CN112660101A - Method and device for distributing motor torque of hybrid vehicle - Google Patents
Method and device for distributing motor torque of hybrid vehicle Download PDFInfo
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- CN112660101A CN112660101A CN201910985156.2A CN201910985156A CN112660101A CN 112660101 A CN112660101 A CN 112660101A CN 201910985156 A CN201910985156 A CN 201910985156A CN 112660101 A CN112660101 A CN 112660101A
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Abstract
The present disclosure relates to a method and apparatus for distributing motor torque of a hybrid vehicle. Wherein the motors of the hybrid vehicle comprise a front axle motor and a rear axle motor, and the method comprises: judging whether the motor torque needs to be preferentially distributed to a rear axle motor or not; if so, distributing the motor torque to a rear axle motor according to the rear axle required torque, and then distributing the residual torque to a front axle motor; if not, a torque split factor is calculated and the motor torque is then distributed based on the torque split factor, the total requested torque and the torque limit value. According to the method, on the principle of easy implementation, whether a specific condition is processed or not is judged, and then all factors are considered comprehensively, so that the torque distribution is adjusted, and the purposes of flexible calibration and platformization are achieved.
Description
Technical Field
The present disclosure relates generally to the field of hybrid vehicle technology, and more particularly to a method and apparatus for distributing motor torque for a hybrid vehicle.
Background
With the continuous development of the related technology of vehicle driving torque distribution, people no longer just satisfy the improvement of vehicle dynamic performance, and pursue to realize the overall improvement of various performances such as vehicle dynamic performance, maneuverability, steering and safety by reasonably distributing driving torque, and the requirement on a torque distribution strategy is also improved.
The existing torque distribution strategy of the hybrid vehicle is not considered comprehensively, has poor compatibility to new requirements, and is not considered comprehensively enough for the dynamic property, the maneuverability, the steering property and the safety of the vehicle.
The statements in this background section merely represent techniques known to the public and are not, of course, representative of the prior art.
Disclosure of Invention
In view of at least one of the deficiencies of the prior art, the present disclosure provides a method for distributing motor torque of a hybrid vehicle, wherein the motor of the hybrid vehicle comprises a front axle motor and a rear axle motor, the method comprising:
judging whether the motor torque needs to be preferentially distributed to the rear axle motor or not;
if so, distributing the motor torque to the rear axle motor according to the rear axle required torque, and then distributing the residual torque to the front axle motor;
if not, a torque distribution factor is calculated, and then the motor torques are distributed according to the torque distribution factor, the total required torque and the torque limiting value.
According to one aspect of the present disclosure, wherein determining whether the motor torque needs to be preferentially allocated to the rear axle motor comprises:
and judging whether the motor torque needs to be preferentially distributed to the rear axle motor according to the working condition of the hybrid vehicle.
According to one aspect of the present disclosure, wherein determining whether the motor torque needs to be preferentially distributed to the rear axle motor according to the operating condition of the hybrid vehicle includes:
judging whether the hybrid power vehicle is in the working conditions of energy recovery, pure electric creep and/or forced charging;
if so, the motor torque needs to be preferentially distributed to the rear axle motor.
According to an aspect of the present disclosure, wherein allocating the motor torques according to the torque allocation factor, the total required torque, and the torque limit value includes:
calculating a first distributed front axle torque and a first distributed rear axle torque according to the torque distribution factor and the total required torque;
performing first distribution on the motor torque according to the first distribution of the front axle torque and the first distribution of the rear axle torque;
and performing second distribution on the first distributed front axle torque and the first distributed rear axle torque according to the torque limit value.
According to one aspect of the present disclosure, the first-time-distributed front axle torque and the first-time-distributed rear axle torque are calculated according to equations (1) and (2), respectively:
the first time the front axle torque is distributed, the total required torque is multiplied by a torque distribution factor, and the formula (1) is obtained;
the first split rear axle torque is total required torque x (1-torque split factor), equation (2).
According to one aspect of the present disclosure, wherein the second apportioning of the first apportioned front axle torque and the first apportioned rear axle torque according to the torque limit value comprises:
judging whether the first distributed front axle torque exceeds a front axle torque limit value without power assistance;
if the first distributed front axle torque exceeds the no-power front axle torque limit value, calculating a first front axle torque and a first rear axle torque according to the equations (3) and (4):
the first front axle torque is equal to the no-power front axle torque limit value, equation (3),
first rear axle torque ═ first split rear axle torque + (first split front axle torque — first front axle torque), equation (4);
judging whether the first rear axle torque exceeds a rear axle torque limit value or not;
distributing a front axle torque for the second time to be equal to the first front axle torque and distributing a rear axle torque for the second time to be equal to the first rear axle torque if the first rear axle torque does not exceed the rear axle torque limit value;
if the first rear axle torque exceeds the rear axle torque limit value, calculating a second rear axle torque and a second front axle torque according to the formula (5) and the formula (6):
the second rear axle torque is equal to the rear axle torque limit value, equation (5),
second front axle torque ═ first front axle torque + (first rear axle torque — second rear axle torque), equation (6);
judging whether the second front axle torque exceeds a power-assisted front axle torque limit value or not;
if the second front axle torque exceeds the boosted front axle torque limit, the second apportioned front axle torque is equal to the boosted front axle torque limit and the second apportioned rear axle torque is equal to the second rear axle torque;
if the second front axle torque does not exceed the power-assisted front axle torque limit, the second allocated front axle torque is equal to the second front axle torque, and the second allocated rear axle torque is equal to the second rear axle torque;
if the first distributed front axle torque does not exceed the no-power front axle torque limit value, judging whether the first rear axle torque exceeds a rear axle torque limit value;
distributing a front axle torque for the second time to be equal to the first front axle torque and distributing a rear axle torque for the second time to be equal to the first rear axle torque if the first rear axle torque does not exceed the rear axle torque limit value;
if the first rear axle torque exceeds the rear axle torque limit value, calculating a second rear axle torque and a second front axle torque according to the formula (5) and the formula (6):
the second rear axle torque is equal to the rear axle torque limit value, equation (5),
second front axle torque ═ first front axle torque + (first rear axle torque — second rear axle torque), equation (6);
judging whether the second front axle torque exceeds a power-assisted front axle torque limit value or not;
if the second front axle torque exceeds the boosted front axle torque limit, the second apportioned front axle torque is equal to the boosted front axle torque limit and the second apportioned rear axle torque is equal to the second rear axle torque;
and if the second front axle torque does not exceed the power-assisted front axle torque limit value, the second distributed front axle torque is equal to the second front axle torque, and the second distributed rear axle torque is equal to the second rear axle torque.
According to one aspect of the disclosure, wherein the no-power-assisted front axle torque limit value and the power-assisted front axle torque limit value are equal to 0 when the hybrid vehicle is a rear-drive vehicle and in a non-launch start.
According to one aspect of the disclosure, wherein calculating the torque split factor comprises:
the torque distribution factor is calculated based on a base torque distribution ratio and a vehicle steering state.
According to one aspect of the disclosure, wherein calculating the torque split factor further comprises:
searching and determining a first influence value in a prestored basic distribution table according to the steering wheel angle and the vehicle speed; and/or
Calculating a second influence value according to the pedal opening, the road surface gradient and the vehicle speed; and/or
Searching and determining a third influence value in the basic distribution table according to the battery electric quantity and the vehicle speed;
calculating the base torque distribution ratio as a function of the first and/or second and/or third influence value.
According to one aspect of the disclosure, wherein calculating the torque split factor further comprises:
and determining the vehicle steering state according to the yaw rate, the lateral acceleration and the vehicle speed.
According to one aspect of the disclosure, wherein calculating the torque split factor further comprises:
when the steering torque and the steering wheel angular velocity are higher than predetermined values, a target yaw moment required to return to normal values is determined, and the torque distribution factor is calculated based on the basic torque distribution ratio, the vehicle turning state, and the target yaw moment.
According to one aspect of the disclosure, wherein calculating the torque split factor further comprises:
when the wheel slips, the wheel slip condition is determined, and the torque distribution factor is calculated based on the basic torque distribution ratio, the vehicle steering state, and the wheel slip condition.
The present disclosure also relates to an apparatus for distributing motor torque of a hybrid vehicle, wherein the motor of the hybrid vehicle includes a front axle motor and a rear axle motor, the apparatus comprising:
a processor; and
a memory storing computer instructions that, when executed by the processor, cause the processor to perform any of the methods described above.
According to the principle of easy implementation, whether a specific condition is processed or not (namely whether the motor torque needs to be distributed to the rear axle motor or not) is judged, then all factors are comprehensively considered, the torque distribution is adjusted, and the purposes of flexible calibration and platformization are achieved.
In the present disclosure, the torque split factor is the primary consideration in distributing torque and the total required torque and torque limit values are secondary considerations when not handling characteristic conditions.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure and are not to limit the disclosure. In the drawings:
FIG. 1 illustrates a schematic flow chart for distributing motor torque for a hybrid vehicle in accordance with a preferred embodiment of the present disclosure;
FIG. 2 shows a schematic flow chart for distributing motor torque for a hybrid vehicle according to another preferred embodiment of the present disclosure;
FIG. 3 is a schematic flow chart illustrating a second apportionment of the first apportioned front axle torque and the first apportioned rear axle torque according to a torque limit value in accordance with a preferred embodiment of the present disclosure;
FIG. 4 illustrates a schematic flow chart for calculating a torque split factor according to a preferred embodiment of the present disclosure;
FIG. 5 shows a schematic flow chart for calculating a torque split factor according to another preferred embodiment of the present disclosure.
Detailed Description
In the following, only certain exemplary embodiments are briefly described. As those skilled in the art can appreciate, the described embodiments can be modified in various different ways, without departing from the spirit or scope of the present disclosure. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.
In the description of the present disclosure, it is to be understood that the terms "first", "second", and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of indicated technical features. Thus, features defined as "first," "second," etc. may explicitly or implicitly include one or more of the described features. In the description of the present disclosure, "a plurality" means two or more unless specifically limited otherwise.
Throughout the description of the present disclosure, it is to be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection, either mechanically, electrically, or otherwise in communication with one another; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present disclosure can be understood by those of ordinary skill in the art as appropriate.
The following disclosure provides many different embodiments or examples for implementing different features of the disclosure. To simplify the disclosure of the present disclosure, specific example components and arrangements are described below. Of course, they are merely examples and are not intended to limit the present disclosure. Moreover, the present disclosure may repeat reference numerals and/or reference letters in the various examples, which have been repeated for purposes of simplicity and clarity and do not in themselves dictate a relationship between the various embodiments and/or arrangements discussed. In addition, the present disclosure provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
The preferred embodiments of the present disclosure will be described below with reference to the accompanying drawings, and it should be understood that the preferred embodiments described herein are merely for purposes of illustrating and explaining the present disclosure and are not intended to limit the present disclosure.
First embodiment
A first aspect of the present disclosure relates to a method for distributing motor torque of a hybrid vehicle, wherein the motors of the hybrid vehicle include a front axle motor and a rear axle motor, the method comprising:
judging whether the motor torque needs to be preferentially distributed to a rear axle motor or not;
if so, distributing the motor torque to a rear axle motor according to the rear axle required torque, and then distributing the residual torque to a front axle motor;
if not, a torque split factor is calculated and the motor torque is then distributed based on the torque split factor, the total requested torque and the torque limit value.
According to the principle of easy implementation, whether a specific condition is processed or not (namely whether the motor torque needs to be distributed to the rear axle motor or not) is judged, then all factors are comprehensively considered, the torque distribution is adjusted, and the purposes of flexible calibration and platformization are achieved.
In the present disclosure, the torque split factor is the primary consideration in distributing torque and the total required torque and torque limit values are secondary considerations when not handling characteristic conditions.
Fig. 1 illustrates a method for turning on an internal circulation mode of an air conditioner in a vehicle according to a preferred embodiment of the present disclosure, including:
and judging whether the motor torque needs to be preferentially distributed to the rear axle motor according to the working condition of the hybrid vehicle.
If yes, distributing the motor torque to the rear axle motor according to the rear axle required torque, and then distributing the residual torque to the front axle motor.
If not, a torque split factor is calculated and the motor torque is then distributed based on the torque split factor, the total requested torque and the torque limit value.
More preferably, the judging whether the motor torque needs to be preferentially distributed to the rear axle motor according to the operating condition of the hybrid vehicle includes:
and judging whether the hybrid vehicle is in the working conditions of energy recovery, pure electric creep and/or forced charging.
If so, the motor torque needs to be preferentially distributed to the rear axle motor.
On the basis of easy implementation, the above working conditions are not considered in the calculation of the torque distribution factor, and of course, other working conditions may be additionally set to determine whether the motor torque needs to be preferentially distributed to the rear axle motor.
The energy recovery working condition refers to that a motor is driven to rotate by wheels to generate electricity during braking and the electricity is stored in a battery; the pure electric crawling working condition refers to a state that the hybrid electric vehicle is in a crawling mode only driven by a motor; the forced charging working condition refers to the state that the hybrid vehicle is in a state that the electric quantity of the battery is close to exhaustion and the engine is forcibly started for charging.
Fig. 2 illustrates a method for turning on an internal circulation mode of an air conditioner in a vehicle according to another preferred embodiment of the present disclosure, including:
and judging whether the motor torque needs to be preferentially distributed to the rear axle motor according to the working condition of the hybrid vehicle.
If yes, distributing the motor torque to the rear axle motor according to the rear axle required torque, and then distributing the residual torque to the front axle motor.
If not, calculating a torque distribution factor, and then:
calculating a first distributed front axle torque and a first distributed rear axle torque according to the torque distribution factor and the total required torque,
a first distribution of motor torque is made based on the first distribution of front axle torque and the first distribution of rear axle torque,
and performing second distribution on the first distribution front axle torque and the first rear axle torque according to the torque limit value.
Wherein, preferably, the first distributed front axle torque and the first distributed rear axle torque are respectively calculated according to the following formulas (1) and (2):
the first time the front axle torque is distributed, the total required torque is multiplied by a torque distribution factor, and the formula (1) is obtained;
the first split rear axle torque is total required torque x (1-torque split factor), equation (2).
The method comprises the steps of firstly adopting total required torque and a torque distribution factor to carry out first distribution on motor torque, then carrying out second distribution according to a torque limit value, and enabling the motor torque to be distributed more reasonably through twice distribution.
FIG. 3 illustrates a method for second apportioning a first apportioned front axle torque and a first apportioned rear axle torque according to a torque limit value in another preferred embodiment of the present disclosure, including:
and judging whether the first distributed front axle torque exceeds the front axle torque limit value without power assistance.
If the first allocated front axle torque exceeds the no-power front axle torque limit value, the first front axle torque is equal to the no-power front axle torque limit value, and the exceeding part is distributed to the rear axle motor. Namely: calculating a first front axle torque and a first rear axle torque according to the equations (3) and (4):
the first front axle torque is equal to the no-power front axle torque limit value, equation (3),
first rear axle torque is equal to first divided rear axle torque + (first divided front axle torque — first front axle torque), equation (4).
And judging whether the first rear axle torque exceeds a rear axle torque limit value or not.
And if the first rear axle torque does not exceed the rear axle torque limit value, distributing the front axle torque for the second time to be equal to the first front axle torque, and distributing the rear axle torque for the second time to be equal to the first rear axle torque.
And if the first rear axle torque exceeds the rear axle torque limit value, the second rear axle torque is equal to the rear axle torque limit value, and the exceeding part is distributed to the front axle motor. That is, the second rear axle torque and the second front axle torque are calculated from equations (5) and (6):
the second rear axle torque is equal to the rear axle torque limit value, equation (5),
the second front axle torque is equal to the first front axle torque + (first rear axle torque — second rear axle torque), and equation (6).
And judging whether the second front axle torque exceeds the power-assisted front axle torque limit value.
And if the second front axle torque exceeds the power-assisted front axle torque limit value, distributing the front axle torque for the second time to be equal to the power-assisted front axle torque limit value, and distributing the rear axle torque for the second time to be equal to the second rear axle torque.
And if the second front axle torque does not exceed the power-assisted front axle torque limit value, distributing the front axle torque for the second time to be equal to the second front axle torque, and distributing the rear axle torque for the second time to be equal to the second rear axle torque.
If the first distributed front axle torque does not exceed the no-power front axle torque limit value, judging whether the first rear axle torque exceeds the rear axle torque limit value;
if the first rear axle torque does not exceed the rear axle torque limit value, distributing the front axle torque for the second time to be equal to the first front axle torque, and distributing the rear axle torque for the second time to be equal to the first rear axle torque;
if the first rear axle torque exceeds the rear axle torque limit value, calculating a second rear axle torque and a second front axle torque according to the front equations (5) and (6):
judging whether the second front axle torque exceeds the power-assisted front axle torque limit value or not;
if the second front axle torque exceeds the power-assisted front axle torque limit value, distributing the front axle torque for the second time to be equal to the power-assisted front axle torque limit value, and distributing the rear axle torque for the second time to be equal to the second rear axle torque;
and if the second front axle torque does not exceed the power-assisted front axle torque limit value, distributing the front axle torque for the second time to be equal to the second front axle torque, and distributing the rear axle torque for the second time to be equal to the second rear axle torque.
And reasonably distributing the motor torque according to the non-assisted front axle torque limit value, the assisted front axle torque limit value and the rear axle torque limit value. In the preferred embodiment of the present disclosure, these torque limits are first provided by the components, and the control unit (HCU) processes them according to other strategies and criteria, and finally outputs them to the relevant modules for torque distribution.
When the hybrid vehicle is a rear-drive vehicle and is in a non-starting state, the non-assisted front axle torque limit value and the assisted front axle torque limit value are equal to 0. The non-engine start described in the present disclosure includes non-engine start, electric four-wheel drive, and the like.
FIG. 4 illustrates a method for calculating a torque split factor in a preferred embodiment of the present disclosure, including:
and searching and determining a first influence value in a prestored basic distribution table according to the steering wheel angle and the vehicle speed.
And calculating a second influence value according to the pedal opening, the road surface gradient and the vehicle speed.
And searching and determining a third influence value in the basic distribution table according to the battery electric quantity and the vehicle speed.
And calculating the basic torque distribution ratio according to the first influence value, the second influence value and the third influence value.
And determining the vehicle steering state according to the yaw rate, the lateral acceleration and the vehicle speed.
Then, a torque distribution factor is calculated from the base torque distribution ratio and the vehicle steering state.
In an embodiment of the present disclosure, a calculation process of the second influence value is specifically as follows:
the method comprises the steps of firstly searching and determining a first intermediate value in a basic distribution table according to the road surface gradient, then adding the first intermediate value and the pedal opening degree to obtain a second intermediate value, and then searching and determining a second influence value in the basic distribution table according to the second intermediate value and the vehicle speed.
In an embodiment of the present disclosure, a specific process of calculating the basic torque distribution ratio according to the first, second, and third influence values is as follows:
the first influence value is multiplied by the second influence value to obtain a product, and the maximum value of the product and the third influence value is the basic torque distribution ratio (i.e., the basic torque distribution ratio max { the product of the first influence value and the second influence value, the third influence value }).
The basic distribution table is pre-stored, can be programmed and determined according to actual requirements, and is realized by corresponding software. Tables 1 to 4 show sub distribution tables 1 to 4 of a basic distribution table in an embodiment of the present disclosure, where in table 1, x is a vehicle speed, y is a steering wheel angle, and a corresponding value is a first influence value; in table 2, x is the road surface gradient, and the corresponding value is a first intermediate value; in table 3, x is the vehicle speed, y is the second intermediate value, and the corresponding value is the second influence value; in table 4, x is the vehicle speed, y is the battery level, and the corresponding value is the third influence value. The first influence value is determined by looking up in the sub-distribution table 1 based on the steering wheel angle and the vehicle speed, the first intermediate value is determined by looking up in the sub-distribution table 2 based on the road surface gradient, the second influence value is determined by looking up in the sub-distribution table 3 based on the second intermediate value and the vehicle speed, and the third influence value is determined by looking up in the sub-distribution table 4 based on the battery power and the vehicle speed.
Table 1 sub-allocation table 1
| y/x | 0.000 | 10.000 | 15.000 | 40.000 | 50.000 | 70.000 | 110.000 |
| 0.0 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| 8.0 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| 30.0 | 1.00 | 1.02 | 1.02 | 1.02 | 1.02 | 1.01 | 1.00 |
| 75.0 | 1.00 | 1.03 | 1.03 | 1.03 | 1.03 | 1.02 | 1.00 |
| 90.0 | 1.00 | 1.04 | 1.04 | 1.04 | 1.03 | 1.02 | 1.00 |
| 175.0 | 1.00 | 1.05 | 1.05 | 1.05 | 1.04 | 1.03 | 1.00 |
| 240.0 | 1.00 | 1.05 | 1.05 | 1.05 | 1.05 | 1.03 | 1.00 |
Table 2 sub-allocation table 2
| x | |
| 0.00 | 0.0 |
| 5.00 | 30.0 |
| 7.50 | 50.0 |
| 10.00 | 65.0 |
| 15.00 | 75.0 |
| 20.00 | 90.0 |
| 30.00 | 100.0 |
Table 3 sub-allocation table 3
| x/y | 2.00 | 2.50 | 15.00 | 25.00 | 40.00 | 60.00 | 80.00 | 100.00 |
| 0.000 | 50.0 | 100.0 | 53.0 | 55.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 8.000 | 50.0 | 53.0 | 53.0 | 55.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 10.000 | 30.0 | 53.0 | 53.0 | 55.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 20.000 | 0.0 | 53.0 | 53.0 | 55.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 30.000 | 0.0 | 53.0 | 53.0 | 55.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 40.000 | 0.0 | 70.0 | 70.0 | 65.0 | 58.0 | 60.0 | 62.0 | 66.0 |
| 50.000 | 0.0 | 100.0 | 100.0 | 75.0 | 65.0 | 60.0 | 62.0 | 66.0 |
| 60.000 | 0.0 | 100.0 | 100.0 | 85.0 | 70.0 | 62.0 | 62.0 | 66.0 |
| 80.000 | 0.0 | 100.0 | 100.0 | 100.0 | 82.0 | 67.0 | 65.0 | 66.0 |
| 90.000 | 0.0 | 100.0 | 100.0 | 100.0 | 90.0 | 75.0 | 70.0 | 68.0 |
| 100.000 | 0.0 | 100.0 | 100.0 | 100.0 | 95.0 | 85.0 | 77.0 | 69.0 |
| 120.000 | 0.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 85.0 | 72.0 |
| 150.000 | 0.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 |
| 170.000 | 0.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 |
Table 3 sub-allocation table 3
| y/x | 0.000 | 10.000 | 15.000 | 40.000 | 50.000 | 70.000 | 70.000 |
| 14.700 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 | 100.0 |
| 14.800 | 90.0 | 90.0 | 90.0 | 90.0 | 90.0 | 90.0 | 90.0 |
| 14.900 | 80.0 | 80.0 | 80.0 | 80.0 | 80.0 | 80.0 | 80.0 |
| 15.000 | 60.0 | 60.0 | 60.0 | 60.0 | 60.0 | 60.0 | 60.0 |
| 15.100 | 30.0 | 30.0 | 30.0 | 30.0 | 30.0 | 30.0 | 30.0 |
| 15.200 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 15.300 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 90.000 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
It should be noted that the basic torque distribution ratio may also be calculated based on any one or two of the first influence value, the second influence value, and the third influence value, but not all three are required. The pedal opening and the road surface gradient can change the axle load of the front axle and the rear axle and influence the adhesion condition of the front axle and the rear axle, and the pedal opening and the road surface gradient are superposed to properly distribute the torque to the rear axle motor according to the condition. Wherein the higher the vehicle speed, the lower the proportion of torque divided by the rear axle motor should be, and the purpose of this principle is to prevent over-discharge of the battery. Furthermore, when the vehicle speed is high and the vehicle is not turning, the driving performance of the vehicle cannot be improved by the all-wheel drive. When the vehicle turns, the target distribution ratio of the rear axle motor should be reduced to keep the vehicle stable. At full accelerator pedal opening, the basic torque distribution ratio should depend primarily on the steering wheel angle and the vehicle speed. When the electric machine is placed at the input of the gearbox between the engine and the gearbox (P2), the torque distribution ratio of the rear axle electric machine should be limited when dealing with low battery charge, since the generated power of P2 may not be very large, and the driving power of the rear axle should not be too large, especially in the case of low battery charge.
When the vehicle is in an understeer or oversteer condition, it is desirable to reduce the difference between the actual yaw rate and the desired yaw rate of the vehicle to mitigate the understeer or oversteer of the vehicle. Wherein the desired yaw rate is determined by looking up in the base allocation table. And correspondingly adjusting the torque distribution factor according to the vehicle steering state.
Fig. 5 shows a method for calculating a torque distribution factor in another preferred embodiment of the present disclosure, which further includes, on the basis of fig. 4:
when the steering torque and the steering wheel angular velocity are higher than predetermined values, a target yaw moment required to return to normal values is determined.
When the wheel is slipping, a wheel slip condition is determined.
The torque distribution factor is calculated based on the base torque distribution ratio, the vehicle turning state, the target yaw moment, and the wheel slip situation.
When an urgent and large steering moment is detected along with a very high steering wheel angular velocity, the target torque distribution ratio of the front axle motor should be reduced to allow the front axle more ability to provide lateral force to establish the yaw moment required by the driver. Wherein the required target yaw moment is preferably determined by looking up in the base allocation table.
In the course of the establishment of the yaw moment and the increase in the yaw rate, the target torque distribution ratio of the front axle motor should be restored once the difference between the actual yaw rate and the target yaw rate is reduced to a certain extent. Wherein the degree described herein is preferably determined by looking up in the base allocation table.
The duration of the process of decreasing the front axle motor torque ratio should not exceed a certain calibrated value, which is preferably equal to or less than 1s, when responding to the driver's emergency request. In order to reduce the overshoot of the yaw rate that can occur when the driver's emergency operation is ended, the torque distribution ratio of the rear axle motor should be reduced for a certain time, preferably 2s or less, as a compensation for reducing the torque distribution ratio of the front axle motor in the previous emergency. After which the response should exit. If an overshoot of the yaw rate still exists after the exit, the torque distribution is adjusted again by the preceding vehicle steering state.
When wheel slip is detected, the torque split factor is adjusted by: the torque distribution of the rear axle motor is increased when the front axle slips, and the torque distribution of the front axle motor is increased when the rear axle slips, so that the non-slipping axle bears more torque, and the slipping of the wheels is relieved.
It should be noted that, in other embodiments of the present disclosure, the wheel slip may also be defined by a torque limit value (a non-assisted front axle torque limit value and/or an assisted front axle torque limit value and/or a rear axle torque limit value), and a specific defining method may be determined by programming or the like according to an actual demand.
According to the method, special working conditions are considered preferentially, then various factors such as vehicle speed, steering wheel rotation angle and battery power are integrated to design a calculation mode, torque distribution factors are adjusted through reasonable arrangement of various factors, further torque distribution is adjusted, dynamic performance, maneuverability, steering and safety are guaranteed, new requirements are met, and the purposes of flexible calibration and platform are achieved.
Second embodiment
A second aspect of the present disclosure relates to an apparatus for distributing motor torque of a hybrid vehicle. Wherein hybrid vehicle's motor includes front axle motor and rear axle motor, and the device includes:
a processor; and
a memory storing computer instructions that, when executed by the processor, cause the processor to perform the aforementioned method for distributing motor torque of a hybrid vehicle.
Third embodiment
A third aspect of the present disclosure relates to another apparatus for distributing motor torque of a hybrid vehicle. Wherein hybrid vehicle's motor includes front axle motor and rear axle motor, and the device includes:
the judging module is used for judging whether the motor torque needs to be preferentially distributed to the rear axle motor or not;
the distribution module distributes the motor torque to the rear axle motor according to the rear axle required torque and then distributes the residual torque to the front axle motor if the motor torque needs to be preferentially distributed to the rear axle motor;
the calculation module calculates a torque distribution factor if the motor torque does not need to be preferentially distributed to the rear axle motor, and then the distribution module distributes the motor torque according to the torque distribution factor, the total required torque and the torque limit value;
and the control module is respectively connected with the judgment module, the distribution module and the calculation module and controls the judgment module, the distribution module and the calculation module.
The judging module can also be used for judging whether the hybrid power vehicle is in the working conditions of energy recovery, pure electric crawling and/or forced charging, and/or judging whether the first-time allocated front axle torque exceeds the no-power-assisted front axle torque limit value, judging whether the first rear axle torque exceeds the rear axle torque limit value, judging whether the second front axle torque exceeds the power-assisted front axle torque limit value, judging whether the first-time allocated front axle torque exceeds the power-assisted front axle torque limit value, and the like.
The calculation module can be further used for calculating a first-time distribution front axle torque and a first-time distribution rear axle torque according to the formula (1) and the formula (2); and/or calculating a first front axle torque and a first rear axle torque according to the formula (3) and the formula (4), and calculating a second rear axle torque and a second front axle torque according to the formula (5) and the formula (6); and/or calculating a second influence value according to the pedal opening and the road surface gradient; and/or calculating a basic torque distribution ratio according to the first influence value, the second influence value and the third influence value; and/or calculating a torque distribution factor according to the basic torque distribution ratio and the vehicle steering state; and/or calculating a torque distribution factor according to the basic torque distribution ratio, the vehicle steering state and the target yaw moment; and/or calculating a torque distribution factor according to the basic torque distribution proportion, the vehicle steering state and the wheel slip condition; and/or calculating a torque distribution factor based on the base torque distribution ratio, the vehicle turning state, the target yaw moment, and the wheel slip condition.
It should be noted that the division of the units in the embodiments of the present disclosure is schematic, and is only one logical function division, and there may be another division manner in actual implementation.
In addition, those of skill in the art will readily appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments provided herein may be implemented as hardware or combinations of hardware and computer software. Whether a function is performed as hardware or computer software drives hardware depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present disclosure.
It is noted that while for simplicity of explanation, the foregoing method embodiments have been described as a series of acts or combination of acts, it will be appreciated by those skilled in the art that the present disclosure is not limited by the order of acts, as some steps may, in accordance with the present disclosure, occur in other orders and concurrently. Further, those skilled in the art should also appreciate that the embodiments described in the specification are exemplary embodiments and that acts and modules referred to are not necessarily required by the disclosure.
In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the several embodiments provided in the present disclosure, it should be understood that the disclosed apparatus may be implemented in other manners. For example, the above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one type of division of logical functions, and there may be other divisions when actually implementing, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of some interfaces, devices or units, and may be an electric or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present disclosure may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit may be implemented in the form of hardware, or may be implemented in the form of a software program module.
The integrated units, if implemented in the form of software program modules and sold or used as stand-alone products, may be stored in a computer readable memory. Based on such understanding, the technical solution of the present disclosure may be embodied in the form of a software product, which is stored in a memory and includes several plug-ins for enabling a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present disclosure. And the aforementioned memory comprises: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be performed by hardware related to a program, the program may be stored in a computer readable memory, and the memory may include: flash Memory disks, Read-Only memories (ROMs), Random Access Memories (RAMs), or optical disks.
The above description is only exemplary of the present disclosure and should not be taken as limiting the disclosure, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present disclosure should be included in the scope of protection of the present disclosure.
Finally, it should be noted that: although the present disclosure has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that changes may be made in the embodiments and/or equivalents thereof without departing from the spirit and scope of the disclosure. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present disclosure should be included in the protection scope of the present disclosure.
Claims (10)
1. A method for distributing motor torque of a hybrid vehicle, the hybrid vehicle having motors including a front axle motor and a rear axle motor, the method comprising:
judging whether the motor torque needs to be preferentially distributed to the rear axle motor or not;
if so, distributing the motor torque to the rear axle motor according to the rear axle required torque, and then distributing the residual torque to the front axle motor;
if not, a torque distribution factor is calculated, and then the motor torques are distributed according to the torque distribution factor, the total required torque and the torque limiting value.
2. The method of claim 1, wherein determining whether the motor torque needs to be preferentially allocated to the rear axle motor comprises:
and judging whether the motor torque needs to be preferentially distributed to the rear axle motor according to the working condition of the hybrid vehicle.
3. The method of claim 2, wherein determining whether the motor torque needs to be preferentially allocated to the rear axle motor based on the operating condition of the hybrid vehicle comprises:
judging whether the hybrid power vehicle is in the working conditions of energy recovery, pure electric creep and/or forced charging;
if so, the motor torque needs to be preferentially distributed to the rear axle motor.
4. The method of claim 1, wherein allocating the motor torque according to the torque allocation factor, total requested torque, and torque limit value comprises:
calculating a first distributed front axle torque and a first distributed rear axle torque according to the torque distribution factor and the total required torque;
performing first distribution on the motor torque according to the first distribution of the front axle torque and the first distribution of the rear axle torque;
and performing second distribution on the first distributed front axle torque and the first distributed rear axle torque according to the torque limit value.
5. The method of claim 4, wherein the first apportioned front axle torque and the first apportioned rear axle torque are calculated according to equations (1) and (2), respectively:
the first time the front axle torque is distributed, the total required torque is multiplied by a torque distribution factor, and the formula (1) is obtained;
the first split rear axle torque is total required torque x (1-torque split factor), equation (2).
6. The method of claim 4, wherein second apportioning the first apportioned front axle torque and the first apportioned rear axle torque according to the torque limit value comprises:
judging whether the first distributed front axle torque exceeds a front axle torque limit value without power assistance;
if the first distributed front axle torque exceeds the no-power front axle torque limit value, calculating a first front axle torque and a first rear axle torque according to the equations (3) and (4):
the first front axle torque is equal to the no-power front axle torque limit value, equation (3),
first rear axle torque ═ first split rear axle torque + (first split front axle torque — first front axle torque), equation (4);
judging whether the first rear axle torque exceeds a rear axle torque limit value or not;
distributing a front axle torque for the second time to be equal to the first front axle torque and distributing a rear axle torque for the second time to be equal to the first rear axle torque if the first rear axle torque does not exceed the rear axle torque limit value;
if the first rear axle torque exceeds the rear axle torque limit value, calculating a second rear axle torque and a second front axle torque according to the formula (5) and the formula (6):
the second rear axle torque is equal to the rear axle torque limit value, equation (5),
second front axle torque ═ first front axle torque + (first rear axle torque — second rear axle torque), equation (6);
judging whether the second front axle torque exceeds a power-assisted front axle torque limit value or not;
if the second front axle torque exceeds the boosted front axle torque limit, the second apportioned front axle torque is equal to the boosted front axle torque limit and the second apportioned rear axle torque is equal to the second rear axle torque;
if the second front axle torque does not exceed the power-assisted front axle torque limit, the second allocated front axle torque is equal to the second front axle torque, and the second allocated rear axle torque is equal to the second rear axle torque; if the first distributed front axle torque does not exceed the no-power front axle torque limit value, judging whether the first rear axle torque exceeds a rear axle torque limit value;
distributing a front axle torque for the second time to be equal to the first front axle torque and distributing a rear axle torque for the second time to be equal to the first rear axle torque if the first rear axle torque does not exceed the rear axle torque limit value;
if the first rear axle torque exceeds the rear axle torque limit value, calculating a second rear axle torque and a second front axle torque according to the formula (5) and the formula (6):
judging whether the second front axle torque exceeds a power-assisted front axle torque limit value or not;
if the second front axle torque exceeds the boosted front axle torque limit, the second apportioned front axle torque is equal to the boosted front axle torque limit and the second apportioned rear axle torque is equal to the second rear axle torque;
and if the second front axle torque does not exceed the power-assisted front axle torque limit value, the second distributed front axle torque is equal to the second front axle torque, and the second distributed rear axle torque is equal to the second rear axle torque.
7. The method of claim 6, wherein the un-assisted front axle torque limit value and the assisted front axle torque limit value are both equal to 0 when the hybrid vehicle is a rear drive vehicle and in a non-launch start.
8. The method of claim 1, wherein calculating a torque split factor comprises:
searching and determining a first influence value in a prestored basic distribution table according to the steering wheel angle and the vehicle speed; and/or
Calculating a second influence value according to the pedal opening, the road surface gradient and the vehicle speed; and/or
Searching and determining a third influence value in the basic distribution table according to the battery electric quantity and the vehicle speed; and/or
Calculating a base torque distribution ratio as a function of the first and/or second and/or third influence value;
determining the steering state of the vehicle according to the yaw angular velocity, the lateral acceleration and the vehicle speed;
the torque distribution factor is calculated based on the basic torque distribution ratio and the vehicle steering state.
9. The method of claim 8, wherein calculating a torque split factor further comprises:
when the steering torque and the steering wheel angular velocity are higher than predetermined values, determining a target yaw moment required to return to normal values, and calculating the torque distribution factor according to the basic torque distribution ratio, the vehicle steering state, and the target yaw moment; and/or
When the wheel slips, the wheel slip condition is determined, and the torque distribution factor is calculated based on the basic torque distribution ratio, the vehicle steering state, and the wheel slip condition.
10. An apparatus for distributing motor torque of a hybrid vehicle, the motor of the hybrid vehicle including a front axle motor and a rear axle motor, the apparatus comprising:
a processor; and
a memory storing computer instructions that, when executed by the processor, cause the processor to perform the method of any of claims 1-9.
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