阅读说明：本技术 车辆扭矩控制方法、系统及车辆 (Vehicle torque control method and system and vehicle ) 是由 曹江 汪巅 文增友 牛珍吉 刘策 裘剡 于 2020-12-24 设计创作，主要内容包括：本申请公开了一种车辆扭矩控制方法、系统及车辆,能够充分、合理使用电池能力,避免出现电池能力使用不充分或过度使用的问题。所述方法包括：获取动力电池能够提供到所述至少两个驱动电机的许可总驱动功率及各驱动电机的许可驱动功率、车辆的行驶状态信息及行驶路况信息；基于行驶状态信息和行驶路况信息,确定车辆的整车轮端需求扭矩及目标扭矩分配系数；基于许可总驱动功率、各驱动电机的许可驱动功率及许可扭矩,对整车轮端需求扭矩进行限制,以得到车辆的整车轮端需求扭矩限值及各驱动电机对应的轮端需求扭矩限值；基于目标扭矩分配系数、整车轮端需求扭矩限值以及各驱动电机对应的轮端需求扭矩限值,为所述至少两个驱动电机进行扭矩分配。(The application discloses a vehicle torque control method, a vehicle torque control system and a vehicle, which can fully and reasonably use battery capacity and avoid the problem of insufficient or excessive use of the battery capacity. The method comprises the following steps: obtaining allowable total driving power which can be provided by the power battery to the at least two driving motors, allowable driving power of each driving motor, driving state information of the vehicle and driving road condition information; determining the required torque and the target torque distribution coefficient of the vehicle wheel end based on the running state information and the running road condition information; limiting the whole vehicle wheel end required torque based on the allowable total driving power, the allowable driving power and the allowable torque of each driving motor so as to obtain a whole vehicle wheel end required torque limit value of the vehicle and a wheel end required torque limit value corresponding to each driving motor; and distributing the torque for the at least two driving motors based on the target torque distribution coefficient, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.)

1. A vehicle torque control method, applied to a vehicle including a power battery and at least two drive motors, comprising:

obtaining allowable total driving power which can be provided by the power battery to the at least two driving motors, allowable driving power of each driving motor, driving state information of the vehicle and driving road condition information;

determining the required torque and the target torque distribution coefficient of the vehicle wheel end based on the running state information and the running road condition information;

limiting the required torque of the wheel end of the whole vehicle based on the allowable total driving power, the allowable driving power of each driving motor and the allowable torque to obtain a required torque limit value of the wheel end of the whole vehicle and a required torque limit value of the wheel end corresponding to each driving motor;

and distributing the torque for the at least two driving motors based on the target torque distribution coefficient, the whole wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

2. The method of claim 1, wherein the target torque distribution coefficient comprises at least an optimal torque distribution coefficient for the vehicle in an economy mode;

limiting the whole vehicle wheel end required torque based on the allowable total driving power, the allowable driving power of each driving motor and the allowable torque so as to obtain a whole vehicle wheel end required torque limit value of the vehicle and a wheel end required torque limit value corresponding to each driving motor, and the method comprises the following steps:

determining wheel end candidate required torques corresponding to the driving motors based on the whole vehicle wheel end required torques and the optimal torque distribution coefficient corresponding to the economic mode;

determining a first wheel end allowable torque corresponding to each driving motor based on the allowable driving power and the allowable torque of each driving motor, wherein the first wheel end allowable torque is used for representing the wheel end allowable torque corresponding to the driving motor under the self capacity limit;

determining a second wheel end allowable torque corresponding to each driving motor based on the allowable total driving power and a torque distribution coefficient currently executed by the vehicle, wherein the second wheel end allowable torque is used for representing the wheel end allowable torque corresponding to the driving motor under the limitation of the power battery capacity;

determining a wheel end required torque limit value corresponding to each driving motor based on the first wheel end allowable torque, the second wheel end allowable torque and the wheel end candidate required torque corresponding to each driving motor;

and acquiring the sum of the wheel end required torque limit values corresponding to the driving motors to be used as the whole vehicle wheel end required torque limit value of the vehicle.

3. The method of claim 2, wherein determining the wheel-end demand torque limit value for each drive motor based on the first wheel-end allowable torque, the second wheel-end allowable torque and the wheel-end candidate demand torque for each drive motor comprises:

taking the minimum one of the first wheel end allowable torques corresponding to the driving motors as a wheel end reference allowable torque;

and for each driving motor, determining the minimum one of the wheel end reference allowable torque, the second wheel end allowable torque corresponding to the driving motor and the wheel end candidate demand torque as the wheel end demand torque limit value corresponding to the driving motor.

4. The method of claim 3, wherein before determining the minimum one of the wheel end reference allowable torque, the second wheel end allowable torque corresponding to the driving motor, and the wheel end candidate demand torque as the wheel end demand torque limit corresponding to the driving motor, the method further comprises:

acquiring a difference value between a wheel end required torque corresponding to a first type of driving motor of the vehicle and the wheel end reference allowable torque, wherein the first type of driving motor is a driving motor of which the corresponding wheel end required torque is greater than the wheel end reference allowable torque;

and updating the wheel end required torque corresponding to a second type of driving motor of the vehicle based on the difference, wherein the second type of driving motor is a driving motor of which the corresponding wheel end required torque is less than or equal to the wheel end reference allowable torque.

5. The method of claim 1, wherein distributing torque for the at least two drive motors based on the target torque distribution coefficient, the full wheel end required torque limit, and the wheel end required torque limit for each drive motor comprises:

determining wheel end initial torques corresponding to the driving motors based on the target torque distribution coefficient and the whole wheel end required torque limit;

for each driving motor, determining the smaller one of the wheel end initial torque corresponding to the driving motor and the wheel end required torque limit value corresponding to the driving motor as the wheel end target torque corresponding to the driving motor;

and distributing the torque for each driving motor based on the wheel end target torque corresponding to each driving motor.

6. The method of claim 1, wherein determining the target torque distribution coefficient for the vehicle based on the driving state information and the driving road condition information comprises:

determining a plurality of optimal torque distribution coefficients respectively corresponding to the vehicle in different torque control modes based on the running state information of the vehicle, wherein the different torque control modes at least comprise an economy mode, a power mode and a stability mode;

determining a target torque control mode of the vehicle based on the driving road condition information;

determining a target torque distribution coefficient of the vehicle based on the distribution weight matched with the target torque control pattern and the plurality of optimal torque distribution coefficients.

7. The method of claim 1, wherein obtaining the driving traffic information of the vehicle comprises:

acquiring position information of the vehicle;

acquiring weather information and high-precision map data which are provided by a cloud service platform and are related to the position information of the vehicle;

and determining the driving road condition information of the vehicle based on the weather information and the high-precision map data.

8. The method according to claim 7, wherein before determining the target torque control mode for the vehicle based on the driving road condition information, the method further comprises:

and correcting the driving road condition information of the vehicle based on the driving state information of the vehicle.

9. A vehicle torque control system, applied to a vehicle including a power battery and at least two drive motors, comprising:

the energy management module is used for acquiring the allowable total driving power which can be provided by the power battery to the at least two driving motors and the allowable driving power of each driving motor;

the driving information acquisition module is used for acquiring driving state information of the vehicle;

the intelligent identification module is used for acquiring the driving road condition information of the vehicle;

and the torque management module is used for determining the whole vehicle wheel end required torque and a target torque distribution coefficient of the vehicle based on the running state information and the running road condition information, limiting the whole vehicle wheel end required torque based on the allowable total driving power, the allowable driving power and the allowable torque of each driving motor so as to obtain the whole vehicle wheel end required torque limit value of the vehicle and the wheel end required torque limit value corresponding to each driving motor, and distributing the torque for at least two driving motors based on the target torque distribution coefficient, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

10. A vehicle characterized by comprising a power battery, at least two drive motors, and the vehicle torque control system of claim 9.

Technical Field

The application relates to the technical field of vehicles, in particular to a vehicle torque control method, a vehicle torque control system and a vehicle.

Background

In recent years, the application of clean energy is more and more emphasized in all countries in the world, so that the technology of electric automobiles is also greatly developed, particularly the electric four-wheel drive technology. Electric four-wheel drive vehicles are generally provided with a front driving motor and a rear driving motor which are independent, and compared with a single motor driving mode, the electric four-wheel drive vehicles are more timely in aspects of power acceleration, brake recovery response processing and the like, so that the driving performance of the whole vehicle is improved, the dynamic stability is low, and the like.

However, the electric four-wheel drive vehicle often has a problem of not using the battery capacity sufficiently or using the battery capacity excessively when running. Therefore, how to fully and reasonably use the battery capacity as much as possible is a problem to be solved.

Disclosure of Invention

The embodiment of the application provides a vehicle torque control method, a vehicle torque control system and a vehicle, which can fully and reasonably use battery capacity and avoid the problem of insufficient or excessive use of the battery capacity.

In order to solve the technical problem, the embodiment of the application adopts the following technical scheme:

in a first aspect, an embodiment of the present application further provides a vehicle torque control method, applied to a vehicle including a power battery and at least two driving motors, the method including:

obtaining allowable total driving power which can be provided by the power battery to the at least two driving motors, allowable driving power of each driving motor, driving state information of the vehicle and driving road condition information;

determining the required torque and the target torque distribution coefficient of the vehicle wheel end based on the running state information and the running road condition information;

limiting the required torque of the wheel end of the whole vehicle based on the allowable total driving power, the allowable driving power of each driving motor and the allowable torque to obtain a required torque limit value of the wheel end of the whole vehicle and a required torque limit value of the wheel end corresponding to each driving motor;

and distributing the torque for the at least two driving motors based on the target torque distribution coefficient, the whole wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

In a second aspect, an embodiment of the present application provides a vehicle torque control system applied to a vehicle including a power battery and at least two driving motors, the system including:

the energy management module is used for acquiring the allowable total driving power which can be provided by the power battery to the at least two driving motors and the allowable driving power of each driving motor;

the driving information acquisition module is used for acquiring driving state information of the vehicle;

the intelligent identification module is used for acquiring the driving road condition information of the vehicle;

and the torque management module is used for determining the whole vehicle wheel end required torque and a target torque distribution coefficient of the vehicle based on the running state information and the running road condition information, limiting the whole vehicle wheel end required torque based on the allowable total driving power, the allowable driving power and the allowable torque of each driving motor so as to obtain the whole vehicle wheel end required torque limit value of the vehicle and the wheel end required torque limit value corresponding to each driving motor, and distributing the torque for at least two driving motors based on the target torque distribution coefficient, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

In a third aspect, embodiments of the present application provide a vehicle, which includes a power battery, at least two driving motors, and the vehicle torque control system provided in the first aspect.

The embodiment of the application adopts at least one technical scheme which can achieve the following beneficial effects:

determining the whole vehicle wheel end required torque and a target torque distribution coefficient of the vehicle based on the running state information and the running road condition information of the vehicle in the whole process from the starting of the power battery to the distribution of the torque, considering the limitation of the capacity of the power battery and the capacity of each driving motor on the torque which can be provided to the wheel end of the vehicle before the distribution of the torque, obtaining the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor by obtaining the allowable total driving power which can be provided by the power battery to at least two driving motors and the allowable driving power which is respectively provided to each driving motor, and limiting the whole vehicle wheel end required torque based on the allowable total driving power and the allowable driving power of each driving motor before the distribution of the torque, and further based on the target torque distribution coefficient, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor, the torque distribution is carried out on the at least two driving motors, so that when the torque distribution is carried out on the at least two driving motors, the wheel end torque corresponding to each driving motor is not limited to the self capacity of each driving motor and the capacity of the power battery, the torque capacity of the whole driving system reaches the highest under the same power, the capacity of the power battery is fully utilized, and the problem that the capacity of the power battery cannot be fully used or is excessively used in the running process of a vehicle is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic structural view of a vehicle to which an embodiment of the present application is applied;

FIG. 2 is a flow chart of a method for controlling vehicle torque provided by an embodiment of the present application;

fig. 3 is a flowchart of a method for acquiring driving traffic information of a vehicle according to an embodiment of the present application;

FIG. 4 is a flow chart of another method of vehicle torque control provided by an embodiment of the present application;

FIG. 5 is a flow chart of a method for distributing torque to a drive motor of a vehicle according to an embodiment of the present disclosure;

FIG. 6 is a schematic structural diagram of a vehicle torque control system according to an embodiment of the present disclosure;

FIG. 7 is a schematic diagram illustrating interaction between modules in a vehicle torque control system according to an embodiment of the present disclosure.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following specific embodiments of the present application and the accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. 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 application.

The technical solutions provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings.

The technical scheme provided by the embodiment of the application can be applied to vehicles comprising a power battery and at least two driving motors, such as electric four-wheel-drive vehicles. Fig. 1 is a schematic view of a driving system architecture of an electric four-wheel-drive vehicle according to an embodiment of the present disclosure, and as shown in fig. 1, the electric four-wheel-drive vehicle includes a power battery and two sets of front and rear independent sub-driving systems, that is, a front sub-driving system for driving front wheels of the vehicle and a rear sub-driving system for driving rear wheels of the vehicle. Each sub-driving system comprises a driving motor, a speed reducer and a differential, and a power battery is connected with each driving motor respectively to provide energy for each driving motor; the speed reducer reduces the speed and increases the torque of the power of the driving motor and then transmits the power to the corresponding driving shaft through the differential mechanism, and then drives the corresponding vehicle.

Of course, it is understood that the vehicle applied to the embodiment of the present application is limited to the electric four-wheel-drive vehicle, and may be applied to other vehicles having at least two independent drive systems.

For convenience of description, the embodiments of the present application will hereinafter collectively refer to a vehicle including a power battery and at least two drive motors simply as a "vehicle".

Referring to fig. 2, fig. 2 is a flowchart of a vehicle torque control method according to an embodiment of the present application, where the vehicle torque control method is executed by the vehicle. As shown in fig. 2, the method comprises the steps of:

s210, obtaining allowable total driving power which can be provided by the power battery to at least two driving motors, allowable driving power which is respectively provided to each driving motor, driving state information of the vehicle and driving road condition information.

Wherein the allowable total driving power is a sum of allowable driving powers of the driving motors.

The running state information of the vehicle refers to information for characterizing the running state of the vehicle, and specifically, the running state information of the vehicle may include, for example, but not limited to, a running speed, a longitudinal acceleration, a lateral acceleration, a yaw rate, a rotational speed of each drive motor, a wheel speed and a steering angle of each vehicle, a depth of a brake pedal, an opening degree of an accelerator pedal, a shift position, a center of gravity position, and the like of the vehicle.

The driving road condition information of the vehicle refers to information for representing a road condition of a road where the vehicle is located, and may specifically include but is not limited to a road surface type (such as a desert, a mountain region, a rock, a mud land and the like), weather information (such as wet and slippery, snowing, icing and the like), a congestion condition and the like of the road where the vehicle is located.

And S220, determining the required torque and the target torque distribution coefficient of the vehicle wheel end of the vehicle based on the running state information and the running road condition information of the vehicle.

The required torque of the wheel end of the whole vehicle is the sum of torques required by the wheel ends of the vehicle in the running process. The torque distribution coefficient is used to indicate the proportion of torque distributed to each wheel end of the vehicle.

The sum of the torque and the torque required by each wheel end of the vehicle under different driving states and different driving road conditions is different, so that the current whole wheel end required torque and the target torque distribution coefficient of the vehicle can be determined based on the driving state information and the driving road condition information of the vehicle.

And S230, limiting the required torque of the wheel end of the whole vehicle based on the allowable total driving power, the allowable driving power and the allowable torque of each driving motor so as to obtain the required torque limit value of the wheel end of the whole vehicle and the required torque limit value of the wheel end corresponding to each driving motor.

Under the ideal condition, the wheel end required torque corresponding to each driving motor can be determined according to the whole vehicle wheel end required torque and the target torque distribution coefficient of the vehicle, and then the corresponding torque is distributed to each driving motor based on the wheel end required torque corresponding to each driving motor. However, in practical applications, the torque that the power battery can provide to the wheel end of the vehicle is limited by the capacity of the power battery and the capacity of each driving motor, and for this reason, the vehicle wheel end required torque and the wheel end required torque corresponding to each driving motor are limited based on the allowable total driving power that can reflect the capacity of the power battery and the allowable driving power and allowable torque that can reflect the capacity of each driving motor, so as to prevent the torque distributed to the wheel end corresponding to each driving motor from exceeding the capacity of the power battery and each driving motor.

And S240, distributing the torque for at least two driving motors based on the target torque distribution coefficient, the limit value of the required torque of the wheel end of the whole vehicle and the limit value of the required torque of the wheel end corresponding to each driving motor.

Specifically, the wheel end required torque limit value of the whole vehicle can be primarily distributed based on the target torque distribution coefficient, and then the initial distribution result is adjusted based on the wheel end required torque limit value corresponding to each driving motor, so that the torque distributed to the wheel end corresponding to each driving motor does not exceed the wheel end required torque limit value corresponding to the driving motor, and the torque of the wheel end corresponding to all the driving motors does not exceed the wheel end required torque limit value of the whole vehicle.

According to the vehicle torque control method provided by the embodiment of the application, in the whole process from the beginning of the power battery to the distribution of the torque, the whole vehicle wheel end required torque and the target torque distribution coefficient of the vehicle are determined based on the running state information and the running road condition information of the vehicle, the limitation of the capacity of the power battery and the capacity of each driving motor on the torque which can be provided to the vehicle wheel end is also considered before the torque distribution, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor are obtained by obtaining the allowable total driving power which can be provided to at least two driving motors by the power battery and the allowable driving power which is respectively provided to each driving motor and limiting the whole vehicle wheel end required torque based on the allowable total driving power and the allowable driving power of each driving motor before the torque distribution, and the target torque distribution coefficient, The whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor are used for distributing the torque for at least two driving motors, so that when the torque distribution is carried out on at least two driving motors, the wheel end torque corresponding to each driving motor does not exceed the limit of the self capacity and the power battery capacity of each driving motor, the torque capacity of the whole driving system reaches the highest under the same power, the power battery capacity is fully utilized, and the problem that the power battery capacity cannot be fully used or is excessively used in the vehicle running process is solved.

In order to make those skilled in the art understand the technical solutions provided by the embodiments of the present application, the following describes each step in the vehicle torque control method provided by the embodiments of the present application in detail.

Corresponding to the step S210, alternatively, the allowable total driving power and the allowable driving power of each driving motor may be obtained as follows: specifically, after the vehicle enters the driving state, the actual power consumption of each driving motor and the actual power consumption of the accessory system of the vehicle may be monitored, and in combination with the allowable charging/discharging power of the power battery, the allowable total driving power that can be supplied to at least two driving motors and the allowable driving power that can be supplied to each driving motor, respectively, may be determined. The accessory systems of the vehicle may include, for example, but are not limited to, a DC-DC converter, a compressor, a heater, and the like.

Of course, in consideration of the fact that in practical applications, the power consumption requirements of the at least two driving motors may vary with the variation of the driving path, in a preferred embodiment, when determining the allowable total driving power and the allowable driving power of each driving motor, the driving condition information of the vehicle is combined with the actual power consumption of the accessory system and each driving motor. In addition, in a more preferable scheme, damage of a cooling component in a thermal system of the vehicle and the like are also considered, so that the temperature of the driving motor is prevented from rising too fast and the like.

The driving state information of the vehicle can be acquired by a driving information acquisition module arranged on the vehicle. The driving information collecting module of the vehicle may include a plurality of sensors, for example, but not limited to, an acceleration sensor for collecting acceleration of the vehicle, a wheel speed sensor for collecting wheel speed of the vehicle, a rotational speed sensor for collecting rotational speed of a driving motor of the vehicle, a position sensor for collecting depth of a brake pedal and opening degree of an accelerator of the vehicle, and the like.

For the driving road condition information of the vehicle, the position information of the vehicle is obtained, weather information and high-precision map data which are provided by the cloud service platform and are related to the position information of the vehicle are obtained, and the driving road condition information of the vehicle is further determined based on the obtained weather information and the high-precision map data.

The cloud service platform refers to one or more servers that provide weather information and high-precision map data, wherein the high-precision map data may include road surface information, congestion conditions, and the like of roads. The weather information and the high-precision map data related to the position information of the vehicle may include, but are not limited to, weather information and high-precision map data of a road segment where the vehicle is currently located and a next road segment.

More specifically, the position information of the vehicle may be monitored by a Positioning device, such as a GPS (Global Positioning System), provided on the vehicle.

The weather information and the high-precision map data can be obtained by, but not limited to, the following two ways:

mode 1: the vehicle triggers the cloud service platform to push weather information and high-precision map data related to the position information of the vehicle to the vehicle, and receives the weather information and the high-precision map data pushed by the cloud service platform. For example, the vehicle may send an acquisition request carrying position information of the vehicle to the cloud service platform through a vehicle-mounted network device (such as TBOX) built in the vehicle, and receive weather information and high-precision map data returned by the cloud service platform in response to the acquisition request.

Mode 2: and receiving weather information and high-precision map data which are actively pushed by the cloud service platform and are related to the position information of the vehicle.

Of course, in practical applications, the weather information and the high-precision map data may also be obtained in any other suitable manner.

In order to obtain more accurate driving road condition information, in a more preferable scheme, as shown in fig. 3, after the driving road condition information of the vehicle is determined based on the weather information and the high-precision map data provided by the cloud service platform, the driving road condition information of the vehicle may be corrected based on the driving state information of the vehicle.

Specifically, since the driving state information of the vehicle under different driving conditions is different, for example, when the vehicle is driven in a desert or mud, the acceleration, the wheel speed, and the rotation speed of the driving motor are different, the driving condition information of the vehicle can be identified based on the driving state information of the vehicle. Then, whether the driving road condition information based on the driving road condition information and the driving road condition information determined based on the data provided by the cloud service platform are different or not is compared, if the driving road condition information based on the driving state information of the vehicle and the driving road condition information determined based on the data provided by the cloud service platform are different within a specified mileage (such as 20 kilometers), the driving road condition information determined based on the data provided by the cloud service platform can be corrected by utilizing the driving road condition information identified based on the driving state information of the vehicle, and the corrected driving road condition information is used as final driving road condition information.

In the step S220, in an alternative manner, a preset torque control mode mapping table may be queried based on the driving state information and the driving road condition information of the vehicle to determine a target torque control mode of the vehicle, and then a target torque distribution coefficient corresponding to the target torque control mode may be determined based on a preset corresponding relationship between the torque control mode and the torque distribution coefficient. The torque control mode mapping table records different driving state information and corresponding torque control modes under the driving road condition information. The overall torque control modes of the embodiments of the present application may include, for example, but are not limited to, an economy mode, a power mode, and a stability mode.

It should be noted that the torque control mode mapping table and the preset correspondence between the torque control modes and the torque distribution coefficients can be obtained by analyzing a large amount of historical data or by performing a bench test on the driving motor.

In order to achieve more accurate torque control, in a more preferred embodiment, the target torque distribution coefficient may be obtained by: firstly, determining a plurality of optimal torque distribution coefficients respectively corresponding to the vehicle in different torque control modes based on the running state information of the vehicle; secondly, determining a target torque control mode of the vehicle based on the driving road condition information of the vehicle; and finally, determining the target torque distribution coefficient of the vehicle based on the distribution weight matched with the target torque control mode and the optimal torque distribution coefficients.

More specifically, as shown in fig. 5, after the complete vehicle wheel end required torque limit value is obtained, filtering is performed on the complete vehicle wheel end required torque limit value, and the optimal torque distribution coefficient corresponding to the vehicle in the economic mode is determined according to a strategy that the conversion loss from electric power to mechanical power is minimum or the maximum total torque is output under the same torque by combining the running speed of the vehicle, the filtered complete vehicle wheel end required torque limit value and a preset economic distribution coefficient mapping table; determining the corresponding optimal torque distribution coefficient of the vehicle in the power mode by combining the gravity center position of the vehicle and a preset power distribution coefficient mapping table and adopting a strategy that a driving motor which is biased to the higher side of the load preferentially outputs acceleration or recovery torque; and determining the corresponding optimal torque distribution coefficient of the vehicle in the stability mode by combining the wheel speed difference and the turning angle of each wheel of the vehicle and a preset stability distribution coefficient mapping table. Secondly, determining a target torque control mode of the vehicle based on the driving road condition information of the vehicle; and finally, carrying out weighted summation on the optimal torque distribution coefficients based on the distribution weight matched with the target torque control mode of the vehicle to obtain the target torque distribution coefficient of the vehicle.

The target torque control mode of the vehicle can be obtained according to the preset corresponding relation between the driving road condition information of the vehicle and the torque control mode. The preset corresponding relationship may be obtained by analyzing a large amount of historical data or testing a sample car.

The economic distribution coefficient map is a map in which a correspondence relationship between a running speed of the vehicle and the optimal torque distribution coefficient is recorded, the power distribution coefficient map is a map in which a correspondence relationship between a center of gravity position of the vehicle and the optimal torque distribution coefficient is recorded, and the stability distribution coefficient map is a map in which a correspondence relationship between a wheel speed difference and a rotational angle of each wheel of the vehicle and the optimal torque distribution coefficient is recorded. The distribution coefficient mapping tables can be obtained by analyzing a large amount of historical data or performing a sample vehicle test, and are corrected and finally determined based on the efficiency correction coefficient of the driving motor.

In addition, the target torque control mode of the vehicle may be obtained based on the driving road condition information of the vehicle in the above manner, and may be set by the rider in a customized manner according to actual needs.

It can be understood that, in the present embodiment, a plurality of optimal torque distribution coefficients respectively corresponding to the vehicle in different torque control modes and distribution weights matched with a target torque control mode of the vehicle are integrated to determine a target torque distribution coefficient of the vehicle, so that the determined target torque distribution coefficient can better balance requirements for different performances of the vehicle, such as economic performance, dynamic performance and stability, and the driving state of the vehicle can reach a better state. On the basis, the target torque control mode of the vehicle is determined based on the driving road condition information of the vehicle, so that the determined target torque control mode can be matched with the actual driving condition of the vehicle, more accurate torque control is realized, and the driving experience of a user on the vehicle is improved.

Further, as shown in fig. 5, in the case where the electronic stability function of the vehicle is triggered, the target torque distribution coefficient may also be restricted based on the electronic stability requirement of the vehicle, for example, the torque distributed to the stably operating drive motor is shifted to the unstably operating drive motor, whereby the stability of the vehicle running may be further improved.

Further, as shown in fig. 5, in case that the vehicle enters a two Wheel Drive (2Wheel Drive, 2WD) state, it may be determined whether to control the idle Drive motor to enter the economy mode and perform a corresponding process according to the rotation speed and temperature of the driving motor in operation, the economy mode permission state, and the currently output torque. For example, since the back electromotive voltage of the driving motor is in a proportional relationship with the rotation speed of the driving motor, if the back electromotive voltage is too high, the three-phase IGBT of the driving motor may be broken down to damage the driving motor, and if the temperature of the driving motor is not cooled down in time, the driving motor may be more easily overheated to be damaged. The set rotating speed threshold value and the set temperature range can be set in a user-defined mode according to actual needs, and the numerical values of the set rotating speed threshold value and the set temperature range are not limited specifically in the embodiment of the application.

It is understood that in the case where the vehicle enters the 2WD state, whether to control the idle driving motor to enter the economy mode is determined based on the rotation speed and temperature of the operating driving motor, the economy mode permission state, and the currently output torque, and it is possible to secure the idle driving motor in the most economical state as much as possible on the basis of protecting the driving motor and considering the four-drive two-drive switching, so as to achieve the economic maximization of the 2WD in any allocation.

Further, as shown in fig. 5, in consideration of the limitation of the torque capacity of the driving motor to the allocated torque, the target torque allocation coefficient is restricted based on the electronic stability requirement of the vehicle, and the target torque allocation coefficient may be restricted based on the torque capacity of the driving motor (e.g., the torque capacity of the driving motor under the self-body restriction and the torque capacity under the allowable driving power restriction allocated to the power battery).

Further, as shown in fig. 5, after filtering the target torque distribution coefficient based on the torque capacity of the driving motor, considering that the torque capacity limit from the driving motor may cause a change in the target torque distribution coefficient, the vehicle torque control method provided in the embodiment of the present application may further include: and filtering the target torque distribution coefficient limited by the torque capacity of the driving motor. Further, subsequent torque distribution operations may be performed according to the filtered torque distribution coefficients.

For the step S230, the total wheel end required torque can be pre-distributed according to the distribution coefficient with the optimal economy, so as to ensure that the highest total wheel end torque output is obtained under the same power consumption, and then the pre-distribution result is optimized by using the allowable total driving power, the allowable driving power of the driving motors and the allowable torque, so that the wheel end torque corresponding to each driving motor is limited within the self-capacity range of each driving motor and the capacity range of the power battery.

Specifically, as shown in fig. 4, the step S230 may include:

and S231, determining the wheel end candidate required torque corresponding to each driving motor based on the whole vehicle wheel end required torque and the optimal torque distribution coefficient corresponding to the economic mode.

More specifically, the economic distribution coefficient mapping table can be queried according to the vehicle wheel end required torque and the vehicle running speed to obtain the corresponding optimal distribution coefficient of the vehicle in the economic mode, and the wheel end required torque is pre-distributed according to the optimal distribution coefficient to obtain the wheel end candidate required torque corresponding to each driving motor.

And S232, determining the first wheel end allowable torque corresponding to each driving motor based on the allowable driving power and the allowable torque of each driving motor.

The first wheel end allowable torque corresponding to the driving motor is used for representing the wheel end allowable torque corresponding to the driving motor under the limitation of the driving capability of the driving motor.

Specifically, the allowable torque of the driving motor is usually the allowable torque of the shaft end of the driving motor, and since a speed reducer and the like are further provided between the driving motor and the wheel, the allowable torque of the driving motor can be converted into the first wheel end allowable torque corresponding to the driving motor based on the speed reduction ratio of the speed reducer and the conversion loss from the allowable driving power to the mechanical power of the driving motor. The conversion loss of the allowable driving power to the mechanical power of the driving motor can be estimated based on the bus voltage, the temperature, the rotating speed and the like of the driving motor.

And S233, determining the second wheel end allowable torque corresponding to each driving motor based on the allowable total driving power and the torque distribution coefficient currently executed by the vehicle.

And the second wheel end allowable torque corresponding to the driving motor is used for representing the wheel end allowable torque corresponding to the driving motor under the power battery capacity limit.

Specifically, the allowable total driving power may be distributed according to a torque distribution coefficient currently executed by the vehicle to obtain allowable driving power of each driving motor under the power battery capacity limit, and further, the allowable torque of the driving motor may be converted into the second wheel-end allowable torque corresponding to the driving motor based on the reduction ratio of the speed reducer and a conversion loss of the allowable driving power of the driving motor under the power battery capacity limit to the mechanical power. The conversion loss of the allowable driving power of the driving motor to the mechanical power under the power battery capacity limit can be estimated based on the bus voltage, the temperature, the rotating speed and the like of the driving motor.

It should be noted that, any appropriate manner commonly used in the art may be adopted to estimate the conversion loss from the allowable driving power to the mechanical power of the driving motor and convert the torque at the shaft end of the driving motor into the torque at the corresponding wheel end, and the embodiments of the present application are not described herein again.

And S234, determining each driving motor and the corresponding wheel end required torque limit value based on the first wheel end allowable torque, the second wheel end allowable torque and the wheel end candidate required torque corresponding to each driving motor.

Due to the fact that the capacities of the driving motors may be different, the allowable torque of the first wheel end corresponding to each driving motor is different. In contrast, in order to further ensure that the wheel end torque corresponding to each drive motor is limited within the capability range of each drive motor itself, the smallest of the first wheel end allowable torques corresponding to each drive motor may be determined as the wheel end reference allowable torque. Then, for each driving motor, the minimum one of the wheel end reference allowable torque, the second wheel end allowable torque corresponding to the driving motor and the wheel end candidate required torque is determined as the wheel end required torque limit value corresponding to the driving motor.

In specific implementation, for each driving motor, the smaller of the wheel end subsequent required torque and the wheel end reference allowable torque corresponding to the driving motor can be determined as the wheel end required torque limit value corresponding to the driving motor under the self capacity limit; and then, comparing the wheel end required torque limit value corresponding to the driving motor under the self capacity limit with the second wheel end allowable torque, and determining the smaller of the two as the wheel end required torque limit value corresponding to the driving motor.

Further, in order to ensure that the driving capability of each driving motor can be fully utilized in the subsequent torque distribution process, before determining the minimum one of the wheel end reference allowable torque, the second wheel end allowable torque corresponding to the driving motor, and the wheel end candidate required torque as the wheel end required torque limit value corresponding to the driving motor, the vehicle torque control method provided in the embodiment of the present application may further include: and acquiring a difference value between the wheel end required torque corresponding to the first type of driving motor of the vehicle and the wheel end reference allowable torque, and updating the wheel end required torque corresponding to the second type of driving motor of the vehicle based on the difference value. The first type of driving motor is a driving motor of which the corresponding wheel end required torque is greater than the wheel end reference torque, and the second type of driving motor is a driving motor of which the corresponding wheel end required torque is less than or equal to the wheel end reference allowable torque.

For example, if the wheel-end required torque corresponding to the front drive motor of the vehicle is greater than the wheel-end reference torque, and the wheel-end required torque of the rear drive motor of the vehicle is less than the wheel-end reference torque, a difference between the wheel-end required torque corresponding to the front drive motor and the wheel-end reference torque may be obtained, and a sum of the difference and the wheel-end required torque of the rear drive motor may be determined as a new wheel-end required torque of the rear drive motor, that is, a portion of the wheel-end required torque corresponding to the front drive motor that is greater than the wheel-end reference torque is allocated to the rear drive motor, so that the respective drive capacities of the drive motors may be utilized as much as possible.

And S235, acquiring the sum of the wheel end required torque limit values corresponding to the driving motors, and taking the sum as the whole vehicle wheel end required torque limit value of the vehicle.

It can be understood that, in the above embodiment, the wheel end candidate required torque corresponding to each driving motor is determined based on the vehicle wheel end required torque and the optimal torque distribution coefficient corresponding to the economic mode, so that the highest vehicle wheel end torque output can be obtained under the same power consumption; determining wheel end allowable torque corresponding to each driving motor under the self capacity limit based on the allowable driving power and the allowable torque of each driving motor, determining wheel end allowable torque corresponding to each driving motor under the power battery capacity limit based on the allowable total driving power and the current executed torque distribution coefficient of the vehicle, limiting wheel end candidate required torque corresponding to each driving motor based on the wheel end allowable torque corresponding to each driving motor under the self capacity and the power battery capacity limit, wherein the wheel end required torque limit value and the whole vehicle wheel end required torque limit value of the driving motors are wheel end required torques limited by the capacity of each driving motor and the power battery capacity, and further ensuring that the wheel end torque corresponding to each driving motor does not exceed the self capacity and the power battery capacity limit of each driving motor when at least two driving motors are subjected to torque distribution, and the torque capacity of the whole driving system reaches the highest under the same power.

As for the step S240, as shown in fig. 4, in an alternative scheme, the step S240 may include:

and S241, determining wheel end initial torques corresponding to the driving motors based on the target torque distribution coefficient and the finished automobile wheel end required torque limit value.

Specifically, the wheel-end required torque limit value of the whole wheel end may be distributed according to the target torque distribution coefficient, that is, the wheel-end initial torque corresponding to each driving motor may be obtained.

And S242, for each driving motor, determining the smaller one of the wheel end initial torque corresponding to the driving motor and the wheel end required torque limit value corresponding to the driving motor as the wheel end target torque corresponding to the driving motor.

After the wheel end initial torques corresponding to the driving motors are obtained, the wheel end required torques corresponding to the driving motors can be utilized to carry out limit values on the corresponding wheel end initial torques, namely, the wheel end initial torques and the wheel end required torques are compared, and the smaller value is taken as the wheel end target torque corresponding to the wheel end initial torques.

And S243, distributing the torque for each driving motor based on the wheel end target torque corresponding to each driving motor.

And for each driving motor, after the wheel end target torque corresponding to the driving motor is obtained, the target torque of the shaft end of the driving motor can be obtained through conversion. Further, torque distribution can be performed for each driving motor according to the target torque at the shaft end of each driving motor.

It should be noted that, the method of converting the wheel end target torque of the driving motor into the shaft end target torque may adopt any appropriate method in the art, and will not be described herein again.

It can be understood that, in the process of distributing the torque for each driving motor, the whole wheel end required torque limit value is pre-distributed according to the target torque distribution coefficient, and the wheel end required torque limit value corresponding to each driving motor is used to correct the pre-distribution result, so that the motors distributed for each driving motor can be limited within the capacity range of each driving motor and meet the torque requirement of each driving motor, and the capacity of the power battery can be further fully utilized.

Further, in another embodiment of the present application, after the wheel end target torque corresponding to each driving motor is determined in step S242, the target torque distribution coefficient may be corrected according to the wheel end target torque corresponding to each driving motor, and in step S233, the second wheel end allowable torque corresponding to each driving motor is updated based on the allowable total driving power and the target torque distribution coefficient to be corrected, so as to update the wheel end required torque limit value corresponding to each driving motor, thereby forming a closed loop, and ensuring that the distribution of the allowable total driving power imposes constraints on the wheel end required torque limit value of the whole wheel and the wheel end required torque limit value corresponding to each driving motor.

Further, in another embodiment of the present application, in order to ensure the smoothness of the vehicle, after the step S230, the vehicle torque control method provided by the embodiment of the present application may further include: and carrying out filtering processing on the limit value of the torque required by the wheel end of the whole vehicle. Of course, in the process of filtering, whether to perform filtering can be determined according to the source of the required torque at the wheel end of the whole vehicle. For example, if the entire wheel end required torque comes from the chassis controller, since it is already filtered, in this case, there is no need to filter the entire wheel end required torque limit.

It should be noted that all the execution subjects of the steps of the method provided above may be the same device, or different devices may be used as the execution subjects of the method.

The foregoing description has been directed to specific embodiments of this disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.

FIG. 6 is a schematic structural diagram of a vehicle torque control system according to an embodiment of the present application. Referring to fig. 6, the system may include: the device comprises an energy management module, a driving information acquisition module, an intelligent identification module and a torque management module.

The energy management module is used for acquiring the allowable total driving power which can be provided by the power battery to the at least two driving motors and the allowable driving power of each driving motor.

The driving information acquisition module is used for acquiring the driving state information of the vehicle.

The intelligent identification module is used for acquiring the driving road condition information of the vehicle.

The torque management module is used for determining the whole vehicle wheel end required torque and a target torque distribution coefficient of the vehicle based on the driving state information and the driving road condition information, limiting the whole vehicle wheel end required torque based on the allowable total driving power, the allowable driving power and the allowable torque of each driving motor so as to obtain the whole vehicle wheel end required torque limit value of the vehicle and the wheel end required torque limit value corresponding to each driving motor, and distributing the torque for at least two driving motors based on the target torque distribution coefficient, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

According to the vehicle torque control device provided by the embodiment of the application, in the whole process from the beginning of the power battery to the distribution of the torque, the whole vehicle wheel end required torque and the target torque distribution coefficient of the vehicle are determined based on the running state information and the running road condition information of the vehicle, the limitation of the torque which can be provided to the vehicle wheel end is further considered in consideration of the capacity of the power battery and the capacity of each driving motor before the torque distribution, the whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor are obtained by obtaining the allowable total driving power which can be provided to at least two driving motors by the power battery and the allowable driving power which is respectively provided to each driving motor, and the whole vehicle wheel end required torque limit value is limited based on the allowable total driving power and the allowable driving power of each driving motor before the torque distribution, and the target torque distribution coefficient, The whole vehicle wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor are used for distributing the torque for at least two driving motors, so that when the torque distribution is carried out on at least two driving motors, the wheel end torque corresponding to each driving motor does not exceed the limit of the self capacity and the power battery capacity of each driving motor, the torque capacity of the whole driving system reaches the highest under the same power, the power battery capacity is fully utilized, and the problem that the power battery capacity cannot be fully used or is excessively used in the vehicle running process is solved.

Optionally, as shown in fig. 7, the system may further include a control module corresponding to each driving motor (e.g., a control module of the front driving motor and a control module of the rear driving motor), and a battery management module for monitoring the power battery. After the vehicle enters a driving state, the control module corresponding to each driving motor can acquire the actual power consumption of each driving motor, and the battery management module can acquire the allowable charging and discharging power of the power battery. The energy management module can synthesize the allowable charging and discharging power of the power battery, the actual power consumption power of each driving motor and the actual power consumption power of the accessory system, and determine allowable total driving power capable of being provided for at least two driving motors and allowable driving power respectively provided for each driving motor. The accessory systems of the vehicle may include, for example, but are not limited to, a DC-DC converter, a compressor, a heater, and the like.

Of course, in consideration of the fact that in practical application, the power consumption requirements of the at least two driving motors may change along with the change of the driving path, in a preferred embodiment, the energy management module considers the actual power consumption of the accessory system and each driving motor and also combines the driving road condition information of the vehicle collected by the intelligent identification module when determining the allowable total driving power and the allowable driving power of each driving motor. In addition, in a more preferable scheme, damage of a cooling component in a thermal system of the vehicle and the like are also considered, so that the temperature of the driving motor is prevented from rising too fast and the like.

Alternatively, the running state information of the vehicle refers to information for characterizing the running state of the vehicle, and specifically, the running state information of the vehicle may include, for example, but not limited to, a running speed, a longitudinal acceleration, a lateral acceleration, a yaw rate, a rotational speed of each drive motor, a wheel speed and a steering angle of each vehicle, a depth of a brake pedal, an opening degree of an accelerator pedal, a shift position, a center of gravity position, and the like of the vehicle. The driving information collecting module may include a plurality of sensors, for example, and may include, but is not limited to, an acceleration sensor for collecting acceleration of the vehicle, a wheel speed sensor for collecting wheel speed of the vehicle, a rotational speed sensor for collecting rotational speed of a driving motor of the vehicle, a position sensor for collecting a depth of a brake pedal and an opening degree of an accelerator of the vehicle, and the like.

Optionally, as shown in fig. 7, the intelligent identification module acquires position information of the vehicle, acquires weather information and high-precision map data, which are provided by the cloud service platform and are related to the position information of the vehicle, and further determines driving road condition information of the vehicle based on the acquired weather information and the high-precision map data.

Alternatively, as shown in fig. 6 and 7, the torque management module may include a resolution arbitration sub-module, a torque limit sub-module, and a torque distribution sub-module.

The analysis arbitration submodule is connected with the driving information acquisition module and can determine the required torque of the whole vehicle wheel end of the vehicle based on the driving state information and the driving road condition information.

The torque limiting submodule is respectively connected with the energy management module and the control module corresponding to each driving motor, so as to limit the required torque of the wheel end of the whole vehicle based on the allowed total driving power, the allowed driving power and the allowed torque of each driving motor, and obtain the required torque limit value of the wheel end of the whole vehicle and the required torque limit value of the wheel end corresponding to each driving motor.

Specifically, the torque limiting submodule can determine candidate wheel end required torques corresponding to the driving motors based on the vehicle wheel end required torques and the optimal torque distribution coefficients corresponding to the economic modes, determine first wheel end allowable torques corresponding to the driving motors based on allowable driving power and allowable torques of the driving motors, and determine second wheel end allowable torques corresponding to the driving motors based on allowable total driving power and the torque distribution coefficients currently executed by the vehicle; further, based on the first wheel end allowable torque, the second wheel end allowable torque and the wheel end candidate required torque corresponding to each driving motor, determining each driving motor and the corresponding wheel end required torque limit value, and obtaining the sum of the wheel end required torque limit values corresponding to each driving motor as the finished vehicle wheel end required torque limit value of the vehicle.

More specifically, for each driving motor, the smaller of the wheel-end subsequent demand torque and the wheel-end reference allowable torque corresponding to the driving motor may be determined as the wheel-end demand torque limit value corresponding to the driving motor under the self-capability limit; and then, comparing the wheel end required torque limit value corresponding to the driving motor under the self capacity limit with the second wheel end allowable torque, and determining the smaller of the two as the wheel end required torque limit value corresponding to the driving motor.

Further, in order to ensure that the driving capability of each driving motor can be fully utilized in the subsequent torque distribution process, before determining the minimum one of the wheel end reference allowable torque, the second wheel end allowable torque corresponding to the driving motor, and the wheel end candidate required torque as the wheel end required torque limit value corresponding to the driving motor, the vehicle torque control method provided in the embodiment of the present application may further include: and acquiring a difference value between the wheel end required torque corresponding to the first type of driving motor of the vehicle and the wheel end reference allowable torque, and updating the wheel end required torque corresponding to the second type of driving motor of the vehicle based on the difference value. The first type of driving motor is a driving motor of which the corresponding wheel end required torque is greater than the wheel end reference torque, and the second type of driving motor is a driving motor of which the corresponding wheel end required torque is less than or equal to the wheel end reference allowable torque.

And the torque distribution submodule determines wheel end initial torque corresponding to each driving motor based on the target torque distribution coefficient and the whole vehicle wheel end required torque limit, determines the smaller one of the wheel end initial torque corresponding to the driving motor and the wheel end required torque limit value corresponding to each driving motor as the wheel end target torque corresponding to the driving motor, and distributes torque for each driving motor based on the wheel end target torque corresponding to each driving motor.

Specifically, the system may further include a dynamic stability control system that may determine a traveling speed, a center of gravity position, and the like of the vehicle from the traveling state information of the vehicle. The torque distribution submodule is respectively connected with the dynamic stability control module, the intelligent identification module and the torque limiting submodule, can determine a target torque distribution coefficient of the vehicle according to information (such as the running speed and the gravity center position of the vehicle) output by the dynamic stability control module and running road condition information acquired by the intelligent identification module, and distributes torque for the at least two driving motors based on the target torque distribution coefficient, the whole wheel end required torque limit value and the wheel end required torque limit value corresponding to each driving motor.

Specifically, the torque distribution submodule can dynamically stabilize information (such as the running speed and the gravity center position of the vehicle) output by the control module, and determine a plurality of optimal torque distribution coefficients respectively corresponding to the vehicle in different torque control modes; secondly, determining a target torque control mode of the vehicle based on the driving road condition information acquired by the intelligent identification module; and finally, determining the target torque distribution coefficient of the vehicle based on the distribution weight matched with the target torque control mode and the optimal torque distribution coefficients.

After the target torque distribution coefficient is determined, the torque distribution submodule can determine wheel end initial torques corresponding to the driving motors based on the target torque distribution coefficient and the finished automobile wheel end required torque limit value; then, for each driving motor, determining the smaller one of the wheel end initial torque corresponding to the driving motor and the wheel end required torque limit value corresponding to the driving motor as the wheel end target torque corresponding to the driving motor; and finally, distributing the torque for each driving motor based on the wheel end target torque corresponding to each driving motor. It can be understood that, in the process of distributing the torque for each driving motor, the whole wheel end required torque limit value is pre-distributed according to the target torque distribution coefficient, and the wheel end required torque limit value corresponding to each driving motor is used to correct the pre-distribution result, so that the motors distributed for each driving motor can be limited within the capacity range of each driving motor and meet the torque requirement of each driving motor, and the capacity of the power battery can be further fully utilized.

Further, as shown in fig. 6 and 7, after the wheel end target torques corresponding to the driving motors are determined, the torque distribution submodule may correct the target torque distribution coefficient according to the wheel end target torques corresponding to the driving motors, and send the corrected target torque distribution coefficient to the torque limiting submodule, and the torque limiting submodule updates the second wheel end allowable torque corresponding to the driving motors based on the allowable total driving power and the corrected target torque distribution coefficient, so as to update the wheel end required torque limit values corresponding to the driving motors, thereby forming a closed loop, and ensuring that the distribution of the allowable total driving power imposes constraints on the wheel end required torque limit values and the wheel end required torque limit values corresponding to the driving motors.

Further, as shown in fig. 6 and 7, the torque distribution submodule may further obtain an efficiency correction coefficient of the driving motor output by the control module corresponding to each driving motor, and correct the target torque distribution coefficient.

Further, in the case where the electronic stability function of the vehicle is triggered, the torque distribution submodule may also perform constraint limitation on the target torque distribution coefficient, for example, shift the torque distributed to the stably-operating drive motor to the unstably-operating drive motor, whereby the stability of the vehicle running may be further improved.

Further, in the case that the vehicle enters a two-Wheel Drive (2Wheel Drive, 2WD) state, the torque distribution submodule may further determine whether to control the idle Drive motor to enter the economy mode according to the rotation speed and temperature of the operating Drive motor, the economy mode permission state, and the currently output torque, and in the case that the determination is yes, output a control command instructing the Drive motor to enter the economy mode to a control module corresponding to the idle Drive motor so as to instruct the control module to control the Drive motor to enter the economy mode.

For example, since the back electromotive voltage of the driving motor is in a proportional relationship with the rotation speed of the driving motor, if the back electromotive voltage is too high, the three-phase IGBT of the driving motor may be broken down to damage the driving motor, and if the temperature of the driving motor is not cooled down in time, the driving motor may be damaged by overheating. The set rotating speed threshold value and the set temperature range can be set in a user-defined mode according to actual needs, and the numerical values of the set rotating speed threshold value and the set temperature range are not limited specifically in the embodiment of the application.

Further, as shown in fig. 6 and 7, the torque management module may further include a filtering processing sub-module. The filtering processing submodule is respectively connected with the analysis arbitration submodule, the torque limiting submodule and the torque distribution submodule, can determine whether to filter the whole vehicle wheel end required torque limit value output by the torque limiting submodule according to the source of the whole vehicle wheel end required torque output by the analysis arbitration submodule, and can output the whole vehicle wheel end required torque limit value to the torque distribution submodule after filtering according to the whole vehicle wheel end required torque limit value output by the torque limiting submodule under the condition that the whole vehicle wheel end required torque limit value is determined to be the source of the whole vehicle wheel end required torque output by the analysis arbitration submodule, so that the running stability of. For example, if the entire wheel end required torque comes from the chassis controller, since it is already filtered, in this case, there is no need to filter the entire wheel end required torque limit.

Further, as shown in fig. 6 and 7, the system may further include a smart driving module that may trigger the torque management module to automatically allocate and control the vehicle torque in real time upon receiving the smart driving command input by the occupant.

It should be noted that the target torque control mode of the vehicle may be obtained based on the driving road condition information of the vehicle in the above manner, and may also be set by the rider in a customized manner according to actual requirements. In the latter regard, as shown in fig. 6 and 7, the system may further include a torque control mode selection module that may determine a target torque control mode of the vehicle based on the occupant's selection of the torque control mode and output to the torque distribution submodule.

In addition, with regard to the vehicle torque control system described above, the specific manner in which the various modules perform operations has been described in detail in relation to the embodiments of the method and will not be elaborated upon herein.

The embodiment of the application also provides a vehicle, which comprises a power battery, at least two driving motors and the vehicle torque control system in any one of the above embodiments of the application.

Further, the vehicle provided in the embodiments of the present application may further include a speed reducer (e.g., a front speed reducer and a rear speed reducer), a differential (e.g., a front differential and a rear differential), an accessory system, and the like, which are not specifically limited in this respect.

It should be noted that, each module in the vehicle torque Control system may be configured in each Electronic Control Unit (ECU) of the vehicle or integrated in a domain ECU of the vehicle, for example, an energy management module, a stability Control module, and a Control module of the driving motor may all be concentrated in an ECU of a certain driving domain, so that the technical solution provided by the embodiment of the present application is not affected by an Electronic architecture in the vehicle.

In short, the above description is only a preferred embodiment of the present application, and is not intended to limit the scope of the present application. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

The systems, devices, modules or units illustrated in the above embodiments may be implemented by a computer chip or an entity, or by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.