CN112009259B

CN112009259B - Vehicle and power distribution method thereof

Info

Publication number: CN112009259B
Application number: CN201910448956.0A
Authority: CN
Inventors: 杜明明; 王璐
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-05-28
Filing date: 2019-05-28
Publication date: 2022-08-09
Anticipated expiration: 2039-05-28
Also published as: CN112009259A; WO2020238907A1

Abstract

The invention provides a vehicle and a power distribution method thereof, wherein the vehicle comprises one vehicle and two vehicles; one vehicle comprises a vehicle power assembly, and two vehicles comprise a two vehicle power assembly; the power distribution method includes the steps of: obtaining a two-vehicle required torque T2 and a capacity torque T20 of the two-vehicle powertrain; judging whether the one vehicle power assembly needs to carry out power compensation on the two vehicle power assembly or not according to the capacity torque T20 of the two vehicle power assembly and the required torque T2 of the two vehicles; and if the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly. Therefore, the method reasonably distributes power according to the torque required by the vehicle and the torque output capacity of each power assembly, and effectively avoids the problems that the power of the vehicle is insufficient and the power requirement of the vehicle cannot be met.

Description

Vehicle and power distribution method thereof

Technical Field

The invention belongs to the technical field of vehicles, and particularly relates to a vehicle and a power distribution method thereof.

Background

After calculating the total torque required by the whole vehicle, the total torque requirement is averagely distributed to a plurality of traction control units, and then the traction control units control the motor to output corresponding torque according to the received torque information. However, when one of the motors or the traction control unit fails, the power assembly cannot output the required torque, so that the power of the whole vehicle is insufficient, and the power requirement of the whole vehicle cannot be met.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.

To this end, a first object of the invention is to propose a power distribution method of a vehicle. The method can reasonably distribute power according to the torque required by the vehicle and the torque output capacity of each power assembly, and effectively avoids the problems that the power of the vehicle is insufficient and the power requirement of the vehicle cannot be met.

A second object of the invention is to propose a computer-readable storage medium.

A third object of the invention is to propose a computer program product.

A third object of the invention is to propose a traction control unit.

A fifth object of the present invention is to provide a power assembly.

A sixth object of the invention is to propose a vehicle.

In order to achieve the above object, an embodiment of a first aspect of the present invention provides a power distribution method for a vehicle, where the vehicle includes one vehicle and two vehicles; the vehicle includes a vehicle powertrain, the vehicle includes a two vehicle powertrain; the power distribution method includes the steps of:

obtaining a two-vehicle required torque T2 and a capacity torque T20 of the two-vehicle powertrain;

judging whether the one vehicle power assembly needs to perform power compensation on the two vehicle power assembly or not according to the two vehicle required torque T2 and the capacity torque T20 of the two vehicle power assembly;

and if the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly.

According to the power distribution method of the vehicle, when the two-vehicle power assembly fails or the load of the two-vehicle is larger and the capacity torque T20 of the two-vehicle power assembly is possibly insufficient to meet the torque T2 required by the two-vehicle, the one-vehicle power assembly is controlled to output more torque, and power compensation is performed on the two-vehicle power assembly, so that the power requirement of the vehicle is met.

In addition, the power distribution method of the vehicle according to the above embodiment of the invention may have the following additional technical features.

In some examples of the invention, the determining whether the one vehicle powertrain requires power compensation to the two vehicle powertrain according to the two vehicle required torque T2 and the two vehicle powertrain capacity torque T20 includes: determining whether the two vehicle powertrain capacity torque T20 is less than the two vehicle requested torque T2; if the capacity torque T20 of the two-vehicle powertrain is less than the two-vehicle required torque T2, the one-vehicle powertrain needs to compensate power of the two-vehicle powertrain; if the two-vehicle powertrain capacity torque T20 is greater than or equal to the two-vehicle desired torque T2, then the one-vehicle powertrain does not need to power compensate the two-vehicle powertrain.

In some examples of the invention, the vehicle powertrain includes a vehicle powertrain number one and a vehicle powertrain number two; the power distribution method further includes: acquiring a vehicle required torque T1 and a capacity torque T12 of the vehicle second powertrain; wherein the controlling the one vehicle powertrain to perform power compensation to the two vehicle powertrain comprises: judging whether the one-vehicle power assembly needs to perform power compensation on the one-vehicle power assembly II or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle power assembly capacity torque T12; and if the first vehicle power assembly needs to perform power compensation on the second vehicle power assembly, controlling the first vehicle power assembly to perform power compensation on the second vehicle power assembly.

In some examples of the invention, the determining whether the vehicle powertrain one number needs to compensate power to the vehicle powertrain two number according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20 and a vehicle powertrain capacity torque T12 comprises: determining whether the capacity torque T12 of the vehicle second powertrain is less than half of the sum of the vehicle required torque T1 and the vehicle shop compensation torque Δ T2; wherein the shop compensation torque Δ T2 is T2-T20; if the capacity torque T12 of the vehicle-second powertrain is less than half of the sum of the vehicle required torque T1 and the vehicle-to-vehicle compensation torque Δ T2, the vehicle-first powertrain needs to perform power compensation on the vehicle-second powertrain; if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the sum of the vehicle required torque T1 and the vehicle shop compensation torque Δ T2, the vehicle first powertrain does not need to perform power compensation to the vehicle second powertrain.

In some examples of the invention, the power distribution method further comprises: acquiring capacity torque T11 of the one-vehicle powertrain; wherein, the control of the one-vehicle powertrain I to perform power compensation to the one-vehicle powertrain II comprises: judging whether the vehicle power assembly I needs to output capacity torque or not according to the vehicle required torque T1, the vehicle required torque T2, the capacity torque T20 of the vehicle power assembly II, the capacity torque T12 of the vehicle power assembly II and the capacity torque T11 of the vehicle power assembly I; if the vehicle powertrain No. one does not need to output the capacity torque, controlling the output torque of the vehicle powertrain No. one according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20 and the vehicle powertrain capacity torque T12; and if the vehicle one-number power assembly needs to output the capacity torque, controlling the output torque of the vehicle one-number power assembly to be the capacity torque T11 of the vehicle one-number power assembly.

In some examples of the present invention, the determining whether the vehicle powertrain # one needs to output the capability torque according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20, the vehicle powertrain capacity torque T12 and the vehicle powertrain capacity torque T11 includes: determining whether the capacity torque T11 of the vehicle powertrain No. one is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1 a; wherein the workshop compensation torque delta T2 is T2-T20, and the first in-vehicle compensation torque delta T1a is (T1+ delta T2)/2-T12; if the capacity torque T11 of the vehicle powertrain No. one is greater than the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1a, the vehicle powertrain No. one does not need to output the capacity torque; if the capacity torque T11 of the vehicle primary powertrain is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1a, the vehicle primary powertrain requires output capacity torque.

In some examples of the invention, if the vehicle powertrain # I does not require the output capacity torque, the output torque of the vehicle powertrain # I is controlled to be (T1+ Δ T2)/2+ Δ T1 a.

In some examples of the invention, the power distribution method further comprises: acquiring capacity torque T11 of the one-vehicle powertrain; wherein the controlling the one-vehicle powertrain to perform power compensation to the two-vehicle powertrain further comprises: if the one-vehicle power assembly does not need to perform power compensation on the one-vehicle power assembly II, judging whether the one-vehicle power assembly I needs to output capacity torque or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the capacity torque T20 of the two-vehicle power assembly and the capacity torque T11 of the one-vehicle power assembly I; if the vehicle powertrain No. one does not need the output capacity torque, controlling the output torque of the vehicle powertrain No. one according to the vehicle required torque T1, the vehicle required torque T2 and the vehicle powertrain capacity torque T20; and if the vehicle one-number power assembly needs to output the capacity torque, controlling the output torque of the vehicle one-number power assembly to be the capacity torque T11 of the vehicle one-number power assembly.

In some examples of the invention, the determining whether the vehicle powertrain # one needs to output the capacity torque according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20, and the vehicle powertrain capacity torque T11 includes: determining whether the capacity torque T11 of the vehicle powertrain No. one is less than or equal to half of the sum of the vehicle required torque T1 and the vehicle headway compensation torque Δ T2; wherein the shop compensation torque Δ T2 is T2-T20; if the capacity torque T11 of the vehicle powertrain No. one is greater than half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2, then the vehicle powertrain No. one does not need to output capacity torque; if the capacity torque T11 of the vehicle powertrain # one is less than or equal to half of the sum of the vehicle required torque T1 and the shop compensation torque Δ T2, the vehicle powertrain # one requires output capacity torque.

In some examples of the invention, if the vehicle powertrain # one does not require the output capacity torque, the output torque of the vehicle powertrain # one is controlled to be (T1+ Δ T2)/2.

In some examples of the invention, the vehicle powertrain includes a vehicle powertrain number one and a vehicle powertrain number two; the power distribution method further includes: acquiring a vehicle required torque T1 and a capacity torque T12 of the vehicle second powertrain; if the one-vehicle power assembly does not need to perform power compensation on the two-vehicle power assembly, judging whether the one-vehicle first power assembly needs to perform power compensation on the one-vehicle second power assembly or not according to the one-vehicle required torque T1 and the capacity torque T12 of the one-vehicle second power assembly; and if the first vehicle power assembly needs to perform power compensation on the second vehicle power assembly, controlling the first vehicle power assembly to perform power compensation on the second vehicle power assembly.

In some examples of the present invention, the determining whether the vehicle # one powertrain needs to perform power compensation to the vehicle # two powertrain according to the vehicle required torque T1 and the capability torque T12 of the vehicle # two powertrain includes: determining whether the capacity torque T12 of the vehicle powertrain II is less than half of the vehicle required torque T1; if the capacity torque T12 of the vehicle second powertrain is less than half of the vehicle required torque T1, the vehicle first powertrain needs to perform power compensation to the vehicle second powertrain; if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the vehicle required torque T1, the vehicle first powertrain does not need to compensate the vehicle second powertrain.

In some examples of the invention, the power distribution method further comprises: acquiring capacity torque T11 of the one-vehicle powertrain; wherein the controlling the vehicle powertrain # I to perform power compensation to the vehicle powertrain # II comprises: judging whether the vehicle power assembly No. I needs to output capacity torque or not according to the vehicle required torque T1, the capacity torque T12 of the vehicle power assembly No. II and the capacity torque T11 of the vehicle power assembly No. I; if the vehicle one-number power assembly does not need to output the capacity torque, controlling the output torque of the vehicle one-number power assembly according to the vehicle required torque T1 and the capacity torque T12 of the vehicle two-number power assembly; and if the vehicle one-number power assembly needs to output the capacity torque, controlling the output torque of the vehicle one-number power assembly to be the capacity torque T11 of the vehicle one-number power assembly.

In some examples of the invention, the determining whether the vehicle powertrain # one needs to output the capacity torque according to the vehicle required torque T1, the vehicle powertrain # two capacity torque T12, and the vehicle powertrain # one capacity torque T11 includes: determining whether the capacity torque T11 of the vehicle powertrain # I is less than or equal to the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1 b; wherein the second in-vehicle compensation torque Δ T1b is (T1)/2-T12; if the capacity torque T11 of the vehicle powertrain # I is greater than the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, the vehicle powertrain # I does not need to output the capacity torque; if the capacity torque T11 of the vehicle primary powertrain is less than or equal to the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, the vehicle primary powertrain needs to output the capacity torque.

In some examples of the invention, if the vehicle powertrain # one does not require the output capacity torque, the output torque of the vehicle powertrain # one is controlled to be (T1)/2+ Δ T1 b.

In some examples of the invention, the power distribution method further comprises: acquiring capacity torque T11 of the one-vehicle powertrain; if the vehicle I power assembly does not need to perform power compensation on the vehicle II power assembly, judging whether the vehicle I power assembly needs to output capacity torque or not according to the vehicle required torque T1 and the capacity torque T11 of the vehicle I power assembly; if the vehicle I power assembly does not need to output capacity torque, controlling the output torque of the vehicle I power assembly according to the vehicle required torque T1; and if the vehicle one-number power assembly needs to output the capacity torque, controlling the output torque of the vehicle one-number power assembly to be the capacity torque T11 of the vehicle one-number power assembly.

In some examples of the present invention, the determining whether the vehicle powertrain # one needs to output the capability torque according to the vehicle required torque T1 and the capability torque T11 of the vehicle powertrain # one includes: determining whether the capacity torque T11 of the vehicle powertrain number one is less than or equal to half of the vehicle required torque T1; if the capacity torque T11 of the vehicle powertrain No. one is greater than half of the vehicle required torque T1, then the vehicle powertrain No. one does not need to output capacity torque; if the capacity torque T11 of the vehicle powertrain # I is less than or equal to half of the vehicle required torque T1, the vehicle powertrain # I requires output capacity torque.

In some examples of the invention, if the vehicle powertrain number one does not need the output capacity torque, the output torque of the vehicle powertrain number one is controlled to be (T1)/2.

To achieve the above object, a second aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, the computer program, when executed, implementing the power distribution method of the vehicle of the above embodiment.

To achieve the above object, a third aspect of the present invention provides a computer program product, wherein when the instructions in the computer program product are executed, the power distribution method of the vehicle described in the above embodiment is executed.

To achieve the above object, a fourth aspect embodiment of the present invention proposes a traction control unit for implementing the power distribution method of a vehicle according to the above embodiment.

The traction control unit of the embodiment of the invention calculates the one-vehicle required torque T1 and the two-vehicle required torque T2, and then judges whether the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain according to the capacity torque T20 of the two-vehicle powertrain and the two-vehicle required torque T2. When the two-vehicle powertrain fails or the two-vehicle is loaded to a large extent, the capacity torque T20 of the two-vehicle powertrain may be insufficient to meet the torque T2 required by the two-vehicle, and the traction control unit may control the one-vehicle powertrain to output more torque to compensate the power of the two-vehicle powertrain, so as to meet the power demand of the vehicle.

To achieve the above object, a fifth embodiment of the present invention provides a power assembly, including an electric motor and the traction control unit according to the above embodiments; the traction control unit is used for controlling the output torque of the motor.

In order to achieve the above object, a sixth aspect of the present invention provides a vehicle, comprising one vehicle and two vehicles; wherein the vehicle comprises a vehicle power assembly No. I and a vehicle power assembly No. II, and the vehicle comprises a vehicle power assembly No. II;

the vehicle comprises one or more carriages, and the vehicle comprises one or more carriages;

the first vehicle powertrain comprises one or more powertrains according to the above embodiments, the second vehicle powertrain comprises one or more powertrains according to the above embodiments, and the second vehicle powertrain comprises one or more powertrains according to the above embodiments.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic illustration of a vehicle provided by an embodiment of the present invention.

Fig. 2 is a schematic flow chart of a power distribution method for a vehicle according to an embodiment of the present invention.

Fig. 3 is a flowchart illustrating a power distribution method for a vehicle according to a second embodiment of the present invention.

Fig. 4 is a schematic flow chart of a power distribution method for a vehicle according to a third embodiment of the present invention.

Fig. 5 is a flowchart illustrating a power distribution method for a vehicle according to a fourth embodiment of the present invention.

Fig. 6 is a schematic flowchart of a power distribution method for a vehicle according to a fifth embodiment of the present invention.

Fig. 7 is a flowchart illustrating a power distribution method for a vehicle according to an embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The inventor of the present invention finds through research and analysis that, after calculating the total torque required by the whole vehicle, the existing vehicle with a plurality of power assemblies, such as a rail vehicle, a multi-compartment bus, etc., equally distributes the total torque requirement to a plurality of traction control units, and then the traction control units control the motors to output corresponding torques according to the received torque information. Considering that the performances of the power assemblies on the same vehicle are generally the same, the method for evenly distributing the torque requirements is simple and convenient, and can meet the requirement of vehicle running under normal conditions. However, if one of the motors or the traction control unit fails, the power assembly cannot output the required torque, so that the power of the whole vehicle is insufficient, and the power requirement of the whole vehicle cannot be met; if loads such as passengers or goods on different carriages have larger difference, the acceleration of the whole vehicle is the same, so the traction force required by different carriages also has larger difference, and the traction force of each carriage is the same by the mean distribution mode of the total torque required by the whole vehicle, so the carriage with insufficient traction force needs to be pulled by the carriage with excessive traction force, and the connecting coupler between the carriages can bear the continuously changed pulling pressure for a long time, thereby the service life of the connecting coupler is reduced. For the reasons, the inventor improves the power distribution method of the vehicle to obtain the technical scheme of the invention.

A vehicle, a power distribution method thereof, a computer-readable storage medium, a computer program product, a traction control unit, and a powertrain according to an embodiment of the present invention will be described with reference to fig. 1 to 7. Fig. 1 is a schematic diagram of a vehicle according to an embodiment of the present invention, wherein a vehicle 100 includes a vehicle 110 and a vehicle 120; a vehicle 110 includes a vehicle powertrain, and a vehicle 120 includes a vehicle powertrain 121; a vehicle powertrain includes a vehicle powertrain 111 and a vehicle powertrain 112.

Example one

Fig. 2 is a schematic flow chart of a power distribution method for a vehicle according to a first embodiment of the present invention, where the power distribution method for the vehicle includes the following steps:

in step 101, a two-vehicle required torque T2 and a two-vehicle powertrain capacity torque T20 are obtained.

And 102, judging whether the one-vehicle power assembly needs to carry out power compensation on the two-vehicle power assembly or not according to the two-vehicle required torque T2 and the two-vehicle power assembly capacity torque T20.

And 103, if the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly.

When the two-vehicle current load is large, the two-vehicle required torque T2 may approach or even exceed the two-vehicle powertrain capacity torque T20; when the two-vehicle powertrain fails, the two-vehicle powertrain will not be able to provide sufficient torque to the two-vehicle. At the moment, the TCU judges whether the one-vehicle power assembly needs to carry out power compensation on the two-vehicle power assembly or not according to the capacity torque T20 of the two-vehicle power assembly and the torque T2 required by the two-vehicle; if the judgment result is yes, the TCU can control the one-vehicle power assembly to output torque according to the requirement and carry out power compensation on the two-vehicle power assembly. The distribution method of the power compensation reduces the change of the pulling pressure of the connecting coupler between the first car and the second car, thereby prolonging the service life of the connecting coupler; and the influence on the insufficient power of the vehicle when the power assembly breaks down is reduced as much as possible, so that the power requirement of the vehicle is met.

Example two

Fig. 3 is a schematic flow chart of a power distribution method for a vehicle according to a second embodiment of the present invention, where the power distribution method for the vehicle includes the following steps:

step 201, obtaining vehicle state information; wherein the vehicle state information includes: the current vehicle position a, the current vehicle load m1, the current vehicle load m2, the first vehicle powertrain capacity torque T11, the second vehicle powertrain capacity torque T12, and the second vehicle powertrain capacity torque T20.

In step 202, a vehicle required torque T1 and a two-vehicle required torque T2 are calculated according to the current level a of the vehicle, the current vehicle load m1 and the current two-vehicle load m 2.

In some embodiments, during the operation of the vehicle, a Traction Control Unit (TCU) obtains vehicle state information, including a current level a of the vehicle, a current load m1 of the vehicle, and a current load m2 of the vehicle. Because different levels a correspond to different accelerations, the TCU can calculate a vehicle required torque T1 according to the current level a of the vehicle and the current load m1 of the vehicle, and can calculate a vehicle required torque T2 according to the current level a of the vehicle and the current load m2 of the vehicle.

In some embodiments, the TCU also obtains a capacity torque T11 for the vehicle powertrain # i, a capacity torque T12 for the vehicle powertrain # ii, and a capacity torque T20 for the vehicle powertrain # i, and calculates a plant compensation torque Δ T2, a first in-vehicle compensation torque Δ T1a, and a second in-vehicle compensation torque Δ T1b based on the vehicle demand torque T1, the vehicle demand torque T2, the capacity torque T11 for the vehicle powertrain # i, the capacity torque T12 for the vehicle powertrain # i, and the capacity torque T20 for the vehicle powertrain # i. The capacity torque is the maximum output torque of the powertrain in the safe state, and is related to the state of the powertrain, and changes if the powertrain fails, ages, or the like.

In some embodiments, as shown in fig. 7, the plant-to-plant compensation torque Δ T2= T2-T20, the first in-vehicle compensation torque Δ T1a = (T1+ Δ T2)/2-T12, the second in-vehicle compensation torque Δ T1b = (T1)/2-T12; in other embodiments, the calculation of the intercar compensation torque Δ T2, the first in-vehicle compensation torque Δ T1a, and the second in-vehicle compensation torque Δ T1b may be based on the actual demand of the vehicle by an incremental correction or correction factor.

In some embodiments, the obtaining of one or more of the capacity torque T11 for the vehicle powertrain, the capacity torque T12 for the vehicle powertrain, and the capacity torque T20 for the vehicle powertrain, and the calculating of one or more of the shop compensation torque Δ T2, the first in-vehicle compensation torque Δ T1a, and the second in-vehicle compensation torque Δ T1b may be performed after step 201 or step 202, or before steps requiring the use of one or more of the parameters T11, T12, T20, Δ T2, Δ T1a, Δ T1 b.

And step 203, judging whether the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly according to the capacity torque T20 of the two-vehicle power assembly and the two-vehicle required torque T2.

When the two-vehicle current load is large, the two-vehicle required torque T2 may approach or even exceed the two-vehicle powertrain capacity torque T20; when the two-vehicle powertrain fails, the two-vehicle powertrain will not be able to provide sufficient torque to the two-vehicle. At the moment, the TCU judges whether the power assembly of one vehicle needs to carry out power compensation on the power assembly of the two vehicles according to the capacity torque T20 of the power assembly of the two vehicles and the torque T2 required by the two vehicles; if the judgment result is yes, the TCU can control the one-vehicle power assembly to output torque according to the requirement and carry out power compensation on the two-vehicle power assembly. The distribution method of the power compensation reduces the change of the pulling pressure of the connecting coupler between the first car and the second car, thereby prolonging the service life of the connecting coupler; and the influence on the insufficient power of the vehicle when the power assembly breaks down is reduced as much as possible, so that the power requirement of the vehicle is met.

In some embodiments, as shown in fig. 7, step 203, step 603, comprises: determining whether the capacity torque T20 of the two-vehicle powertrain is smaller than the two-vehicle required torque T2, i.e., whether the vehicle-to-vehicle compensation torque Δ T2= T2-T20>0 is satisfied; if the two-vehicle powertrain capacity torque T20 is less than the two-vehicle required torque T2, i.e. Δ T2>0 is true, then one-vehicle powertrain needs to compensate the two-vehicle powertrain; if the two-vehicle powertrain capacity torque T20 is greater than or equal to the two-vehicle desired torque T2, i.e., Δ T2>0 is false, then the one-vehicle powertrain does not need to power compensate the two-vehicle powertrain.

The method is reasonable, simple and easy to implement, and ensures the power requirement of the vehicle, and the method judges whether the one-vehicle power assembly needs the two-vehicle power assembly for power compensation by directly comparing the capacity torque T20 of the two-vehicle power assembly with the capacity torque T2 of the two-vehicle power assembly, namely the two-vehicle power assembly needs to receive power compensation as long as the capacity torque T2 of the two-vehicle power assembly exceeds the capacity torque T20 of the two-vehicle power assembly.

In other embodiments, step 203 may output a result based on the actual demand of the vehicle, such as when the two-vehicle requested torque T2 exceeds 10% (or other proportion) of the two-vehicle powertrain capacity torque T20, or the two-vehicle requested torque T2 reaches more than 90% (or other proportion) of the two-vehicle powertrain capacity torque T20, determining that the one-vehicle powertrain needs to compensate the two-vehicle powertrain.

And if the step 203 determines that the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly. And controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly, comprising the step 204.

And step 204, judging whether the one-vehicle one-number power assembly needs to perform power compensation on the one-vehicle two-number power assembly or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle two-number power assembly capacity torque T12.

When a vehicle powertrain II fails, the vehicle powertrain II will not be able to provide sufficient torque to the vehicle or sufficient compensation torque to the vehicle. At the moment, the TCU judges whether the first vehicle power assembly needs to perform power compensation on the second vehicle power assembly or not according to the first vehicle required torque T1, the second vehicle required torque T2, the capacity torque T20 of the second vehicle power assembly and the capacity torque T12 of the second vehicle power assembly; if the judgment result is yes, the TCU can control the first vehicle power assembly to output torque according to the requirement and carry out power compensation on the second vehicle power assembly. The distribution method of the power compensation reduces the influence on the insufficient power of the vehicle when the power assembly fails as much as possible, thereby meeting the power requirement of the vehicle.

In some embodiments, as shown in fig. 7, step 204, i.e., step 604, includes: judging whether the capacity torque T12 of the vehicle-second powertrain is smaller than half of the sum of the vehicle required torque T1 and the vehicle-to-vehicle compensation torque delta T2, namely judging whether the first vehicle-to-vehicle compensation torque delta T1a = (T1+ delta T2)/2-T12>0 is met; if the capacity torque T12 of the one-vehicle power assembly II is smaller than half of the sum of the one-vehicle required torque T1 and the workshop compensation torque delta T2, namely the delta T1a is true, the one-vehicle power assembly I needs to perform power compensation on the one-vehicle power assembly II; if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the sum of the vehicle required torque T1 and the vehicle headway compensation torque Δ T2, i.e., Δ T1a >0 is false, the vehicle first powertrain does not need to perform power compensation to the vehicle second powertrain.

The sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 is taken as a vehicle required total torque, and the vehicle required total torque is assumed to be equally distributed to the vehicle primary powertrain and the vehicle secondary powertrain, i.e., the assumed required torques of the vehicle primary powertrain and the vehicle secondary powertrain are both (T1+ Δ T2)/2. The method is reasonable, simple and easy to implement, and ensures the power demand of the vehicle, and the method judges whether the power assembly I needs to perform power compensation on the power assembly II by directly comparing the capacity torque T12 of the power assembly II with the assumed required torque (T1+ delta T2)/2 of the power assembly II, namely as long as the assumed required torque (T1+ delta T2)/2 of the power assembly II exceeds the capacity torque T12 of the power assembly II.

In other embodiments, step 204 may output the result according to the actual demand of the vehicle, for example, when the assumed required torque of one powertrain # two (T1+ Δ T2)/2 exceeds 10% (or other proportion) of the capacity torque T12 of one powertrain # two, or the assumed required torque of one powertrain # two (T1+ Δ T2)/2 reaches more than 90% (or other proportion) of the capacity torque T12 of one powertrain # two, it is determined that one powertrain # one needs to compensate the power of one powertrain # two.

If the step 204 determines that the first vehicle powertrain needs to perform power compensation on the second vehicle powertrain, the first vehicle powertrain is controlled to perform power compensation on the second vehicle powertrain. Controlling a vehicle powertrain to perform power compensation to the vehicle powertrain includes step 205.

Step 205, judging whether the vehicle powertrain I needs to output the capacity torque according to the vehicle required torque T1, the vehicle required torque T2, the capacity torque T20 of the vehicle powertrain II, the capacity torque T12 of the vehicle powertrain II and the capacity torque T11 of the vehicle powertrain I.

When judging that a first vehicle power assembly needs to carry out power compensation on a second vehicle power assembly, whether the first vehicle power assembly has the capability of providing power compensation needs to be considered.

In some embodiments, as shown in FIG. 7, step 205, step 605, includes: judging whether the capacity torque T11 of the first vehicle powertrain is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque delta T2 and the first in-vehicle compensation torque delta T1a, namely judging whether T11> (T1+ delta T2)/2+ delta T1a is met; if the capacity torque T11 of the vehicle powertrain # i is greater than the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the sum of the first in-vehicle compensation torque Δ T1a, i.e., T11> (T1+ Δ T2)/2+ Δ T1a is true, the vehicle powertrain # i does not need to output the capacity torque; if the capacity torque T11 of the vehicle one-number powertrain is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the sum of the first in-vehicle compensation torque Δ T1a, i.e., T11> (T1+ Δ T2)/2+ Δ T1a is false, the vehicle one-number powertrain needs to output the capacity torque.

The sum of the assumed required torque (T1+ delta T2)/2 of the first vehicle power assembly and the first vehicle internal compensation torque delta T1a is used as the total torque required by the first vehicle power assembly, and the magnitude between the capacity torque T11 of the first vehicle power assembly and the total torque required by the first vehicle power assembly is compared and judged to judge whether the first vehicle power assembly needs to output capacity torque or not, namely, as long as the total torque required by the first vehicle power assembly exceeds the capacity torque T11 of the first vehicle power assembly, the first vehicle power assembly is considered to need to output capacity torque but cannot provide more power compensation.

In other embodiments, step 205 may output the result according to the actual demand of the vehicle, for example, when the total torque required by one powertrain exceeds 10% (or other proportion) of the capacity torque T11 of one powertrain, or the total torque required by one powertrain reaches more than 90% (or other proportion) of the capacity torque T11 of one powertrain, it is determined that one powertrain needs to output capacity torque.

If step 205 determines that a vehicle powertrain one number does not need to output the capability torque, then step 206 is executed; if step 205 determines that a vehicle powertrain number one requires output capacity torque, step 207 is executed.

And step 206, controlling the output torque of the one-vehicle power assembly I according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle power assembly second capacity torque T12.

Step 207, controlling the output torque of a vehicle powertrain I to be the capacity torque T11 of the vehicle powertrain I.

If the first vehicle power assembly does not need to output the capacity torque, the TCU reasonably calculates and controls the output torque of the first vehicle power assembly according to the first vehicle required torque T1, the second vehicle required torque T2, the second vehicle power assembly capacity torque T20 and the first vehicle second power assembly capacity torque T12, so that power compensation is performed on the second vehicle power assembly and the first vehicle second power assembly, the pulling pressure change of the connection vehicle coupler between the first vehicle and the second vehicle is reduced, and the service life of the connection vehicle coupler is prolonged; and the influence on the insufficient power of the vehicle when the power assembly breaks down is reduced as much as possible, so that the power requirement of the vehicle is met.

In some embodiments, as shown in FIG. 7, step 206, step 606, includes: controlling the output torque of a vehicle power assembly I to be (T1+ delta T2)/2+ delta T1 a; step 207, step 607, includes: the output torque of a vehicle power assembly I is controlled to be T11.

When the first vehicle powertrain does not need output capacity torque, the sum of the assumed required torque (T1+ delta T2)/2 of the first vehicle powertrain and the first vehicle internal compensation torque delta T1a is used as the total torque required by the first vehicle powertrain, and the output torque of the first vehicle powertrain is controlled to be equal to the total torque (T1+ delta T2)/2+ delta T1a required by the first vehicle powertrain, so that the power compensation from the first vehicle powertrain to the second vehicle powertrain and the second vehicle powertrain is completed.

In other embodiments, step 206 may output the result according to the actual demand of the vehicle, for example, the required total torque of the one vehicle powertrain (T1+ Δ T2)/2+ Δ T1a is adjusted by a correction amount or a correction coefficient, etc. to be used as the output torque of the one vehicle powertrain.

EXAMPLE III

Fig. 4 is a schematic flowchart of a power distribution method for a vehicle according to a third embodiment of the present invention, where the power distribution method for a vehicle includes the following steps:

step 301, obtaining vehicle state information; wherein the vehicle state information includes: the current vehicle position a, the current vehicle load m1, the current vehicle load m2, the first vehicle powertrain capacity torque T11, the second vehicle powertrain capacity torque T12, and the second vehicle powertrain capacity torque T20. Step 301 is the same as step 201 of the second embodiment of the present invention.

Step 302, calculating a vehicle required torque T1 and a two-vehicle required torque T2 according to the current level a of the vehicle, the current vehicle load m1 and the current two-vehicle load m 2. Step 302 is the same as step 202 of the second embodiment of the present invention.

Step 303, determining whether the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain according to the two-vehicle powertrain capacity torque T20 and the two-vehicle required torque T2. Step 303 is the same as step 203 of the second embodiment of the present invention.

And if the step 303 determines that the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly. Controlling a vehicle powertrain to compensate for power of the vehicle powertrain includes step 304.

And step 304, judging whether the one-vehicle power assembly needs to perform power compensation on the one-vehicle power assembly II or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle power assembly capacity torque T12. Step 304 is the same as step 204 of the second embodiment of the present invention.

If step 304 determines that no one-vehicle powertrain needs to perform power compensation to a one-vehicle powertrain, step 305 is executed.

Step 305, judging whether the one-vehicle one-number power assembly needs to output the capacity torque or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle one-number power assembly capacity torque T11.

When judging that a vehicle I power assembly does not need to carry out power compensation on a vehicle II power assembly, whether the vehicle I power assembly has the capacity of providing required torque or not needs to be considered.

In some embodiments, as shown in FIG. 7, step 305, step 608, includes: judging whether the capacity torque T11 of the vehicle I powertrain is less than or equal to half of the sum of the vehicle required torque T1 and the vehicle workshop compensation torque delta T2, namely judging whether T11> (T1+ delta T2)/2 is met; if the capacity torque T11 of the vehicle powertrain I is larger than half of the sum of the vehicle required torque T1 and the vehicle workshop compensation torque delta T2, namely T11> (T1+ delta T2)/2 is true, the vehicle powertrain I does not need to output the capacity torque; if the capacity torque T11 of one vehicle powertrain number one is less than or equal to half of the sum of the vehicle required torque T1 and the plant compensation torque Δ T2, i.e., T11> (T1+ Δ T2)/2 is false, then one vehicle powertrain number one needs to output the capacity torque.

The assumed required torque (T1+ delta T2)/2 of the first vehicle power assembly is used as the required total torque of the first vehicle power assembly, whether the first vehicle power assembly needs to output the capacity torque is judged by directly comparing the capacity torque T11 of the first vehicle power assembly with the required total torque of the first vehicle power assembly, namely, as long as the required total torque of the first vehicle power assembly exceeds the capacity torque T11 of the first vehicle power assembly, the first vehicle power assembly is considered to need to output the capacity torque but cannot provide the required total torque, the method is reasonable, simple and easy to implement, the power requirement of the vehicle is guaranteed, and the normal operation of the first vehicle power assembly is also guaranteed.

In other embodiments, step 305 may output the result according to the actual demand of the vehicle, for example, when the total torque required by one powertrain exceeds 10% (or other proportion) of the capacity torque T11 of one powertrain, or the total torque required by one powertrain reaches more than 90% (or other proportion) of the capacity torque T11 of one powertrain, it is determined that one powertrain needs to output capacity torque.

If the step 305 determines that one vehicle power assembly does not need to output the capacity torque, executing a step 306; if step 305 determines that a vehicle powertrain one requires output capacity torque, then step 307 is executed.

And step 306, controlling the output torque of a vehicle-I power assembly according to the vehicle required torque T1, the vehicle required torque T2 and the capacity torque T20 of the vehicle power assembly.

Step 307, controlling the output torque of a vehicle powertrain I to be the capacity torque T11 of the vehicle powertrain I.

If the first car power assembly does not need to output the capacity torque, the TCU reasonably calculates and controls the output torque of the first car power assembly according to the torque T1 required by the first car, the torque T2 required by the second car and the capacity torque T20 of the second car power assembly, so that power compensation is performed on the second car power assembly, the change of the pulling pressure of the car coupler connected between the first car and the second car is reduced, and the service life of the car coupler is prolonged; and the influence on the insufficient power of the vehicle when the power assembly breaks down is reduced as much as possible, so that the power requirement of the vehicle is met.

In some embodiments, as shown in fig. 7, step 306, step 609, includes: controlling the output torque of a vehicle power assembly I to be (T1+ delta T2)/2; step 307, step 610, includes: the output torque of a vehicle power assembly I is controlled to be T11.

When the first vehicle powertrain does not need output capacity torque, the assumed required torque (T1+ delta T2)/2 of the first vehicle powertrain is used as the required total torque of the first vehicle powertrain, and the output torque of the first vehicle powertrain is controlled to be equal to the required total torque (T1+ delta T2)/2 of the first vehicle powertrain, so that the power compensation from the first vehicle powertrain to the second vehicle powertrain is completed.

In other embodiments, step 306 may output the result according to the actual demand of the vehicle, for example, the required total torque of one powertrain (T1+ Δ T2)/2 is adjusted by a correction amount or a correction factor, etc. to be used as the output torque of one powertrain.

Example four

Fig. 5 is a schematic flowchart of a power distribution method for a vehicle according to a fourth embodiment of the present invention, where the power distribution method for a vehicle includes the following steps:

step 401, obtaining vehicle state information; wherein the vehicle state information includes: the current vehicle position a, the current vehicle load m1, the current vehicle load m2, the first vehicle powertrain capacity torque T11, the second vehicle powertrain capacity torque T12, and the second vehicle powertrain capacity torque T20. Step 401 is the same as step 201 in the second embodiment of the present invention.

Step 402, calculating a vehicle required torque T1 and a two-vehicle required torque T2 according to the current level a of the vehicle, the current vehicle load m1 and the current two-vehicle load m 2. Step 402 is the same as step 202 of the second embodiment of the present invention.

In step 403, it is determined whether the one-vehicle powertrain needs to perform power compensation on the two-vehicle powertrain according to the two-vehicle powertrain capacity torque T20 and the two-vehicle required torque T2. Step 403 is the same as step 203 of the second embodiment of the present invention.

If the one-vehicle powertrain does not need to perform power compensation on the two-vehicle powertrain in step 403, step 404 is executed.

And step 404, judging whether the vehicle power assembly I needs to perform power compensation on the vehicle power assembly II according to the vehicle required torque T1 and the capacity torque T12 of the vehicle power assembly II.

When a vehicle powertrain II fails, the vehicle powertrain II cannot provide enough torque to a vehicle. At the moment, the TCU judges whether the first vehicle powertrain needs to perform power compensation on the second vehicle powertrain or not according to the required torque T1 of the first vehicle and the capacity torque T12 of the second vehicle powertrain; if the judgment result is yes, the TCU can control the first vehicle power assembly to output torque according to the requirement and carry out power compensation on the second vehicle power assembly. The distribution method of the power compensation reduces the influence on the insufficient power of the vehicle when the power assembly fails as much as possible, thereby meeting the power requirement of the vehicle.

In some embodiments, as shown in FIG. 7, step 404, step 611, includes: judging whether the capacity torque T12 of a vehicle second powertrain is smaller than half of a vehicle required torque T1, namely judging whether a second vehicle-to-vehicle compensation torque delta T1b = (T1)/2-T12>0 is met; if the capacity torque T12 of the one-vehicle second powertrain is smaller than half of the one-vehicle required torque T1, namely Δ T1b = (T1)/2-T12>0 is true, the one-vehicle first powertrain needs to perform power compensation on the one-vehicle second powertrain; if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the vehicle required torque T1, i.e. Δ T1b = (T1)/2-T12>0 is false, the vehicle first powertrain does not need to perform power compensation to the vehicle second powertrain.

Suppose that the required torque T1 is averagely distributed to a vehicle powertrain I and a vehicle powertrain II, i.e. the assumed required torques of the vehicle powertrain I and the vehicle powertrain II are both (T1)/2. The method is reasonable, simple and easy to implement, and ensures the power requirement of the vehicle as long as the assumed required torque (T1)/2 of the one-vehicle two-motor assembly exceeds the capability torque T12 of the one-vehicle two-motor assembly.

In other embodiments, step 404 may output the result according to the actual demand of the vehicle, for example, when the assumed required torque of the powertrain # ii (T1)/2 exceeds 10% (or other ratio) of the capacity torque T12 of the powertrain # ii, or the assumed required torque of the powertrain # ii (T1)/2 reaches 90% (or other ratio) or more of the capacity torque T12 of the powertrain # ii, it is determined that the powertrain # ii needs to compensate the power of the powertrain # ii.

If the step 404 determines that the first vehicle powertrain needs to perform power compensation on the second vehicle powertrain, the first vehicle powertrain is controlled to perform power compensation on the second vehicle powertrain. Controlling a vehicle powertrain to compensate for power of the vehicle powertrain includes step 405.

Step 405, judging whether the vehicle powertrain I needs to output the capacity torque according to the vehicle required torque T1, the capacity torque T12 of the vehicle powertrain II and the capacity torque T11 of the vehicle powertrain I.

In some embodiments, as shown in fig. 7, step 405, step 612, includes: judging whether the capacity torque T11 of the vehicle powertrain I is less than or equal to the sum of half of the vehicle required torque T1 and the second vehicle internal compensation torque delta T1b, namely judging whether T11> (T1)/2+ delta T1b is met; if the capacity torque T11 of vehicle powertrain # i is greater than the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, i.e., T11> (T1)/2+ Δ T1b is true, then vehicle powertrain # i does not need to output capacity torque; if the capacity torque T11 of a vehicle powertrain # I is less than or equal to the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, i.e., T11> (T1)/2+ Δ T1b, then a vehicle powertrain # I requires output capacity torque.

The sum of the assumed required torque (T1)/2 of the first vehicle power assembly and the second in-vehicle compensation torque delta T1b is used as the total torque required by the first vehicle power assembly, whether the first vehicle power assembly needs to output the capacity torque is judged by directly comparing the capacity torque T11 of the first vehicle power assembly with the total torque required by the first vehicle power assembly, namely, as long as the total torque required by the first vehicle power assembly exceeds the capacity torque T11 of the first vehicle power assembly, the first vehicle power assembly needs to output the capacity torque and cannot provide more power compensation.

In other embodiments, step 405 may output the result according to the actual demand of the vehicle, for example, when the total torque required by one powertrain exceeds 10% (or other proportion) of the capacity torque T11 of one powertrain, or the total torque required by one powertrain reaches more than 90% (or other proportion) of the capacity torque T11 of one powertrain, it is determined that one powertrain needs to output capacity torque.

If step 405 determines that the one-car powertrain does not need to output the capability torque, step 406 is executed; if step 405 determines that a vehicle powertrain one requires output capacity torque, step 407 is executed.

And 406, controlling the output torque of the vehicle powertrain I according to the vehicle required torque T1 and the capacity torque T12 of the vehicle powertrain II.

In step 407, the output torque of one vehicle powertrain is controlled to be the capacity torque T11 of one vehicle powertrain.

If the first power assembly of one vehicle does not need to output the capacity torque, the TCU reasonably calculates and controls the output torque of the first power assembly of one vehicle according to the torque T1 required by one vehicle and the capacity torque T12 of the second power assembly of one vehicle, so that the power compensation is carried out on the second power assembly of one vehicle, the influence on the power shortage of the vehicle when the power assemblies break down is reduced as much as possible, and the power requirement of the vehicle is met.

In some embodiments, as shown in fig. 7, step 406, step 613, includes: controlling the output torque of a first power assembly of a vehicle to be (T1)/2+ delta T1 b; step 407, step 614, includes: the output torque of a vehicle power assembly I is controlled to be T11.

When the first vehicle power assembly does not need output capacity torque, the sum of the assumed required torque (T1)/2 of the first vehicle power assembly and the second vehicle internal compensation torque delta T1b is used as the total torque required by the first vehicle power assembly, and the output torque of the first vehicle power assembly is controlled to be equal to the total torque (T1)/2+ delta T1b required by the first vehicle power assembly, so that the power compensation from the first vehicle power assembly to the second vehicle power assembly and the second vehicle power assembly is completed.

In other embodiments, step 406 may output the result according to the actual demand of the vehicle, for example, the required total torque (T1)/2+ Δ T1b of the one-size powertrain is adjusted by a correction amount or a correction factor, and the like, and then is used as the output torque of the one-size powertrain.

EXAMPLE five

Fig. 6 is a schematic flowchart of a power distribution method for a vehicle according to a fifth embodiment of the present invention, where the power distribution method for a vehicle includes the following steps:

step 501, obtaining vehicle state information; wherein the vehicle state information includes: the current vehicle position a, the current vehicle load m1, the current vehicle load m2, the first vehicle powertrain capacity torque T11, the second vehicle powertrain capacity torque T12, and the second vehicle powertrain capacity torque T20. Step 501 is the same as step 201 of the second embodiment of the present invention.

Step 502, calculating a vehicle required torque T1 and a two-vehicle required torque T2 according to the current level a of the vehicle, the current vehicle load m1 and the current two-vehicle load m 2. Step 502 is the same as step 202 of the second embodiment of the present invention.

Step 503, determining whether the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain according to the two-vehicle powertrain capacity torque T20 and the two-vehicle required torque T2. Step 503 is the same as step 203 of the second embodiment of the present invention.

If the step 503 determines that the one-vehicle powertrain does not need to perform power compensation on the two-vehicle powertrain, the step 504 is executed.

And step 504, judging whether the one-vehicle power assembly needs to perform power compensation on the one-vehicle power assembly II or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle power assembly capacity torque T12. Step 504 is the same as step 404 of the fourth embodiment of the present invention.

If the step 504 determines that the vehicle powertrain one does not need to perform power compensation on the vehicle powertrain two, the step 505 is executed.

And 505, judging whether the power assembly I needs to output the capacity torque or not according to the required torque T1 and the capacity torque T11 of the power assembly I.

In some embodiments, as shown in fig. 7, step 505, step 615, includes: judging whether the capacity torque T11 of a vehicle powertrain I is less than or equal to half of a vehicle required torque T1, namely judging whether T11> (T1)/2 is met; if the capacity torque T11 of the vehicle powertrain is greater than half of the vehicle required torque T1, i.e., T11> (T1)/2 is true, then the vehicle powertrain does not need to output the capacity torque; if the capacity torque T11 of a vehicle powertrain # I is less than or equal to half of the vehicle torque T1, i.e., T11> (T1)/2 is false, then a vehicle powertrain # I requires output capacity torque.

The assumed required torque (T1)/2 of the one-car one-number power assembly is used as the required total torque of the one-car one-number power assembly, whether the one-car one-number power assembly needs to output the capacity torque is judged by directly comparing the capacity torque T11 of the one-car one-number power assembly with the required total torque of the one-car one-number power assembly, namely, as long as the required total torque of the one-car one-number power assembly exceeds the capacity torque T11 of the one-car one-number power assembly, the one-car one-number power assembly is considered to need to output the capacity torque and cannot provide the required total torque, the method is reasonable, simple and easy to implement, the power requirement of the vehicle is guaranteed, and the normal operation of the one-car one-number power assembly is also guaranteed.

In other embodiments, step 505 may output the result according to the actual demand of the vehicle, for example, when the total torque required by one powertrain exceeds 10% (or other proportion) of the capacity torque T11 of one powertrain, or the total torque required by one powertrain reaches more than 90% (or other proportion) of the capacity torque T11 of one powertrain, it is determined that one powertrain needs to output capacity torque.

If step 505 determines that a vehicle powertrain I does not need to output the capability torque, then step 506 is executed; if step 505 determines that a vehicle powertrain one requires output capacity torque, step 507 is executed.

Step 506, controlling the output torque of a vehicle power assembly I according to a vehicle required torque T1.

Step 507, controlling the output torque of a vehicle powertrain I to be the capacity torque T11 of the vehicle powertrain I.

If one vehicle power assembly does not need the output capacity torque, the TCU reasonably calculates and controls the output torque of one vehicle power assembly according to one vehicle required torque T1, thereby meeting the power requirement of the vehicle.

In some embodiments, as shown in FIG. 7, step 506, step 616, includes: controlling the output torque of a vehicle power assembly I to be (T1)/2; step 507, step 617, controls the output torque of one vehicle powertrain to be T11.

When one vehicle power assembly does not need output capacity torque, the assumed required torque (T1)/2 of the one vehicle power assembly is used as the required total torque of the one vehicle power assembly, and the output torque of the one vehicle power assembly is controlled to be equal to the required total torque (T1)/2 of the one vehicle power assembly.

In other embodiments, step 506 may output the result according to the actual demand of the vehicle, for example, the required total torque (T1)/2 of the one-size powertrain is adjusted by a correction amount or a correction factor, etc. to be used as the output torque of the one-size powertrain.

In order to achieve the above-described embodiments, the present invention also proposes a computer-readable storage medium having stored thereon a computer program that, when executed, implements the power distribution method of the vehicle as described in the above-described embodiments.

In order to implement the above-described embodiments, the present invention also proposes a computer program product that, when instructions in the computer program product are executed, performs the power distribution method of the vehicle as described in the above-described embodiments.

In order to implement the above embodiment, the present invention also proposes a traction control unit for implementing the power distribution method of the vehicle as described in the above embodiment. The traction control unit of the embodiment of the invention distributes the power to the vehicle after acquiring the information, calculating the data, executing a series of judgment and other programs, thereby meeting the power requirement of the vehicle.

In order to implement the above embodiments, the present invention further provides a power assembly including a motor and the traction control unit according to the above embodiments. The traction control unit is used to control the output torque of the motor, thereby implementing the power distribution method of the vehicle as described in the above embodiment.

In order to implement the above embodiment, the invention further provides a vehicle, which comprises one vehicle and two vehicles. Wherein, a car includes a car power assembly and a car power assembly No. two, and two cars include two car power assemblies. One car comprises one or more carriages, and the two cars comprise one or more carriages; that is, for a vehicle having a plurality of cars, regardless of how many cars (at least two cars) the vehicle has, all the cars may be divided into one car and two cars, and the sum of the torques required for all the cars of one car is taken as the one-car required torque T1, and the sum of the torques required for all the cars of two cars is taken as the two-car required torque T2. A vehicle powertrain comprises one or more powertrains according to the above embodiments, and a vehicle powertrain comprises one or more powertrains according to the above embodiments; that is, no matter how many power assemblies (at least two power assemblies) a vehicle has, all the power assemblies can be divided into two groups of one vehicle I and one vehicle II, and the sum of the capacity torques of all the power assemblies of one vehicle I is taken as the capacity torque T11 of one vehicle I, and the sum of the capacity torques of all the power assemblies of one vehicle II is taken as the capacity torque T12 of one vehicle II; similarly, the sum of the capacity torques of all the two-vehicle powertrain is taken as the capacity torque T20 to the powertrain. Therefore, the power distribution method of the vehicle according to the embodiment of the invention is suitable for the vehicle with at least two compartments and has extremely high adaptability.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.

The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.

In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.

The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A power distribution method for a vehicle, the vehicle comprising one vehicle and two vehicles; the vehicle includes a vehicle powertrain, the vehicle includes a two vehicle powertrain; characterized in that the power distribution method comprises the following steps:

if the one-vehicle power assembly needs to perform power compensation on the two-vehicle power assembly, controlling the one-vehicle power assembly to perform power compensation on the two-vehicle power assembly;

the one-vehicle power assembly comprises a one-vehicle first power assembly and a one-vehicle second power assembly; the power distribution method further includes:

acquiring a vehicle required torque T1 and a capacity torque T12 of the vehicle second powertrain;

wherein the controlling the one vehicle powertrain to perform power compensation to the two vehicle powertrain comprises:

judging whether the one-vehicle power assembly needs to perform power compensation on the one-vehicle power assembly II or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the two-vehicle power assembly capacity torque T20 and the one-vehicle power assembly capacity torque T12;

and if the first vehicle power assembly needs to perform power compensation on the second vehicle power assembly, controlling the first vehicle power assembly to perform power compensation on the second vehicle power assembly.

2. The power distribution method of claim 1, wherein the determining whether the vehicle powertrain requires power compensation to the vehicle powertrain according to the two vehicle required torque T2 and the two vehicle powertrain capacity torque T20 comprises:

determining whether the two vehicle powertrain capacity torque T20 is less than the two vehicle requested torque T2;

if the capacity torque T20 of the two-vehicle powertrain is less than the two-vehicle required torque T2, the one-vehicle powertrain needs to compensate power of the two-vehicle powertrain;

if the capacity torque T20 of the two-vehicle powertrain is greater than or equal to the two-vehicle required torque T2, the one-vehicle powertrain does not need to perform power compensation to the two-vehicle powertrain.

3. The power distribution method of claim 1, wherein the determining whether the vehicle powertrain one needs to compensate the vehicle powertrain two according to the vehicle requested torque T1, the vehicle requested torque T2, the vehicle powertrain capacity torque T20 and a vehicle powertrain capacity torque T12 comprises:

determining whether the capacity torque T12 of the vehicle second powertrain is less than half of the sum of the vehicle required torque T1 and the vehicle shop compensation torque Δ T2; wherein the shop compensation torque Δ T2 is T2-T20;

if the capacity torque T12 of the vehicle-second powertrain is less than half of the sum of the vehicle required torque T1 and the vehicle-to-vehicle compensation torque Δ T2, the vehicle-first powertrain needs to perform power compensation on the vehicle-second powertrain;

if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the sum of the vehicle required torque T1 and the vehicle shop compensation torque Δ T2, the vehicle first powertrain does not need to perform power compensation to the vehicle second powertrain.

4. The power distribution method according to claim 1, characterized by further comprising:

acquiring capacity torque T11 of the one-vehicle powertrain;

wherein, the control of the one-vehicle powertrain I to perform power compensation to the one-vehicle powertrain II comprises:

judging whether the vehicle power assembly I needs to output capacity torque or not according to the vehicle required torque T1, the vehicle required torque T2, the capacity torque T20 of the vehicle power assembly II, the capacity torque T12 of the vehicle power assembly II and the capacity torque T11 of the vehicle power assembly I;

if the vehicle powertrain No. one does not need to output the capacity torque, controlling the output torque of the vehicle powertrain No. one according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20 and the vehicle powertrain capacity torque T12;

and if the vehicle one-number power assembly needs to output the capacity torque, controlling the output torque of the vehicle one-number power assembly to be the capacity torque T11 of the vehicle one-number power assembly.

5. The power distribution method according to claim 4, wherein the determining whether the vehicle powertrain # one needs to output the capacity torque according to the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20, the vehicle powertrain capacity torque T12 and the vehicle powertrain capacity torque T11 comprises:

determining whether the capacity torque T11 of the vehicle powertrain No. one is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1 a; wherein the workshop compensation torque delta T2 is T2-T20, and the first in-vehicle compensation torque delta T1a is (T1+ delta T2)/2-T12;

if the capacity torque T11 of the vehicle powertrain No. one is greater than the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1a, the vehicle powertrain No. one does not need to output the capacity torque;

if the capacity torque T11 of the vehicle primary powertrain is less than or equal to the sum of half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2 and the first in-vehicle compensation torque Δ T1a, the vehicle primary powertrain requires output capacity torque.

6. The power distribution method of claim 5, wherein if the vehicle powertrain # I does not require output capacity torque, controlling the vehicle powertrain # I to have output torque of (T1+ Δ T2)/2+ Δ T1 a.

7. The power distribution method according to claim 1, characterized by further comprising:

acquiring capacity torque T11 of the one-vehicle powertrain;

wherein the controlling the one-vehicle powertrain to perform power compensation to the two-vehicle powertrain further comprises:

if the one-vehicle power assembly does not need to perform power compensation on the one-vehicle power assembly II, judging whether the one-vehicle power assembly I needs to output capacity torque or not according to the one-vehicle required torque T1, the two-vehicle required torque T2, the capacity torque T20 of the two-vehicle power assembly and the capacity torque T11 of the one-vehicle power assembly I;

if the vehicle powertrain No. one does not need the output capacity torque, controlling the output torque of the vehicle powertrain No. one according to the vehicle required torque T1, the vehicle required torque T2 and the vehicle powertrain capacity torque T20;

8. The power distribution method of claim 7, wherein the determining whether the vehicle powertrain # one requires output capacity torque based on the vehicle required torque T1, the vehicle required torque T2, the vehicle powertrain capacity torque T20, and the vehicle powertrain capacity torque T11 comprises:

determining whether the capacity torque T11 of the vehicle powertrain No. one is less than or equal to half of the sum of the vehicle required torque T1 and the vehicle headway compensation torque Δ T2; wherein the shop compensation torque Δ T2 is T2-T20;

if the capacity torque T11 of the vehicle powertrain No. one is greater than half of the sum of the vehicle required torque T1 and the inter-vehicle compensation torque Δ T2, then the vehicle powertrain No. one does not need to output capacity torque;

if the capacity torque T11 of the vehicle powertrain # one is less than or equal to half of the sum of the vehicle required torque T1 and the shop compensation torque Δ T2, the vehicle powertrain # one requires output capacity torque.

9. The power distribution method of claim 8, wherein if the vehicle powertrain # I does not require the output capacity torque, controlling the output torque of the vehicle powertrain # I to be (T1+ Δ T2)/2.

10. The power distribution method of claim 1, wherein the vehicle powertrain includes a vehicle number one powertrain and a vehicle number two powertrain; the power distribution method further includes:

if the one-vehicle power assembly does not need to perform power compensation on the two-vehicle power assembly, judging whether the one-vehicle first power assembly needs to perform power compensation on the one-vehicle second power assembly or not according to the one-vehicle required torque T1 and the capacity torque T12 of the one-vehicle second power assembly;

11. The power distribution method of claim 10, wherein the determining whether the vehicle powertrain one needs to compensate power to the vehicle powertrain two according to the vehicle required torque T1 and the vehicle powertrain two capacity torque T12 comprises:

determining whether the capacity torque T12 of the vehicle powertrain II is less than half of the vehicle required torque T1;

if the capacity torque T12 of the vehicle second powertrain is less than half of the vehicle required torque T1, the vehicle first powertrain needs to perform power compensation to the vehicle second powertrain;

if the capacity torque T12 of the vehicle second powertrain is greater than or equal to half of the vehicle required torque T1, the vehicle first powertrain does not need to compensate the vehicle second powertrain.

12. The power distribution method according to claim 10, characterized by further comprising:

acquiring capacity torque T11 of the one-vehicle powertrain;

judging whether the vehicle power assembly No. I needs to output capacity torque or not according to the vehicle required torque T1, the capacity torque T12 of the vehicle power assembly No. II and the capacity torque T11 of the vehicle power assembly No. I;

if the vehicle one-number power assembly does not need to output the capacity torque, controlling the output torque of the vehicle one-number power assembly according to the vehicle required torque T1 and the capacity torque T12 of the vehicle two-number power assembly;

and if the one vehicle power assembly needs to output the capacity torque, controlling the output torque of the one vehicle power assembly to be the capacity torque T11 of the one vehicle power assembly.

13. The power distribution method according to claim 12, wherein the determining whether the vehicle powertrain number one requires the output capacity torque based on the vehicle required torque T1, the capacity torque T12 of the vehicle powertrain number two, and the capacity torque T11 of the vehicle powertrain number one comprises:

determining whether the capacity torque T11 of the vehicle powertrain # I is less than or equal to the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1 b; wherein the second in-vehicle compensation torque Δ T1b is (T1)/2-T12;

if the capacity torque T11 of the vehicle powertrain # I is greater than the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, the vehicle powertrain # I does not need to output the capacity torque;

if the capacity torque T11 of the vehicle primary powertrain is less than or equal to the sum of half of the vehicle required torque T1 and the second in-vehicle compensation torque Δ T1b, the vehicle primary powertrain needs to output the capacity torque.

14. The power distribution method of claim 13, wherein if the vehicle powertrain # one does not require the output capacity torque, controlling the output torque of the vehicle powertrain # one to be (T1)/2+ Δ T1 b.

15. The power distribution method according to claim 10, characterized by further comprising:

acquiring capacity torque T11 of the one-vehicle powertrain;

if the vehicle I power assembly does not need to perform power compensation on the vehicle II power assembly, judging whether the vehicle I power assembly needs to output capacity torque or not according to the vehicle required torque T1 and the capacity torque T11 of the vehicle I power assembly;

if the one vehicle power assembly does not need to output the capacity torque, controlling the output torque of the one vehicle power assembly according to the one vehicle required torque T1;

16. The power distribution method of claim 15, wherein the determining whether the vehicle powertrain # one needs to output the capacity torque according to the vehicle required torque T1 and the capacity torque T11 of the vehicle powertrain # one comprises:

determining whether the capacity torque T11 of the vehicle powertrain number one is less than or equal to half of the vehicle required torque T1;

if the capacity torque T11 of the vehicle powertrain No. one is greater than half of the vehicle required torque T1, then the vehicle powertrain No. one does not need to output capacity torque;

if the capacity torque T11 of the vehicle powertrain # I is less than or equal to half of the vehicle required torque T1, the vehicle powertrain # I requires output capacity torque.

17. The power distribution method of claim 16, wherein if the vehicle powertrain # one does not require the output capacity torque, controlling the output torque of the vehicle powertrain # one to be (T1)/2.

18. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when executed, implements a power distribution method of a vehicle according to any one of claims 1-17.

19. Traction control unit, characterized by being adapted to implement a power distribution method of a vehicle according to any of claims 1-17.

20. A powertrain comprising an electric machine and a traction control unit according to claim 19; the traction control unit is used for controlling the output torque of the motor.

21. A vehicle, comprising one vehicle and two vehicles; wherein the vehicle comprises a vehicle power assembly No. I and a vehicle power assembly No. II, and the vehicle comprises a vehicle power assembly No. II;

the first vehicle powertrain comprises one or more of the powertrains of claim 20, the second vehicle powertrain comprises one or more of the powertrains of claim 20, and the second vehicle powertrain comprises one or more of the powertrains of claim 20.