drive mode and the power drive mode are available), the feedback torque distribution of the front and rear motors is performed with the motor feedback electric power at the maximum target, in the case where the current demand torque after the smoothing is constant.
Specifically, the online real-time torque distribution is performed on the smoothed current required torque by adopting a torque distribution strategy with the maximum motor feedback electric power, and the online real-time torque distribution method comprises the following steps:
(21) acquiring a plurality of groups of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein the sum of each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients is 1;
for example, the multiple preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients may be: [0,1], [1/M, (M-1)/M ], [2/M, (M-2)/M ], …, [1,0 ].
(22) Calculating formula P according to feedback electric power of motor mot feedback ＝T req *γ*n M1 /9550*η M1 feedback +T req *(1-γ)*n M2 /9550*η M2 feedback Calculating motor feedback electric power corresponding to each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein P is mot feedback Indicating motor feedback electric power, T req Representing the current demand torque after smoothing, gamma representing the current group preset front motor feedback torque distribution coefficient, n M1 Representing the current actual speed, eta, of the front machine M1 feedback Representing the feedback efficiency of the front motor corresponding to the current preset feedback torque of the front motor and the current actual rotating speed of the front motor, wherein the current preset feedback torque of the front motor is the product of the current set preset front motor feedback torque distribution coefficient and the smoothed current demand torque, and eta M1 feedback The first target feedback efficiency table is based on the preset feedback efficiency determined in the first target feedback efficiency table and corresponding to the current preset feedback torque of the front motor and the current actual rotating speed of the front motorA feedback efficiency table corresponding to the current bus voltage of the front motor is obtained through the table, 1-gamma represents a feedback torque distribution coefficient of the rear motor preset in the current group, and n M2 Representing the current actual speed, eta, of the rear machine M2 feedback Representing the feedback efficiency of the rear motor corresponding to the current preset feedback torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset feedback torque of the rear motor is the product of the current set preset feedback torque distribution coefficient of the rear motor and the smoothed current required torque, eta M2 feedback The second target feedback efficiency table is determined in a second target feedback efficiency table, and the second target feedback efficiency table is a feedback efficiency table which is obtained based on the preset feedback efficiency table and corresponds to the current bus voltage of the rear motor and corresponds to the current preset feedback torque of the rear motor and the current actual rotating speed of the rear motor;
this process is similar to that described in (12) above, and will not be described again here.
(23) Determining the maximum motor feedback electric power in the calculated multiple motor feedback electric powers, and determining a target front motor feedback torque distribution coefficient and a target rear motor feedback torque distribution coefficient corresponding to the maximum motor feedback electric power;
this process is similar to that described in (13) above, and will not be described again here.
(24) And calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the feedback torque distribution coefficient of the target front motor and the feedback torque distribution coefficient of the target rear motor.
This process is similar to that described in (14) above, and will not be described again here.
(3) And if the current driving mode is a power driving mode and the current driving working condition is a motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with optimal motor dynamic to obtain the initial torque of the front motor and the initial torque of the rear motor.
Under the conditions of a power driving mode and motor driving running, the power performance of the whole vehicle is pursued to the greatest extent, a full-time four-wheel-drive driving mode is adopted, and meanwhile, the torque distribution strategy with the optimal motor power performance is adopted to perform online real-time torque distribution on the smooth current required torque, so that the power performance of the whole vehicle is improved.
Specifically, the online real-time torque distribution is performed on the smoothed current required torque by adopting a torque distribution strategy with optimal motor dynamic performance, and the online real-time torque distribution method comprises the following steps:
(31) acquiring a steering wheel angle, and determining a target first rear motor driving torque distribution coefficient corresponding to the steering wheel angle in a first preset rear motor driving torque distribution coefficient table;
specifically, when the vehicle turns, the torque output of the rear motor is increased, and the front wheels are concentrated on the steering work to prevent slipping. In implementation, a target first rear motor drive torque distribution coefficient corresponding to the steering wheel angle is determined in a first preset rear motor drive torque distribution coefficient table, the first preset rear motor drive torque distribution coefficient table is a corresponding relation between the steering wheel angle and the motor drive torque distribution coefficient, and the table is obtained through experiments.
(32) Acquiring a climbing gradient, and determining a target second rear motor driving torque distribution coefficient corresponding to the climbing gradient in a second preset rear motor driving torque distribution coefficient table;
specifically, when climbing, the vehicle gravity center moves backwards, the torque output of the rear motor is increased, the slipping trend of the front wheels is reduced, the ESC is prevented from being frequently triggered, and the power performance is improved. In implementation, a target second rear motor driving torque distribution coefficient corresponding to the climbing gradient is determined in a second preset rear motor driving torque distribution coefficient table, the second preset rear motor driving torque distribution coefficient table is a corresponding relation between the climbing gradient and the motor driving torque distribution coefficient, and the table is obtained through experiments.
(33) Calculating the accelerator pedal change rate according to the accelerator pedal opening, and determining a target third rear motor driving torque distribution coefficient corresponding to the accelerator pedal change rate and the actual vehicle speed in a third preset rear motor driving torque distribution coefficient table;
specifically, when the vehicle is accelerated suddenly, the gravity center of the vehicle moves backwards, the driving torque required by the whole vehicle is increased, the torque output of a rear motor is increased, the slipping trend of front wheels is reduced, the ESC is prevented from being triggered frequently, and the power performance is improved. In implementation, a target third rear motor driving torque distribution coefficient corresponding to the accelerator pedal change rate and the actual vehicle speed is determined in a third preset rear motor driving torque distribution coefficient table, the third preset rear motor driving torque distribution coefficient table is a corresponding relation between the accelerator pedal change rate, the vehicle speed and the motor driving torque distribution coefficient, and the table is obtained through experiments.
(34) Determining the maximum value in the target first rear motor driving torque distribution coefficient, the target second rear motor driving torque distribution coefficient, the target third rear motor driving torque distribution coefficient and 0.5, and taking the maximum value as the target rear motor driving torque distribution coefficient;
(35) calculating a target front motor driving torque distribution coefficient according to the target rear motor driving torque distribution coefficient;
specifically, the calculation of the target front motor drive torque distribution coefficient is performed on the basis of the principle that the sum of the two is equal to 1.
(36) And calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
This process is similar to that described in (14) above, and will not be described again here.
In an optional embodiment of the present invention, in the step S108, the torque limiting is performed on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limiting strategy, which specifically includes the following steps:
(1) determining whether the dual-motor electric automobile is in a starting slipping state or not according to enabling information of the automobile body stability control system, the current actual automobile speed, the current accelerator pedal opening, the front axle automobile speed and the rear axle automobile speed;
the actual vehicle speed is the ESP vehicle speed, the front axle vehicle speed is the sum of the two front wheel vehicle speeds divided by 2, and the rear axle vehicle speed is the sum of the two rear wheel vehicle speeds divided by 2.
Specifically, the slip starting state includes any one of the following states: the method comprises the following steps of determining whether the dual-motor electric vehicle is in a starting and slipping state according to enabling information of a vehicle body stability control system, the current actual vehicle speed, the current accelerator pedal opening, the front axle vehicle speed and the rear axle vehicle speed, wherein the starting and slipping state of front and rear axle wheels, the starting and slipping state of the front axle wheels and the rear axle wheels comprises the following steps:
(11) if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than the third preset value, the dual-motor electric vehicle is determined to be in a front-rear axle wheel starting slipping state;
specifically, the first preset value may be 15%, the second preset value may be 10%, and the third preset value may be 50% of the actual vehicle speed.
(12) If the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the absolute value of the difference value between the rear axle vehicle speed and the actual vehicle speed is smaller than a fourth preset value, determining that the dual-motor electric vehicle is in a front axle wheel starting slipping state, wherein the fourth preset value is smaller than the third preset value;
specifically, the first preset value may be 15%, the second preset value may be 10%, the third preset value may be 50% of the actual vehicle speed, and the fourth preset value may be 10% of the actual vehicle speed.
(13) If the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the absolute value of the difference value between the front axle vehicle speed and the actual vehicle speed is smaller than a fourth preset value, determining that the dual-motor electric vehicle is in a rear axle wheel starting slipping state;
(14) and if the enabling information of the vehicle body stability control system, the actual vehicle speed, the accelerator opening, the front axle vehicle speed and the rear axle vehicle speed do not meet the conditions, determining that the dual-motor electric vehicle is not in a starting slipping state.
(2) If the dual-motor electric automobile is in a starting and slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset first torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor;
specifically, the torque limiting of the front motor initial torque and the rear motor initial torque based on a preset first torque limiting strategy comprises the following steps:
(21) if the dual-motor electric automobile is in a front and rear axle wheel starting slipping state, limiting the torque of a front motor to be the actual torque of the front motor in a preset period before the current period, and limiting the torque of a rear motor to be the actual torque of the rear motor in the preset period before the current period, so as to obtain the first front motor limiting torque and the first rear motor limiting torque, and maintaining the first front motor limiting torque and the first rear motor limiting torque unchanged until a first exit condition is met, wherein the first exit condition comprises any one of the following conditions: enabling by a vehicle body stability control system, enabling the actual vehicle speed to be greater than a fifth preset value, and enabling the smoothed current required torque to be smaller than the sum of the first front motor limiting torque and the first rear motor limiting torque;
the preset period may be a 10 th period, that is, a 10 th period before the current period, and the fifth preset value may be 17.
(22) If the dual-motor electric automobile is in a front axle wheel starting slipping state, calculating the equation omega according to the front motor torque demand coefficient Front motor ＝ε Front motor *((V f –V esp )/V esp ) Calculating a front motor torque demand coefficient, calculating a second front motor limiting torque and a second rear motor limiting torque based on the front motor torque demand coefficient and the smoothed current demand torque, and keeping the second front motor limiting torque and the second rear motor limiting torque unchanged until a second exit condition is met, wherein omega Front motor Representing the front motor torque demand coefficient, ε Front motor Target pre-motor drive torque distribution coefficient calculated for torque distribution strategy in which electric power consumption of motor is minimum or target pre-motor drive torque distribution coefficient, V calculated for torque distribution strategy in which motor dynamics are optimal f Indicating front axle vehicle speed, V esp Representing realityThe vehicle speed, the second exit condition includes any one of: enabling by a vehicle body stability control system, enabling the actual vehicle speed to be greater than a fifth preset value, and enabling the difference value between the front axle vehicle speed and the actual vehicle speed to be smaller than a fourth preset value;
specifically, a rear motor torque demand coefficient is calculated according to the front motor torque demand coefficient, and then a second front motor limit torque (the front motor torque demand coefficient is smoothed by the current demand torque) and a second rear motor limit torque (the rear motor torque demand coefficient is smoothed by the current demand torque) are calculated from the front motor torque demand coefficient, the motor torque demand coefficient, and the smoothed current demand torque.
Above epsilon Front motor If the current driving mode is the economic driving mode and the current driving working condition is the motor driving working condition, epsilon Front motor If the current driving mode is a power driving mode and the current driving working condition is a motor driving working condition, epsilon Front motor And calculating a target front motor driving torque distribution coefficient for the torque distribution strategy with optimal motor dynamic performance.
(23) If the dual-motor electric automobile is in a rear axle wheel starting slipping state, calculating the equation omega according to the torque demand coefficient of the rear motor Rear motor ＝ε Rear motor *((V r –V esp )/V esp ) Calculating a rear motor torque demand coefficient, calculating a third rear motor limit torque and a third front motor limit torque based on the rear motor torque demand coefficient and the smoothed current demand torque, and keeping the third front motor limit torque and the third rear motor limit torque unchanged until a third exit condition is met, wherein omega Rear motor Representing the rear motor torque demand coefficient, ε Rear motor Target post-motor drive torque distribution coefficient calculated for torque distribution strategy for minimizing electric power consumption of motor or torque distribution strategy for optimizing motor dynamicsA slightly calculated target rear motor drive torque distribution coefficient, V r Indicating rear axle speed, V esp Representing the actual vehicle speed, the third exit condition includes any of: enabling by a vehicle body stability control system, wherein the actual vehicle speed is greater than a fifth preset value, and the difference value between the rear axle vehicle speed and the actual vehicle speed is less than a fourth preset value;
the process is similar to that in the starting slipping state of the front axle wheels in the step (22), and the description is omitted.
(24) Acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating the maximum driving torque and the maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the smoothed current required torque by the maximum driving torque or the maximum feedback torque and obtain the smoothed current required limiting torque;
specifically, the process is that the battery capacity limits the maximum total torque of the front motor and the rear motor, the battery capacity is that the maximum charge-discharge power reported by the battery body on the CAN line minus the electric power consumed by the accessories, and the remaining charge-discharge power limits the motor capacity, so that the battery is protected.
If the smoothed current demand torque is the driving torque, the maximum driving torque is used for limiting the smoothed current demand torque (specifically, a smaller value is selected from the maximum driving torque and the smoothed current demand torque), and if the smoothed current demand torque is the feedback torque, the maximum feedback torque is used for limiting the smoothed current demand torque (specifically, a smaller value is selected from the maximum feedback torque and the smoothed current demand torque).
(25) Acquiring a fourth front motor limit torque and a fourth rear motor limit torque sent by a motor controller;
specifically, the process is torque limitation of the motor body, the torque limitation of the motor body is limitation of maximum output charging and discharging torque of the motor by the front motor controller and the rear motor controller according to motor temperature, motor controller temperature and the like, and the process is protection of the motor.
(26) Determining a front motor torque minimum value among a target front motor limit torque, a fourth front motor limit torque and a front motor initial torque, and determining a rear motor torque minimum value among a target rear motor limit torque, a fourth rear motor limit torque and a rear motor initial torque, wherein the target front motor limit torque is one of a first front motor limit torque, a second front motor limit torque and a third front motor limit torque, and the target rear motor limit torque is one of a first rear motor limit torque, a second rear motor limit torque and a third rear motor limit torque;
specifically, the target front motor limit torque is one of the first front motor limit torque, the second front motor limit torque, and the third front motor limit torque, and is determined by the current specific start slip state (the target rear motor limit torque is the same as the target rear motor limit torque).
(27) Judging whether the sum of the minimum value of the torque of the front motor and the minimum value of the torque of the rear motor is larger than the smoothed current required limiting torque or not;
(28) if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor;
(29) if the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not larger than the smoothed current demand limiting torque, the reduced front motor torque minimum value is used as a front motor target torque, and the reduced rear motor torque minimum value is used as a rear motor target torque.
The following is a specific example:
if the front motor initial torque is 50, the rear motor initial torque is 50, the vehicle is in a front-rear axle wheel starting slip state, the first front motor limit torque is 30, the first rear motor limit torque is 40, the fourth front motor limit torque limited by the motor body is 20, and the maximum total torque of the front and rear motors is limited by the battery capacity to be 50, then the front motor target torque is selected to be the minimum 20, the rear motor target torque is selected to be the minimum 40, the sum of the front motor target torque and the rear motor target torque is larger than the limit 50 of the maximum total torque, the rear motor target torque is reduced, the front motor target torque is finally 20, and the rear motor target torque is finally 50-20 to be 30.
(3) And if the dual-motor electric automobile is not in a starting and slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset second torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor.
Specifically, the torque limiting of the front motor initial torque and the rear motor initial torque based on a preset second torque limiting strategy includes:
(31) acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating the maximum driving torque and the maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the smoothed current required torque by the maximum driving torque or the maximum feedback torque and obtain the smoothed current required limiting torque;
(32) acquiring a fourth front motor limit torque and a fourth rear motor limit torque sent by a motor controller, acquiring a front motor torque reduction request and a rear motor torque reduction request sent by a vehicle body stability control system in the enabled state of the vehicle body stability control system, and calculating to obtain a fifth front motor limit torque and a fifth rear motor limit torque in response to the front motor torque reduction request and the rear motor torque reduction request;
specifically, the ESP torque intervention is that when the front axle and the rear axle have a slip trend (whether the vehicle slips or not is judged according to signals such as wheel speed and vehicle speed), ESP is enabled, a torque reduction request of the front axle and the rear axle is sent out, and the ESP torque request needs to be responded in real time during torque distribution of the front motor and the rear motor, so that the ESP torque intervention is used for protecting the whole vehicle.
It should be noted that the vehicle body stability control system (ESP) is not enabled all the time, and when there is no slip tendency in the front and rear axles, it is not enabled, and there is no front motor torque down request and rear motor torque down request, and there is no fifth front motor torque limit and fifth rear motor torque limit, and in the following (33), it only needs to determine the front motor torque minimum value from the fourth front motor torque limit and the front motor initial torque, and determine the rear motor torque minimum value from the fourth rear motor torque limit and the rear motor initial torque.
(33) Determining a front motor torque minimum value in the fourth front motor limit torque, the fifth front motor limit torque and the front motor initial torque, and determining a rear motor torque minimum value in the fourth rear motor limit torque, the fifth rear motor limit torque and the rear motor initial torque;
(34) judging whether the sum of the minimum value of the torque of the front motor and the minimum value of the torque of the rear motor is larger than the smoothed current required limiting torque or not;
(35) if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor;
(36) if the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not larger than the smoothed current demand limiting torque, the reduced front motor torque minimum value is used as a front motor target torque, and the reduced rear motor torque minimum value is used as a rear motor target torque.
The double-motor electric automobile can fully utilize the difference distribution of the working efficiency of the two motors under the condition that the total driving torque and the total braking recovery torque (namely the smooth required torque in the invention) are not changed, thereby realizing the torque distribution of the front and the rear double motors, reducing the energy consumption of a power system, recovering the energy to the maximum extent and improving the driving economy. Meanwhile, the double motors can realize full-time four-wheel drive, and can drive the torque rear shaft to rotate when turning a large corner, accelerating rapidly and climbing a large slope, so that the slipping trend of the front wheels is reduced, and the power performance of the whole vehicle is improved.
The torque distribution method of the invention has the following advantages:
1. the optimal torque distribution proportion of the front motor and the rear motor is calculated on line in real time based on the lowest battery power consumption in the economic driving mode, so that the optimal battery power consumption under the current driving working condition is ensured, and the economic performance is improved;
2. under the power driving mode, the four-wheel drive is carried out at full time, the driving intention (steering, climbing and rapid acceleration) and the driving condition are automatically identified, the torque is automatically transferred, the driving slip is reduced, and the dynamic property of the whole vehicle is improved;
3. multiple energy recovery (feedback) grades are controlled to meet different driving feeling requirements and energy recovery requirements, an optimal front-rear motor energy recovery torque distribution scheme is calculated on line, and electric quantity is recovered to the maximum extent;
4. ESP driving antiskid and braking anti-lock torque limitation is responded in real time, and front and rear motor axle load torque is responded in real time, so that the safety of the whole vehicle is ensured;
5. and (3) starting and slipping torque control, namely monitoring the speeds of the front axle and the rear axle in real time under the working conditions of low speed and ESP (electronic stability program) non-enabling, performing torque control on the starting and slipping working conditions (namely reducing the starting and slipping working conditions of the low-speed and high-torque vehicle), and improving the dynamic property of the whole vehicle.
Example two:
the embodiment of the invention also provides a torque distribution device of the double-motor electric automobile, which is mainly used for executing the torque distribution method of the double-motor electric automobile provided by the first embodiment of the invention, and the torque distribution device of the double-motor electric automobile provided by the embodiment of the invention is specifically described below.
Fig. 2 is a schematic diagram of a torque distribution device of a dual-motor electric vehicle according to an embodiment of the present invention, as shown in fig. 2, the device mainly includes: an acquisition and calculation unit 10, a smoothing processing unit 20, an online real-time torque distribution unit 30 and a torque limitation unit 40, wherein:
the acquisition and calculation unit is used for acquiring the current driving parameters of the double-motor electric automobile and calculating the current required torque of the double-motor electric automobile based on the current driving parameters;
the smoothing unit is used for smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque;
the online real-time torque distribution unit is used for performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted;
and the torque limiting unit is used for carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limiting strategy to obtain a target torque of the front motor and a target torque of the rear motor.
In an embodiment of the present invention, there is provided a torque distribution device of a dual motor electric vehicle, including: acquiring current driving parameters of the dual-motor electric automobile, and calculating the current required torque of the dual-motor electric automobile based on the current driving parameters; smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque; performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted; and carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor. It can be known from the above description that the torque distribution device of the present invention performs online real-time torque distribution on the current demand torque after smoothing according to the preset torque distribution strategy, the current driving mode and the current driving condition, meets the torque demands of the front and rear motors during the actual driving process of the vehicle, can ensure the minimum electric power consumption of the motor, the maximum electric power feedback of the motor or the optimum power performance of the motor according to the user demands, and simultaneously performs torque limitation, and can ensure the safety of the entire vehicle, that is, the torque distribution method of the present invention can ensure the economy (i.e. the minimum electric power consumption of the motor and the maximum electric power feedback of the motor) and the power performance of the entire vehicle according to the demands on the premise of ensuring the safety of the entire vehicle, thereby meeting the requirements of the user on the economy and the power performance of the dual-motor electric vehicle, and relieving the premise that the existing torque distribution scheme cannot ensure the safety of the entire vehicle, the economic performance and the dynamic performance of the whole vehicle are ensured according to the requirements.
Optionally, the obtaining and calculating unit is further configured to: the method comprises the steps of obtaining a current accelerator pedal opening degree, a current brake pedal opening degree and a current actual vehicle speed, and determining a current driving mode of the double-motor electric vehicle according to the accelerator pedal opening degree, the brake pedal opening degree and the actual vehicle speed, wherein the current driving mode comprises any one of the following modes: a creep mode, a coast mode, a brake mode, and a drive mode; if the current running mode is a creeping mode, calculating the driving torque in the creeping mode by adopting a PID control algorithm according to the actual speed and the target speed, and determining the current required torque according to the creeping driving torque obtained by calculation and the preset creeping maximum driving torque; if the current running mode is a sliding mode, determining a target sliding feedback torque table corresponding to the current sliding feedback gear in a preset sliding feedback torque table, and determining a target sliding feedback torque corresponding to the actual vehicle speed in the target sliding feedback torque table to further obtain the current required torque; if the current running mode is the braking mode, acquiring energy feedback torque under the braking mode calculated by the chassis controller, and further acquiring current required torque; and if the current running mode is the driving mode, determining a target driving torque table corresponding to the current driving mode in a preset driving torque table, and determining a target driving torque corresponding to the opening degree of an accelerator pedal and the actual vehicle speed in the target driving torque table so as to obtain the current required torque.
Optionally, the smoothing processing unit is further configured to: determining a target torque change rate limiting table corresponding to the current driving mode and the current running working condition in a preset torque change rate limiting table; determining a target torque change rate corresponding to an accelerator opening and an actual vehicle speed in a target torque change rate limit table; the current limit torque is calculated from the target torque change rate and the previous smoothed required torque, and the smaller torque of the current limit torque and the current required torque is taken as the smoothed current required torque.
Optionally, the online real-time torque distribution unit is further configured to: if the current driving mode is the economic driving mode and the current driving working condition is the motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the minimum electric power consumption of the motor to obtain the initial torque of the front motor and the initial torque of the rear motor; if the current running working condition is an electric braking running working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the maximum motor feedback electric power to obtain a front motor initial torque and a rear motor initial torque; and if the current driving mode is a power driving mode and the current driving working condition is a motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with optimal motor dynamic to obtain the initial torque of the front motor and the initial torque of the rear motor.
Optionally, the online real-time torque distribution unit is further configured to: acquiring a plurality of groups of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients, wherein the sum of each group of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients is 1; calculating formula P according to electric power consumed by motor mot consumption ＝T req *β*n M1 /9550/η M1 drive +T req *(1-β)*n M2 /9550/η M2 drive Calculating the electric power consumption of the motor corresponding to each group of preset front motor driving torque distribution coefficient and rear motor driving torque distribution coefficient, wherein P is mot consumption Indicating the electric power consumed by the motor, T req Representing the smoothed current required torque, beta representing a current set of preset front motor drive torque distribution coefficients, n M1 Representing the current actual speed, eta, of the front machine M1 drive Representing the corresponding driving efficiency of the front motor under the current preset driving torque of the front motor and the current actual rotating speed of the front motor, wherein the current preset driving torque of the front motor is the product of the current group preset front motor driving torque distribution coefficient and the smoothed current demand torque, eta M1 drive For the drive efficiency corresponding to the current preset drive torque of the front motor and the current actual rotation speed of the front motor determined in the first target drive efficiency table, the firstA target drive efficiency table is a drive efficiency table which is obtained based on a preset drive efficiency table and corresponds to the current bus voltage of the front motor, 1-beta represents a preset rear motor drive torque distribution coefficient of the current group, n M2 Representing the current actual speed, eta, of the rear machine M2 drive Representing the corresponding driving efficiency of the rear motor under the current preset driving torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset driving torque of the rear motor is the product of the current group preset rear motor driving torque distribution coefficient and the smoothed current demand torque, eta M2 drive The second target driving efficiency table is a driving efficiency table which is obtained based on the preset driving efficiency table and corresponds to the current bus voltage of the rear motor, and the driving efficiency table is determined in the second target driving efficiency table and corresponds to the current preset driving torque of the rear motor and the current actual rotating speed of the rear motor; determining minimum motor consumption electric power in the plurality of calculated motor consumption electric powers, and determining a target front motor driving torque distribution coefficient and a target rear motor driving torque distribution coefficient corresponding to the minimum motor consumption electric power; and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
Optionally, the online real-time torque distribution unit is further configured to: acquiring a plurality of groups of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein the sum of each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients is 1; calculating formula P according to feedback electric power of motor mot feedback ＝T req *γ*n M1 /9550*η M1 feedback +T req *(1-γ)*n M2 /9550*η M2 feedback Calculating motor feedback electric power corresponding to each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein P is mot feedback Indicating motor feedback electric power, T req Representing the current demand torque after smoothing, gamma representing the current group preset front motor feedback torque distribution coefficient, n M1 Representing the current actual speed, eta, of the front machine M1 feedback Indicating a front motor isThe current preset feedback torque of the front motor is the product of the current set preset front motor feedback torque distribution coefficient and the smoothed current required torque, eta M1 feedback The first target feedback efficiency table is a feedback efficiency table which is obtained based on a preset feedback efficiency table and corresponds to the current bus voltage of the front motor, 1-gamma represents the current set of preset rear motor feedback torque distribution coefficients, n M2 Representing the current actual speed, eta, of the rear machine M2 feedback Representing the feedback efficiency of the rear motor corresponding to the current preset feedback torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset feedback torque of the rear motor is the product of the current set preset feedback torque distribution coefficient of the rear motor and the smoothed current required torque, eta M2 feedback The second target feedback efficiency table is determined in a second target feedback efficiency table, and the second target feedback efficiency table is a feedback efficiency table which is obtained based on the preset feedback efficiency table and corresponds to the current bus voltage of the rear motor and corresponds to the current preset feedback torque of the rear motor and the current actual rotating speed of the rear motor; determining the maximum motor feedback electric power in the calculated multiple motor feedback electric powers, and determining a target front motor feedback torque distribution coefficient and a target rear motor feedback torque distribution coefficient corresponding to the maximum motor feedback electric power; and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor feedback torque distribution coefficient and the target rear motor feedback torque distribution coefficient.
Optionally, the online real-time torque distribution unit is further configured to: acquiring a steering wheel angle, and determining a target first rear motor driving torque distribution coefficient corresponding to the steering wheel angle in a first preset rear motor driving torque distribution coefficient table; acquiring a climbing slope, and determining a target second rear motor driving torque distribution coefficient corresponding to the climbing slope in a second preset rear motor driving torque distribution coefficient table; calculating the accelerator pedal change rate according to the accelerator pedal opening, and determining a target third rear motor driving torque distribution coefficient corresponding to the accelerator pedal change rate and the actual vehicle speed in a third preset rear motor driving torque distribution coefficient table; determining the maximum value in the target first rear motor driving torque distribution coefficient, the target second rear motor driving torque distribution coefficient, the target third rear motor driving torque distribution coefficient and 0.5, and taking the maximum value as the target rear motor driving torque distribution coefficient; calculating a target front motor driving torque distribution coefficient according to the target rear motor driving torque distribution coefficient; and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
Optionally, the torque limiting unit is further configured to: determining whether the dual-motor electric automobile is in a starting slipping state or not according to enabling information of the automobile body stability control system, the current actual automobile speed, the current accelerator pedal opening, the front axle automobile speed and the rear axle automobile speed; if the dual-motor electric automobile is in a starting and slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset first torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor; and if the dual-motor electric automobile is not in a starting and slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset second torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor.
Alternatively, the startup slip state includes any one of: the front axle wheel and the rear axle wheel start slipping state, the front axle wheel start slipping state and the rear axle wheel start slipping state, and the torque limiting unit is further used for: if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than the third preset value, the dual-motor electric vehicle is determined to be in a front-rear axle wheel starting slipping state; if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the absolute value of the difference value between the rear axle vehicle speed and the actual vehicle speed is smaller than a fourth preset value, determining that the dual-motor electric vehicle is in a front axle wheel starting slipping state, wherein the fourth preset value is smaller than the third preset value; if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the absolute value of the difference value between the front axle vehicle speed and the actual vehicle speed is smaller than a fourth preset value, determining that the dual-motor electric vehicle is in a rear axle wheel starting slipping state; and if the enabling information of the vehicle body stability control system, the actual vehicle speed, the accelerator opening, the front axle vehicle speed and the rear axle vehicle speed do not meet the conditions, determining that the dual-motor electric vehicle is not in a starting slipping state.
Optionally, the torque limiting unit is further configured to: if the dual-motor electric automobile is in a front and rear axle wheel starting slipping state, limiting the torque of a front motor to be the actual torque of the front motor in a preset period before the current period, and limiting the torque of a rear motor to be the actual torque of the rear motor in the preset period before the current period, so as to obtain the first front motor limiting torque and the first rear motor limiting torque, and maintaining the first front motor limiting torque and the first rear motor limiting torque unchanged until a first exit condition is met, wherein the first exit condition comprises any one of the following conditions: enabling by a vehicle body stability control system, enabling the actual vehicle speed to be greater than a fifth preset value, and enabling the smoothed current required torque to be smaller than the sum of the first front motor limiting torque and the first rear motor limiting torque; if the dual-motor electric automobile is in a front axle wheel starting slipping state, calculating the equation omega according to the front motor torque demand coefficient Front motor ＝ε Front motor *((V f –V esp )/V esp ) Calculating a front motor torque demand coefficient, calculating a second front motor limiting torque and a second rear motor limiting torque based on the front motor torque demand coefficient and the smoothed current demand torque, and keeping the second front motor limiting torque and the second rear motor limiting torque unchanged until a second exit condition is met, wherein omega Front motor Representing the front motor torque demand coefficient, ε Front motor As an electric motorTarget pre-motor drive torque distribution coefficient calculated by torque distribution strategy with minimum electric power consumption or target pre-motor drive torque distribution coefficient, V, calculated by torque distribution strategy with optimal motor dynamics f Indicating front axle vehicle speed, V esp Representing the actual vehicle speed, the second exit condition includes any of: enabling by a vehicle body stability control system, enabling the actual vehicle speed to be greater than a fifth preset value, and enabling the difference value between the front axle vehicle speed and the actual vehicle speed to be smaller than a fourth preset value; if the dual-motor electric automobile is in a rear axle wheel starting slipping state, calculating the equation omega according to the torque demand coefficient of the rear motor Rear motor ＝ε Rear motor *((V r –V esp )/V esp ) Calculating a rear motor torque demand coefficient, calculating a third rear motor limit torque and a third front motor limit torque based on the rear motor torque demand coefficient and the smoothed current demand torque, and keeping the third front motor limit torque and the third rear motor limit torque unchanged until a third exit condition is met, wherein omega Rear motor Representing the rear motor torque demand coefficient, ε Rear motor Target post-motor drive torque distribution coefficient calculated for torque distribution strategy in which electric power consumption of motor is minimum or target post-motor drive torque distribution coefficient, V, calculated for torque distribution strategy in which motor dynamics are optimal r Indicating rear axle speed, V esp Representing the actual vehicle speed, the third exit condition includes any of: enabling by a vehicle body stability control system, wherein the actual vehicle speed is greater than a fifth preset value, and the difference value between the rear axle vehicle speed and the actual vehicle speed is less than a fourth preset value; acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating the maximum driving torque and the maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the smoothed current required torque by the maximum driving torque or the maximum feedback torque and obtain the smoothed current required limiting torque; acquiring a fourth front motor limit torque and a fourth rear motor limit torque sent by a motor controller; determining a front motor torque minimum value among the target front motor limit torque, the fourth front motor limit torque, and the front motor initial torque, and determining a rear motor torque minimum value among the target rear motor limit torque, the fourth rear motor limit torque, and the rear motor initial torqueDetermining a rear motor torque minimum value in the starting torques, wherein the target front motor limit torque is one of a first front motor limit torque, a second front motor limit torque and a third front motor limit torque, and the target rear motor limit torque is one of a first rear motor limit torque, a second rear motor limit torque and a third rear motor limit torque; judging whether the sum of the minimum value of the torque of the front motor and the minimum value of the torque of the rear motor is larger than the smoothed current required limiting torque or not; if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor; if the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not larger than the smoothed current demand limiting torque, the reduced front motor torque minimum value is used as a front motor target torque, and the reduced rear motor torque minimum value is used as a rear motor target torque.
Optionally, the torque limiting unit is further configured to: acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating the maximum driving torque and the maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the smoothed current required torque by the maximum driving torque or the maximum feedback torque and obtain the smoothed current required limiting torque; acquiring a fourth front motor limit torque and a fourth rear motor limit torque sent by a motor controller, acquiring a front motor torque reduction request and a rear motor torque reduction request sent by a vehicle body stability control system in the enabled state of the vehicle body stability control system, and calculating to obtain a fifth front motor limit torque and a fifth rear motor limit torque in response to the front motor torque reduction request and the rear motor torque reduction request; determining a front motor torque minimum value in the fourth front motor limit torque, the fifth front motor limit torque and the front motor initial torque, and determining a rear motor torque minimum value in the fourth rear motor limit torque, the fifth rear motor limit torque and the rear motor initial torque; judging whether the sum of the minimum value of the torque of the front motor and the minimum value of the torque of the rear motor is larger than the smoothed current required limiting torque or not; if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor; if the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not larger than the smoothed current demand limiting torque, the reduced front motor torque minimum value is used as a front motor target torque, and the reduced rear motor torque minimum value is used as a rear motor target torque.
The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments.
As shown in fig. 3, an electronic device 600 provided in an embodiment of the present application includes: a processor 601, a memory 602 and a bus, wherein the memory 602 stores machine-readable instructions executable by the processor 601, when the electronic device is operated, the processor 601 and the memory 602 communicate with each other through the bus, and the processor 601 executes the machine-readable instructions to execute the steps of the torque distribution determination method of the dual-motor electric vehicle.
Specifically, the memory 602 and the processor 601 can be general-purpose memories and processors, which are not limited in particular, and the torque distribution determination method of the dual-motor electric vehicle can be executed when the processor 601 runs a computer program stored in the memory 602.
The processor 601 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware or instructions in the form of software in the processor 601. The Processor 601 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and the like; the device can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in the memory 602, and the processor 601 reads the information in the memory 602, and in combination with the hardware thereof, performs the steps of the method.
In response to the above method for determining the torque distribution of the dual-motor electric vehicle, the present application further provides a computer-readable storage medium storing machine-executable instructions, which, when invoked and executed by a processor, cause the processor to execute the steps of the method for determining the torque distribution of the dual-motor electric vehicle.
The torque distribution determining device of the dual-motor electric vehicle provided by the embodiment of the application can be specific hardware on the equipment or software or firmware installed on the equipment. The device provided by the embodiment of the present application has the same implementation principle and technical effect as the foregoing method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the foregoing method embodiments where no part of the device embodiments is mentioned. It can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working processes of the system, the apparatus and the unit described above may all refer to the corresponding processes in the method embodiments, and are not described herein again.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions when actually implemented, and for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of devices or units through some communication interfaces, and may be in an electrical, mechanical or other form.
For another example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments provided in the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing an electronic device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the vehicle marking method according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus once an item is defined in one figure, it need not be further defined and explained in subsequent figures, and moreover, the terms "first", "second", "third", etc. are used merely to distinguish one description from another and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present application, and are used for illustrating the technical solutions of the present application, but not limiting the same, and the scope of the present application is not limited thereto, and although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope disclosed in the present application; such modifications, changes or substitutions do not depart from the scope of the embodiments of the present application. Are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (14)

1. A torque distribution method of a dual-motor electric vehicle is characterized by comprising the following steps:
acquiring current driving parameters of the double-motor electric automobile, and calculating the current required torque of the double-motor electric automobile based on the current driving parameters;
smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque;
performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted;
and carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor.
2. The method of claim 1, wherein calculating a current required torque of the dual-motor electric vehicle based on the current driving parameters comprises:
the method comprises the steps of obtaining a current accelerator pedal opening, a current brake pedal opening and a current actual vehicle speed, and determining a current running mode of the double-motor electric vehicle according to the accelerator pedal opening, the brake pedal opening and the actual vehicle speed, wherein the current running mode comprises any one of the following modes: a creep mode, a coast mode, a brake mode, and a drive mode;
if the current running mode is the crawling mode, calculating the driving torque in the crawling mode by adopting a PID control algorithm according to the actual vehicle speed and the target vehicle speed, and determining the current required torque according to the crawling driving torque obtained by calculation and a preset crawling maximum driving torque;
if the current running mode is the coasting mode, determining a target coasting feedback torque table corresponding to the current coasting feedback gear in a preset coasting feedback torque table, and determining a target coasting feedback torque corresponding to the actual vehicle speed in the target coasting feedback torque table to further obtain the current required torque;
if the current running mode is the braking mode, acquiring energy feedback torque under the braking mode calculated by a chassis controller, and further acquiring the current required torque;
and if the current running mode is the driving mode, determining a target driving torque table corresponding to the current driving mode in a preset driving torque table, and determining a target driving torque corresponding to the opening degree of the accelerator pedal and the actual vehicle speed in the target driving torque table so as to obtain the current required torque.
3. The method according to claim 2, wherein smoothing the current required torque based on a preset torque change rate limit table includes:
determining a target torque change rate limiting table corresponding to the current driving mode and the current running working condition in the preset torque change rate limiting table;
determining a target torque change rate corresponding to the accelerator pedal opening and the actual vehicle speed in the target torque change rate limit table;
calculating a current limit torque according to the target torque change rate and a previous smoothed required torque, and taking a smaller torque of the current limit torque and the current required torque as the smoothed current required torque.
4. The method of claim 2, wherein performing online real-time torque distribution on the smoothed current demand torque according to a preset torque distribution strategy, a current driving mode and a current driving condition comprises:
if the current driving mode is an economic driving mode and the current driving working condition is a motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the minimum electric power consumption of the motor to obtain the initial torque of the front motor and the initial torque of the rear motor;
if the current running working condition is an electric braking running working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with the maximum motor feedback electric power to obtain the initial torque of the front motor and the initial torque of the rear motor;
and if the current driving mode is a power driving mode and the current driving working condition is a motor driving working condition, performing online real-time torque distribution on the smoothed current required torque by adopting a torque distribution strategy with optimal motor dynamic to obtain the initial torque of the front motor and the initial torque of the rear motor.
5. The method of claim 4, wherein performing online real-time torque distribution on the smoothed current demand torque using a torque distribution strategy that minimizes electric power consumed by the motor comprises:
acquiring a plurality of groups of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients, wherein the sum of each group of preset front motor driving torque distribution coefficients and rear motor driving torque distribution coefficients is 1;
calculating formula P according to electric power consumed by motor mot consumption ＝T req *β*n M1 /9550/η M1 drive +T req *(1-β)*n M2 /9550/η M2 drive Calculating the electric power consumption of the motor corresponding to each group of preset front motor driving torque distribution coefficient and rear motor driving torque distribution coefficient, wherein P is mot consumption Represents the electric power consumed by the motor, T req Represents the smoothed current required torque, and β represents the currentThe preset front motor driving torque distribution coefficient n is set M1 Representing the current actual speed, eta, of the front machine M1 drive Representing the corresponding driving efficiency of the front motor under the current preset driving torque of the front motor and the current actual rotating speed of the front motor, wherein the current preset driving torque of the front motor is the product of the current motor driving torque distribution coefficient preset by the current group and the current demand torque after smoothing, and eta is M1 drive For the driving efficiency corresponding to the current preset driving torque of the front motor and the current actual rotating speed of the front motor determined in a first target driving efficiency table, the first target driving efficiency table is a driving efficiency table corresponding to the current bus voltage of the front motor obtained based on a preset driving efficiency table, 1-beta represents the current group preset rear motor driving torque distribution coefficient, n M2 Representing the current actual speed, eta, of the rear machine M2 drive Representing the driving efficiency of the rear motor corresponding to the current preset driving torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset driving torque of the rear motor is the product of the current group preset rear motor driving torque distribution coefficient and the smoothed current demand torque, and eta M2 drive The second target driving efficiency table is a driving efficiency table which is obtained based on a preset driving efficiency table and corresponds to the current bus voltage of the rear motor, and the driving efficiency table is determined in a second target driving efficiency table and corresponds to the current preset driving torque of the rear motor and the current actual rotating speed of the rear motor;
determining minimum motor consumption electric power in the plurality of calculated motor consumption electric powers, and determining a target front motor driving torque distribution coefficient and a target rear motor driving torque distribution coefficient corresponding to the minimum motor consumption electric power;
and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
6. The method of claim 4, wherein performing online real-time torque distribution on the smoothed current demand torque using the torque distribution strategy for maximum motor feedback electric power comprises:
acquiring a plurality of groups of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein the sum of each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients is 1;
calculating formula P according to feedback electric power of motor mot feedback ＝T req *γ*n M1 /9550*η M1 feedback +T req *(1-γ)*n M2 /9550*η M2 feedback Calculating motor feedback electric power corresponding to each group of preset front motor feedback torque distribution coefficients and rear motor feedback torque distribution coefficients, wherein P is mot feedback Representing the motor feedback electric power, T req Representing the smoothed current required torque, gamma representing the current set of preset front motor feedback torque distribution coefficients, n M1 Representing the current actual speed, eta, of the front machine M1 feedback Representing the feedback efficiency of the front motor corresponding to the current preset feedback torque of the front motor and the current actual rotating speed of the front motor, wherein the current preset feedback torque of the front motor is the product of the current set preset feedback torque distribution coefficient of the front motor and the smoothed current required torque, and eta is M1 feedback The first target feedback efficiency table is a feedback efficiency table which is obtained based on a preset feedback efficiency table and corresponds to the current bus voltage of the front motor, 1-gamma represents a current set of preset feedback torque distribution coefficients of the rear motor, n M2 Representing the current actual speed, eta, of the rear machine M2 feedback Representing the feedback efficiency of the rear motor corresponding to the current preset feedback torque of the rear motor and the current actual rotating speed of the rear motor, wherein the current preset feedback torque of the rear motor is the product of the feedback torque distribution coefficient of the rear motor preset by the current group and the current demand torque after smoothing, and eta is M2 feedback To feed back at the second targetThe second target feedback efficiency table is a feedback efficiency table which is obtained based on the preset feedback efficiency table and corresponds to the current bus voltage of the rear motor;
determining the maximum motor feedback electric power in the plurality of motor feedback electric powers obtained by calculation, and determining a target front motor feedback torque distribution coefficient and a target rear motor feedback torque distribution coefficient corresponding to the maximum motor feedback electric power;
and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor feedback torque distribution coefficient and the target rear motor feedback torque distribution coefficient.
7. The method of claim 4, wherein performing online real-time torque distribution of the smoothed current demand torque using the motor dynamics optimized torque distribution strategy comprises:
acquiring a steering wheel angle, and determining a target first rear motor driving torque distribution coefficient corresponding to the steering wheel angle in a first preset rear motor driving torque distribution coefficient table;
acquiring a climbing slope, and determining a target second rear motor driving torque distribution coefficient corresponding to the climbing slope in a second preset rear motor driving torque distribution coefficient table;
calculating an accelerator pedal change rate according to the accelerator pedal opening, and determining a target third rear motor driving torque distribution coefficient corresponding to the accelerator pedal change rate and the actual vehicle speed in a third preset rear motor driving torque distribution coefficient table;
determining a maximum value among the target first rear motor driving torque distribution coefficient, the target second rear motor driving torque distribution coefficient, the target third rear motor driving torque distribution coefficient and 0.5, and taking the maximum value as a target rear motor driving torque distribution coefficient;
calculating a target front motor driving torque distribution coefficient according to the target rear motor driving torque distribution coefficient;
and calculating the initial torque of the front motor and the initial torque of the rear motor according to the smoothed current required torque, the target front motor driving torque distribution coefficient and the target rear motor driving torque distribution coefficient.
8. The method of claim 1, wherein torque limiting the front and rear motor initial torques based on a preset torque limiting strategy comprises:
determining whether the dual-motor electric automobile is in a starting slipping state or not according to enabling information of an automobile body stability control system, the current actual automobile speed, the current accelerator pedal opening, the front axle automobile speed and the rear axle automobile speed;
if the dual-motor electric automobile is in a starting and slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset first torque limitation strategy to obtain a target torque of the front motor and a target torque of the rear motor;
and if the dual-motor electric automobile is not in the starting slipping state, carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset second torque limitation strategy to obtain the target torque of the front motor and the target torque of the rear motor.
9. The method of claim 8, wherein the off-slip condition comprises any one of: the method comprises the following steps of determining whether the dual-motor electric automobile is in a starting and slipping state according to enabling information of an automobile body stability control system, the current actual automobile speed, the current accelerator pedal opening degree, the front axle automobile speed and the rear axle automobile speed, wherein the starting and slipping state of front and rear axle wheels, the starting and slipping state of the front axle wheels and the rear axle wheels comprises the following steps:
if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than a first preset value, the opening degree of an accelerator pedal is larger than a second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than a third preset value, and the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than the third preset value, determining that the dual-motor electric vehicle is in a front-rear axle wheel starting slipping state;
if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than the first preset value, the opening degree of an accelerator pedal is larger than the second preset value, the difference value between the front axle vehicle speed and the actual vehicle speed is larger than the third preset value, and the absolute value of the difference value between the rear axle vehicle speed and the actual vehicle speed is smaller than a fourth preset value, determining that the dual-motor electric vehicle is in a front axle wheel starting slipping state, wherein the fourth preset value is smaller than the third preset value;
if the vehicle body stability control system is not enabled, the actual vehicle speed is smaller than the first preset value, the opening degree of an accelerator pedal is larger than the second preset value, the difference value between the rear axle vehicle speed and the actual vehicle speed is larger than the third preset value, and the absolute value of the difference value between the front axle vehicle speed and the actual vehicle speed is smaller than the fourth preset value, determining that the dual-motor electric vehicle is in a rear axle wheel starting slipping state;
and if the enabling information of the vehicle body stability control system, the actual vehicle speed, the opening degree of the accelerator pedal, the front axle vehicle speed and the rear axle vehicle speed do not meet the conditions, determining that the dual-motor electric vehicle is not in the starting slip state.
10. The method of claim 9, wherein torque limiting the front and rear motor initial torques based on a preset first torque limiting strategy comprises:
if the dual-motor electric automobile is in a front and rear axle wheel starting slipping state, limiting the torque of a front motor to be the actual torque of the front motor in a preset period before the current period, and limiting the torque of a rear motor to be the actual torque of the rear motor in the preset period before the current period, so as to obtain a first front motor limiting torque and a first rear motor limiting torque, and maintaining the first front motor limiting torque and the first rear motor limiting torque unchanged until a first exit condition is met, wherein the first exit condition comprises any one of the following conditions: enabling by the vehicle body stability control system, enabling the actual vehicle speed to be greater than a fifth preset value, and enabling the smoothed current required torque to be smaller than the sum of the first front motor limiting torque and the first rear motor limiting torque;
if the double-motor electric automobile is in a front axle wheel starting slipping state, calculating the equation omega according to the front motor torque demand coefficient Front motor ＝ε Front motor *((V f –V esp )/V esp ) Calculating a front motor torque demand coefficient, calculating a second front motor limit torque and a second rear motor limit torque based on the front motor torque demand coefficient and the smoothed current demand torque, and maintaining the second front motor limit torque and the second rear motor limit torque unchanged until a second exit condition is met, wherein Ω Front motor Representing the front motor torque demand coefficient, ε Front motor A target pre-motor drive torque distribution coefficient calculated for the torque distribution strategy in which the electric power consumption of the motor is minimized or a target pre-motor drive torque distribution coefficient, V, calculated for the torque distribution strategy in which the dynamic performance of the motor is optimized f Representing said front axle speed, V esp Representing the actual vehicle speed, the second exit condition comprising any of: enabling by the vehicle body stability control system, enabling the actual vehicle speed to be greater than the fifth preset value, and enabling the difference value between the front axle vehicle speed and the actual vehicle speed to be smaller than the fourth preset value;
if the double-motor electric automobile is in a rear axle wheel starting slipping state, calculating the equation omega according to the torque demand coefficient of the rear motor Rear motor ＝ε Rear motor *((V r –V esp )/V esp ) Calculating a rear motor torque demand coefficient, and calculating a third rear motor limit torque and a third front motor limit torque based on the rear motor torque demand coefficient and the smoothed current demand torque, and maintaining the third front motor limit torque and the third rear motor limit torqueThe braking torque is not changed until a third exit condition is met, wherein omega Rear motor Representing the rear motor torque demand coefficient, ε Rear motor A target post-motor drive torque distribution coefficient calculated for the torque distribution strategy for which the electric power consumption of the motor is minimal or a target post-motor drive torque distribution coefficient, V, calculated for the torque distribution strategy for which the motor dynamics are optimal r Representing said rear axle speed, V esp Representing the actual vehicle speed, the third exit condition comprising any of: enabling by the vehicle body stability control system, enabling the actual vehicle speed to be greater than the fifth preset value, and enabling the difference value between the rear axle vehicle speed and the actual vehicle speed to be smaller than the fourth preset value;
acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating maximum driving torque and maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the maximum driving torque or the maximum feedback torque on the smoothed current required torque to obtain the smoothed current required limiting torque;
acquiring a fourth front motor limit torque and a fourth rear motor limit torque sent by a motor controller;
determining a front motor torque minimum value among a target front motor limit torque, which is one of the first front motor limit torque, the second front motor limit torque, and the third front motor limit torque, the fourth front motor limit torque, and the front motor initial torque, and determining a rear motor torque minimum value among a target rear motor limit torque, which is one of the first rear motor limit torque, the second rear motor limit torque, and the third rear motor limit torque, the fourth rear motor limit torque, and the rear motor initial torque;
judging whether the sum of the front motor torque minimum value and the rear motor torque minimum value is larger than the smoothed current demand limiting torque or not;
if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor;
if so, reducing the front motor torque minimum value, and/or reducing the rear motor torque minimum value to ensure that the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not greater than the smoothed current demand limit torque, further taking the reduced front motor torque minimum value as the front motor target torque, and taking the reduced rear motor torque minimum value as the rear motor target torque.
11. The method of claim 8, wherein torque limiting the front and rear motor initial torques based on a preset second torque limiting strategy comprises:
acquiring maximum discharging power and maximum charging power sent by a battery management system, and calculating maximum driving torque and maximum feedback torque of the double motors based on the maximum discharging power and the maximum charging power so as to limit the maximum driving torque or the maximum feedback torque on the smoothed current required torque to obtain the smoothed current required limiting torque;
acquiring a fourth front motor limiting torque and a fourth rear motor limiting torque which are sent by a motor controller, acquiring a front motor torque reduction request and a rear motor torque reduction request which are sent by a vehicle body stability control system in a state that the vehicle body stability control system is enabled, and responding to the front motor torque reduction request and the rear motor torque reduction request to calculate to obtain a fifth front motor limiting torque and a fifth rear motor limiting torque;
determining a front motor torque minimum value among the fourth front motor limit torque, the fifth front motor limit torque, and the front motor initial torque, and determining a rear motor torque minimum value among the fourth rear motor limit torque, the fifth rear motor limit torque, and the rear motor initial torque;
judging whether the sum of the front motor torque minimum value and the rear motor torque minimum value is larger than the smoothed current demand limiting torque or not;
if the torque is not larger than the target torque, taking the minimum value of the torque of the front motor as the target torque of the front motor, and taking the minimum value of the torque of the rear motor as the target torque of the rear motor;
if so, reducing the front motor torque minimum value, and/or reducing the rear motor torque minimum value to ensure that the sum of the reduced front motor torque minimum value and the reduced rear motor torque minimum value is not greater than the smoothed current demand limit torque, further taking the reduced front motor torque minimum value as the front motor target torque, and taking the reduced rear motor torque minimum value as the rear motor target torque.
12. A torque distribution device for a dual motor electric vehicle, comprising:
the acquiring and calculating unit is used for acquiring the current driving parameters of the double-motor electric automobile and calculating the current required torque of the double-motor electric automobile based on the current driving parameters;
the smoothing unit is used for smoothing the current required torque based on a preset torque change rate limiting table to obtain the smoothed current required torque;
the online real-time torque distribution unit is used for performing online real-time torque distribution on the smoothed current required torque according to a preset torque distribution strategy, a current driving mode and a current driving working condition to obtain a front motor initial torque and a rear motor initial torque, wherein the torque distribution strategy comprises: the torque distribution strategy with the minimum electric power consumption of the motor, the torque distribution strategy with the maximum electric power feedback of the motor and the torque distribution strategy with the optimal dynamic performance of the motor are adopted;
and the torque limiting unit is used for carrying out torque limitation on the initial torque of the front motor and the initial torque of the rear motor based on a preset torque limiting strategy to obtain a target torque of the front motor and a target torque of the rear motor.
13. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the steps of the method of any of the preceding claims 1 to 11 are implemented when the computer program is executed by the processor.
14. A computer readable storage medium having stored thereon machine executable instructions which, when invoked and executed by a processor, cause the processor to perform the method of any of claims 1 to 11.
CN202210680402.5A 2022-06-15 2022-06-15 Torque distribution method and device of double-motor electric automobile and electronic equipment Pending CN114851860A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115384469A (en) * 2022-08-24 2022-11-25 西安主函数智能科技有限公司 Dynamic torque distribution method based on air braking and electric braking of new energy engineering vehicle
CN115716413A (en) * 2022-11-28 2023-02-28 成都赛力斯科技有限公司 Torque control method, device, equipment and storage medium

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115384469A (en) * 2022-08-24 2022-11-25 西安主函数智能科技有限公司 Dynamic torque distribution method based on air braking and electric braking of new energy engineering vehicle
CN115384469B (en) * 2022-08-24 2024-01-09 西安主函数智能科技有限公司 Dynamic torque distribution method based on air brake and electric brake of new energy engineering vehicle
CN115716413A (en) * 2022-11-28 2023-02-28 成都赛力斯科技有限公司 Torque control method, device, equipment and storage medium
CN115716413B (en) * 2022-11-28 2024-04-26 重庆赛力斯凤凰智创科技有限公司 Torque control method, device, equipment and storage medium

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