CN112977082B - Torque distribution method and device, modeling method and automobile - Google Patents

Torque distribution method and device, modeling method and automobile Download PDF

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CN112977082B
CN112977082B CN201911299933.4A CN201911299933A CN112977082B CN 112977082 B CN112977082 B CN 112977082B CN 201911299933 A CN201911299933 A CN 201911299933A CN 112977082 B CN112977082 B CN 112977082B
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torque distribution
torque
vehicle speed
speed information
information
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CN112977082A (en
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王永辉
黄忠杨
莫龙艳
朱认平
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application discloses a torque distribution method and device, a modeling method and an automobile, wherein the torque distribution method comprises the steps of obtaining current opening information of an accelerator pedal and current speed information corresponding to the current opening information; acquiring a current torque distribution coefficient determined by a torque distribution model by using current opening information and current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value; the torque is distributed using the current torque distribution coefficient. According to the method and the device, the optimal current torque distribution coefficient is given according to the difference between the current vehicle speed information and the current opening information of the accelerator pedal, so that the working efficiency of the power assembly is kept at the highest value under the corresponding vehicle speed information.

Description

Torque distribution method and device, modeling method and automobile
Technical Field
The application relates to the technical field of automobiles, in particular to a torque distribution method and device, a modeling method and an automobile.
Background
With the development of the automobile industry, the current pure electric automobiles and hybrid electric automobiles have gradually developed to maturity due to the advantages of using clean energy.
When the whole vehicle runs in the pure electric mode, the torque distribution coefficients of the front axle motor and the rear axle motor are fixed values, namely the torque distribution coefficients of the front axle motor and the rear axle motor are fixed values no matter what vehicle speed and accelerator opening degree signals, so that the fixed values are used to obtain the torque distribution coefficients under many conditions, and the working efficiency of the vehicle power assembly is low.
Disclosure of Invention
The application aims to provide a torque distribution method and device, a modeling method and an automobile, so as to solve the problems, and the optimal torque distribution coefficient can be given under different vehicle speeds and different accelerator pedal opening degree signals, and the optimal torque can ensure that the working efficiency of a power assembly is highest.
A first aspect of the present application provides a torque distribution method, comprising: acquiring current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information; acquiring a current torque distribution coefficient determined by a torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value; and distributing the torque by using the current torque distribution coefficient.
The torque distribution method as described above, wherein distributing torque using the current torque distribution coefficient includes: acquiring angular acceleration, current speed information, radius, vertical load and rotational inertia of each wheel of the vehicle; determining a longitudinal slip rate by using the angular acceleration, the current vehicle speed information and the radius; determining a ground longitudinal driving force of the wheel using the longitudinal slip ratio and the vertical load; determining wheel end torque by using the moment of inertia, the angular acceleration, the ground longitudinal driving force and the radius; determining the sum of wheel end torques of all wheels of the vehicle as a total torque; determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor; and determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor.
The torque distribution method as described above, wherein, after the determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor, and before the determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor, further comprises: equally distributing the torque of the front axle motor to front wheels of the vehicle; after the determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor, the method further comprises: and equally distributing the torque of the rear axle motor to the rear wheels of the vehicle.
The torque distribution method as described above, wherein the maximizing the operating efficiency of the powertrain when the vehicle speed information uses the optimal torque distribution coefficient includes: the torque distribution model further comprises N set torque distribution coefficients, wherein N is an integer greater than 1; the vehicle speed information corresponds to N working efficiencies under the condition that the N torque distribution coefficients are used; and the torque distribution coefficient corresponding to the maximum value of the N working efficiencies is the optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information.
The torque distribution method as described above, wherein the opening degree information and the vehicle speed information are sampled from a two-dimensional continuous design space; the two-dimensional continuous design space is composed of actual opening degree information of a plurality of vehicles and actual vehicle speed information of the vehicles corresponding to the opening degree information.
The torque distribution method as described above, wherein the actual opening degree information of the vehicle and the actual vehicle speed information of the vehicle are determined by simulating the actual driving condition of the vehicle through simulation software, or are collected and determined during the actual driving of the vehicle through collection equipment.
The torque distribution method as described above, wherein the torque distribution model includes the constraints of: the peak torque is obtained under the condition that the wheel end torque of the wheel is less than or equal to the vehicle speed information; the opening information is more than or equal to 0 and less than or equal to 1; the optimal torque distribution coefficient is more than or equal to 0 and less than or equal to 1; the vehicle speed information is more than or equal to 0 and less than or equal to the maximum vehicle speed designed for the vehicle.
A second aspect of the present application provides a modeling method, comprising: acquiring opening information of an accelerator pedal and vehicle speed information corresponding to the opening information; acquiring N set torque distribution coefficients, wherein N is an integer greater than 1; acquiring N corresponding working efficiencies under the condition that the vehicle speed information uses the N torque distribution coefficients; determining a torque distribution coefficient corresponding to the maximum value of the N working efficiencies as an optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information; and establishing a torque distribution model according to the optimal torque distribution coefficient corresponding to the opening information and the vehicle speed information.
A third aspect of the present application provides a torque distribution device comprising: the device comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information; the second acquisition module is used for acquiring a current torque distribution coefficient determined by the torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value; and the distribution module is used for distributing the torque by utilizing the current torque distribution coefficient.
The present application provides, in a fourth aspect, an automobile including a vehicle control unit, wherein the vehicle control unit includes a memory and a processor, and the memory is configured to store instructions, and the instructions, when executed by the processor, cause the torque distribution method according to any of the present application to be implemented.
According to the method and the device, the optimal torque distribution coefficient can be given in real time by using the torque distribution model according to the difference between the current speed information and the current opening information of the accelerator pedal, so that the working efficiency of the power assembly is always kept at the highest value under the corresponding speed.
Drawings
In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a torque distribution method provided by an embodiment of the present application;
FIG. 2 is a flow chart of step 300 of a torque distribution method provided by an embodiment of the present application;
FIG. 3 is a flow chart of a modeling method provided by an embodiment of the application;
FIG. 4 is a block diagram of a torque distribution device provided in an embodiment of the present application;
fig. 5 is a schematic structural diagram of an automobile provided in an embodiment of the present application.
Description of reference numerals:
10-a first acquisition module, 20-a second acquisition module, 30-a distribution module, 100-a car, 1-a vehicle controller, 2-a front axle motor, 3-a rear axle motor, 4-a left front wheel, 5-a right front wheel, 6-a left rear wheel, and 7-a right rear wheel.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Referring to fig. 1, the present application provides a torque distribution method, including:
step S100: the method comprises the steps of obtaining current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information. Specifically, an accelerator pedal position sensor detects current opening information of an accelerator pedal, a vehicle speed sensor detects current vehicle speed information, and a vehicle controller and other components acquire the current opening information and the current vehicle speed information from the position sensor and the vehicle speed sensor.
Step S200: acquiring a current torque distribution coefficient determined by a torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; and under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value. The torque distribution model is pre-stored in the vehicle control unit, and in the actual running process of the vehicle, the current opening degree information and the current vehicle speed information are input into the torque distribution model, and the torque distribution model can output a current torque distribution coefficient.
The torque distribution model in this embodiment is as follows:
Figure BDA0002321605180000041
in the formula (1), max η represents the maximum working efficiency, η t Denotes the working efficiency, A ps Representing opening degree information of an accelerator pedal, v representing vehicle speed information of a vehicle, alpha representing a torque distribution coefficient, n i Indicating the real-time speed, v, of the wheel max Representing the designed maximum speed of the vehicle, n max Indicating the vehicle design maximum wheel speed.
In equation (1), the torque distribution model is provided with constraints including:
the wheel end torque is less than or equal to the peak torque at the corresponding rotating speed;
the opening information of the accelerator pedal is more than or equal to 0 and less than or equal to 1;
the torque distribution coefficient is more than or equal to 0 and less than or equal to 1;
the vehicle speed information is not less than 0 and not more than the designed maximum vehicle speed of the vehicle.
When using the torque distribution model, the input variables are vehicle speed information v of the vehicle and opening degree information A of the accelerator pedal ps Real time speed n of the wheel i Also as input, but the real-time speed n of the wheel i Can be calculated according to the real-time speed v of the vehicle, so that the real-time rotating speed n of the wheel is not required i As a direct input quantity, only the real-time speed v of the vehicle needs to be input; the output variable is the torque distribution coefficient α.
In one embodiment, the maximum work efficiency of the powertrain when the vehicle speed information uses the optimal torque distribution coefficient includes: the torque distribution model further comprises N set torque distribution coefficients, wherein N is an integer greater than 1; the speed information corresponds to N working efficiencies under the condition that the N torque distribution coefficients are used; and the torque distribution coefficient corresponding to the maximum value of the N working efficiencies is the optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information. For example, N =10, that is, 10 torque distribution coefficients are set, which are 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, and 1, respectively. For example: when the vehicle speed information is 60 km/h, the vehicle speed information is calculated using 10 operation efficiencies corresponding to 10 torque distribution coefficients. For example, if the calculated torque distribution coefficient is 0.3, the obtained operating efficiency is the maximum value among 10 operating efficiencies, and then the torque distribution coefficient 0.3 is the optimal torque distribution coefficient for the vehicle speed information at 60 km/h. At this time, the vehicle speed information of 60 kilometers per hour and the corresponding opening degree information can be determined, and the corresponding optimal torque distribution coefficient is 0.3.
In one embodiment, the opening degree information and the vehicle speed information are sampled from a two-dimensional continuous design space; the two-dimensional continuous design space is composed of actual opening information of a plurality of vehicles and actual vehicle speed information of the vehicles corresponding to the opening information. The two-dimensional continuous design space may be created by, for example, using the opening degree information as a horizontal axis coordinate and the corresponding vehicle speed information as a vertical axis coordinate, and forming a coordinate point by each of the opening degree information and the corresponding vehicle speed information.
The actual opening information of the vehicle and the actual speed information of the vehicle are determined by simulating the actual driving condition of the vehicle through simulation software, or are acquired and determined in the actual driving process of the vehicle through acquisition equipment. The acquisition equipment can comprise a vehicle speed sensor, a position sensor, a memory, a processor and the like, wherein the vehicle speed sensor, the position sensor and the memory are all electrically connected with the processor, the vehicle speed sensor is used for acquiring vehicle speed information, the position sensor is used for acquiring opening information of an accelerator pedal, then the processor acquires the vehicle speed information from the vehicle speed sensor, acquires the opening information from the position sensor and stores the vehicle speed information and the opening information in the memory. In the case where the torque distribution model needs to be established, the vehicle speed information and the opening degree information stored in the memory may be downloaded to an external storage device and then used as data information for establishing the torque distribution model.
Step S300: and distributing the torque by using the current torque distribution coefficient.
Referring to fig. 2, step S300 specifically includes the following steps:
step S310: and acquiring angular acceleration, current speed information, radius, vertical load and rotational inertia of each wheel of the vehicle. Wherein the radius and the moment of inertia are intrinsic parameters of the wheel and are stored in a memory. The angular acceleration and the vertical load are respectively detected by corresponding sensors, and the vehicle control unit acquires the angular acceleration and the vertical load from the corresponding sensors.
Step S320: and determining the longitudinal slip rate by using the angular acceleration, the current vehicle speed information and the radius. Specifically, the longitudinal slip ratio λ is calculated by the following formula:
Figure BDA0002321605180000061
in the formula (2), λ represents a longitudinal slip ratio, ω i Indicates the angular acceleration of the ith wheel, v indicates the current vehicle speed information of the vehicle, and r indicates the radius of the wheel.
Step S330: and determining the ground longitudinal driving force of the wheel by using the longitudinal slip ratio and the vertical load. In particular, the ground longitudinal driving force F ti Calculated by the following formula:
F ti ＝f(F z ，λ) (3)
equation (3) is a tire magic equation, wherein F ti Indicating the ground longitudinal driving force of the i-th wheel, F z Represents the vertical load of the wheel and λ represents the longitudinal slip rate.
Step S340: and determining wheel end torque by using the moment of inertia, the angular acceleration, the ground longitudinal driving force and the radius. This wheel end torque is the current torque of the wheel and is not necessarily the optimal torque. However, the total torque can be further calculated by calculating the wheel end torque, so that the total torque can be redistributed. Specifically, wheel end torque T i Calculated by the following formula:
I wi ω i ＝T i -F ti r (4)
in the formula (4), T i Representing the wheel end torque of the ith wheel, I wi Denotes the moment of inertia of the ith wheel, ω i Representing the angular acceleration of the i-th wheel, F ti The ground longitudinal driving force of the i-th wheel, r, represents the tire radius.
Step S350: determining the sum of wheel end torques of each wheel of the vehicle as a total torque; and determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor. The step redistributes the total torque, and the torque after redistribution can ensure the highest working efficiency. This step is achieved by the following formula:
Figure BDA0002321605180000062
Figure BDA0002321605180000071
in the formula (5), T represents the total torque of the powertrain, T i Representing the wheel end torque of the ith wheel. The total torque is calculated by equation (5).
In the formula (6), T 1 Representing the wheel end torque, T, of the left front wheel 2 Represents the wheel end torque of the right front wheel, T represents the total torque of the powertrain, and α represents the torque distribution coefficient. Equation (6) can calculate the torque of the front axle motor, i.e. the sum of the wheel end torque of the left front wheel and the wheel end torque of the right front wheel. Wherein T is 1 Representing the wheel end torque, T, of the left front wheel 2 Representing the wheel end torque of the right front wheel. When alpha is equal to 1, the vehicle is driven by only a front axle motor; when alpha is equal to 0, the vehicle is driven by only the rear axle motor, and the value range of the alpha is between 0 and 1.
Step S351: and equally distributing the torque of the front axle motor to front wheels of the vehicle. In the above step S350, the sum of the wheel end torque of the left front wheel and the wheel end torque of the right front wheel is calculated by using the formula (6), and then the wheel end torque of the left front wheel is the same as the wheel end torque of the right front wheel, i.e. T 1 ＝T 2 The wheel end torque of the left front wheel and the right front wheel can be obtainedThe wheel end torque of (a) is a specific value.
Step S360: and determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor. This step is achieved by the following formula:
T 3 +T 4 ＝T-T 1 -T 2 (7)
in the formula (7), T 3 Representing the wheel end torque, T, of the left rear wheel 4 Representing the wheel end torque of the right rear wheel. The sum of the wheel end torques of the left and right rear wheels and the wheel end torque of the left and right rear wheels can be calculated according to the formula (7).
Step S361: and equally distributing the torque of the rear axle motor to the rear wheels of the vehicle. In the step S360, the sum of the torque of the left rear wheel and the wheel end and the torque of the right rear wheel is calculated, and then the torque of the left rear wheel and the torque of the right rear wheel are the same, i.e. T is the same 1 ＝T 2 Specific values of the wheel end torque of the left front wheel and the wheel end torque of the right front wheel can be obtained.
By this, the optimal wheel end torque that should be distributed by the actual four wheels can be calculated, thereby maximizing the operating efficiency of the powertrain. Therefore, the torque distribution method provided by the embodiment can give the optimal current torque distribution coefficient in real time according to the difference between the current vehicle speed information and the current opening information of the accelerator pedal, so that the working efficiency of the power assembly is always kept at the highest value under the corresponding vehicle speed information.
Referring to fig. 3, the present application further provides a modeling method, including:
step S10: and acquiring opening information of an accelerator pedal and vehicle speed information corresponding to the opening information.
The opening information and the vehicle speed information can be obtained by sampling from a two-dimensional continuous design space; the two-dimensional continuous design space is composed of actual opening degree information of a plurality of vehicles and actual vehicle speed information of the vehicles corresponding to the opening degree information. The two-dimensional continuous design space may be created by, for example, using the opening degree information as a horizontal axis coordinate and the corresponding vehicle speed information as a vertical axis coordinate, and forming a coordinate point by each of the opening degree information and the corresponding vehicle speed information.
The actual opening information of the vehicle and the actual speed information of the vehicle are determined by simulating the actual driving condition of the vehicle through simulation software, or are acquired and determined in the actual driving process of the vehicle through acquisition equipment. The acquisition equipment comprises a vehicle speed sensor, a position sensor, a storage, a processor and the like, wherein the vehicle speed sensor, the position sensor and the storage are electrically connected with the processor, the vehicle speed sensor is used for acquiring vehicle speed information, the position sensor is used for acquiring opening degree information of an accelerator pedal, and then the processor acquires the vehicle speed information from the vehicle speed sensor, acquires the opening degree information from the position sensor and stores the vehicle speed information and the opening degree information in the storage. In the case where the torque distribution model needs to be established, the vehicle speed information and the opening degree information stored in the memory may be downloaded to an external storage device and then used as data information for establishing the torque distribution model.
It can be understood that the collected opening information of the accelerator pedal and the corresponding vehicle speed information are multiple. The method specifically comprises the following steps: the number of the collected opening information is L, and the number of the collected vehicle speed information is L; and the L pieces of accelerator opening information and the L pieces of vehicle speed information form a two-dimensional continuous design space with L points. L is an integer greater than 1.
M points are collected in the two-dimensional continuous design space, wherein M is an integer which is larger than 1 and smaller than or equal to L. In the M points, each point corresponds to one piece of vehicle speed information and one piece of opening degree information.
Step S20: and acquiring set N torque distribution coefficients, wherein N is an integer greater than 1. For example, N =10, that is, 10 torque distribution coefficients are set, and the 10 torque distribution coefficients are set to 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, and 1, respectively.
Step S30: acquiring N corresponding working efficiencies under the condition that the vehicle speed information uses the N torque distribution coefficients; and determining the torque distribution coefficient corresponding to the maximum value of the N working efficiencies as the optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information. For example: when the vehicle speed information is 60 km/h, the vehicle speed information is calculated using 10 operation efficiencies corresponding to 10 torque distribution coefficients. For example, if the calculated torque distribution coefficient is 0.3, the obtained operating efficiency is the maximum value among 10 operating efficiencies, and then the torque distribution coefficient 0.3 is the optimal torque distribution coefficient for the vehicle speed information at 60 km/h. At this time, the vehicle speed information of 60 km/h and the corresponding opening degree information can be determined, and the corresponding optimal torque distribution coefficient is 0.3.
The efficiency of operation can be determined by the following equation:
Figure BDA0002321605180000091
wherein eta is t Denotes the working efficiency, n i Indicating the speed of rotation, eta, of the ith wheel i Indicating sub-assembly efficiency, T, of the motor to the corresponding wheel i Representing the wheel end torque of the ith wheel. Speed n i And the vehicle speed information can be calculated. Eta i The product of the motor efficiency of the motor corresponding to the i wheel and the mechanical efficiency of the speed reducer can be obtained. Since typically the reducers are identically configured, the mechanical efficiency may default to a known amount. The motor efficiency can be derived from a motor efficiency map, which is a known quantity. T in modeling Process i The same can be obtained by using the above-mentioned (2), (3) and (4), and the details are not repeated herein.
The detailed process can be as follows:
step S1: calculating the speed information as first speed information, and the torque distribution coefficients from the first distribution coefficient to the Nth distribution coefficient, wherein the corresponding first working efficiency to the Nth working efficiency are eta in sequence 11 、η 21 、η 31 ......η (N-1)1 、η N1 (ii) a Comparison eta 11 、η 21 、η 31 ......η (N-1)1 、η N1 Size of (d), obtaining η 11 、η 21 、η 31 ......η (N-1)1 、η N1 The maximum value is used as the maximum working efficiency eta max1 (ii) a Obtaining eta max1 Corresponding toThe torque distribution coefficient is used as the optimal torque distribution coefficient alpha 1 。
The method comprises the following specific steps:
determining a first operating efficiency eta based on the first vehicle speed information and the first torque distribution coefficient 11 (ii) a Determining a second working efficiency eta according to the first vehicle speed information and the second torque distribution coefficient 21 (ii) a Determining a third working efficiency eta according to the first vehicle speed information and the third torque distribution coefficient 31 (ii) a Repeating until the N-1 working efficiency eta is determined according to the first vehicle speed information and the N-1 torque distribution coefficient (N-1)1 (ii) a Determining the Nth working efficiency eta according to the first vehicle speed information and the Nth torque distribution coefficient N1 . Then compare η 11 、η 21 、η 31 ......η (N-1)1 、η N1 Size of (d), obtaining η 11 、η 21 、η 31 ......η (N-1)1 、η N1 The mean maximum value being the maximum working efficiency eta max1 (ii) a Obtaining eta max1 The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha 1 。
Step S2: calculating the speed information as the second speed information, and the corresponding first to Nth working efficiencies are eta in sequence under the condition that the torque distribution coefficients are from the first to Nth distribution coefficients 12 、η 22 、η 32 ......η (N-1)2 And η N2 (ii) a Comparison eta 12 、η 22 、η 32 ......η (N-1)2 And η N2 Size of (d), obtaining η 12 、η 22 、η 32 ......η (N-1)2 And η N2 The maximum value is used as the maximum working efficiency eta max2 (ii) a Obtaining eta max2 The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha 2 。
The method specifically comprises the following steps:
determining a first operating efficiency eta based on the second vehicle speed information and the first torque distribution factor 12 (ii) a Determining a second operating efficiency eta based on the second vehicle speed information and the second torque distribution coefficient 22 (ii) a Determining a third operating efficiency based on the second vehicle speed information and the third torque distribution coefficientRate eta 32 (ii) a Determining the N-1 working efficiency eta according to the second vehicle speed information and the N-1 torque distribution coefficient (N-1)2 (ii) a Determining the Nth working efficiency eta according to the second vehicle speed information and the Nth torque distribution coefficient N2 . Comparison eta 12 、η 22 、η 32 ......η (N-1)2 And η N2 Size of (d), obtaining η 12 、η 22 、η 32 ......η (N-1)2 And η N2 The mean maximum value being the maximum working efficiency eta max2 (ii) a Obtaining eta max2 The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha 2 。
Calculating the vehicle speed information as third vehicle speed information, wherein the corresponding first working efficiency to Nth working efficiency are eta in sequence under the condition that the torque distribution coefficient is from the first distribution coefficient to the Nth distribution coefficient 13 、η 23 、η 33 ......η (N-1)3 And η N3 (ii) a Comparison eta 13 、η 23 、η 33 ......η (N-1)3 And η N3 Size of (d), obtaining η 13 、η 23 、η 33 ......η (N-1)3 And η N3 The maximum value is used as the maximum working efficiency eta max3 (ii) a Obtaining eta max3 The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha 3 。
The method specifically comprises the following steps:
determining a first operating efficiency eta based on the third vehicle speed information and the first torque distribution coefficient 13 (ii) a Determining a second working efficiency eta according to the third vehicle speed information and the second torque distribution coefficient 23 (ii) a Determining a third working efficiency eta according to the third vehicle speed information and the third torque distribution coefficient 33 (ii) a Determining the N-1 working efficiency eta according to the third vehicle speed information and the N-1 torque distribution coefficient (N-1)3 (ii) a Determining the Nth working efficiency eta according to the third vehicle speed information and the Nth torque distribution coefficient N3 . Comparison eta 13 、η 23 、η 33 ......η (N-1)3 And η N3 Size of (d), obtaining η 13 、η 23 、η 33 ......η (N-1)3 And η N3 Median maximum valueAs maximum working efficiency eta max3 (ii) a Obtaining eta max3 The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha 3 。
Up to step S (M-1): under the condition that the vehicle speed information is calculated to be the M-1 th vehicle speed information and the torque distribution coefficient is from the first distribution coefficient to the Nth distribution coefficient, the corresponding first working efficiency to the Nth working efficiency are eta in sequence 1(M-1) 、η 2(M-1) 、η 3(M-1) ......η (N-1)(M-1) And η N(M-1) (ii) a Comparison eta 1(M-1) 、η 2(M-1) 、η 3(M -1)......η (N-1)(M-1) And η N(M-1) Size of (d), obtaining η 1(M-1) 、η 2(M-1) 、η 3(M-1) ......η (N-1)(M-1) And η N(M-1) The maximum value is used as the maximum working efficiency eta max(M-1) (ii) a Obtaining eta max(M-1) The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha M-1 。
The method specifically comprises the following steps:
determining a first working efficiency eta according to the M-1 vehicle speed information and the first torque distribution coefficient 1(M-1) (ii) a Determining a second working efficiency eta according to the M-1 vehicle speed information and the second torque distribution coefficient 2(M-1) (ii) a Determining a third working efficiency eta according to the M-1 vehicle speed information and the third torque distribution coefficient 3(M-1) (ii) a Determining the (N-1) th working efficiency eta according to the (M-1) th vehicle speed information and the (N-1) th torque distribution coefficient (N-1)(M-1) (ii) a Determining the Nth working efficiency eta according to the M-1 th vehicle speed information and the Nth torque distribution coefficient N(M-1) . Comparison eta 1(M-1) 、η 2(M-1) 、η 3(M -1)......η (N-1)(M-1) And η N(M-1) Size of (d), obtaining η 1(M-1) 、η 2(M-1) 、η 3(M-1) ......η (N-1)(M-1) And η N(M-1) The mean maximum value being the maximum working efficiency eta max(M-1) (ii) a Obtaining eta max(M-1) Corresponding torque distribution coefficient alpha M-1 As the optimal torque distribution coefficient.
Step SM: calculating the vehicle speed information as Mth vehicle speed information, and the torque distribution coefficients as the first to Nth distribution coefficientsUnder the condition of number, the corresponding first working efficiency to the Nth working efficiency are eta in sequence 1M 、η 2M 、η 3M ......η (N-1)M And η NM (ii) a Comparison eta 1M 、η 2M 、η 3M ......η (N-1)M And η NM Size of (d), obtaining η 1M 、η 2M 、η 3M ......η (N-1)M And η NM The maximum value is used as the maximum working efficiency eta maxM (ii) a Obtaining eta maxM The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha M 。
The method specifically comprises the following steps:
determining a first working efficiency eta according to the Mth vehicle speed information and the first torque distribution coefficient 1M (ii) a Determining a second working efficiency eta according to the Mth vehicle speed information and the second torque distribution coefficient 2M (ii) a Determining a third working efficiency eta according to the Mth vehicle speed information and the third torque distribution coefficient 3M (ii) a Determining the (N-1) th working efficiency eta according to the Mth vehicle speed information and the (N-1) th torque distribution coefficient (N-1)M (ii) a Determining the Nth working efficiency eta according to the Mth vehicle speed information and the Nth torque distribution coefficient NM . Comparison eta 1M 、η 2M 、η 3M ......η (N-1)M And η NM Size of (d), obtaining η 1M 、η 2M 、η 3M ......η (N-1)M And η NM The mean maximum value being the maximum working efficiency eta maxM (ii) a Obtaining eta maxM The corresponding torque distribution coefficient is used as the optimal torque distribution coefficient alpha M 。
From the above, according to the M points of sampling, M maximum working efficiencies eta have been calculated max1 To eta maxM Corresponding acquisition eta max1 To eta maxM Respective corresponding optimal torque distribution coefficients alpha 1 To alpha M 。
Step S40: and establishing a torque distribution model according to the optimal torque distribution coefficient corresponding to the opening information and the vehicle speed information. Since in step S30, M maximum operating efficiencies η have been calculated max1 To eta maxM Corresponding acquisition η max1 To eta maxM Respective corresponding optimal torque distribution coefficients alpha 1 To alpha M . At this time, the opening degree information of M points and the corresponding vehicle speed information are used as input variables, and the corresponding optimal torque distribution coefficient α obtained by calculation is used 1 To alpha M As an output variable, a torque distribution model may be established.
The following may be specifically adopted:
taking the opening degree information of the first accelerator pedal and the first vehicle speed information as input variables and taking the optimal torque distribution coefficient alpha 1 As an output variable; the opening degree information of the second accelerator pedal and the second vehicle speed information are used as input variables, and the optimal torque distribution coefficient alpha is used 2 As an output variable; using the opening degree information of the third accelerator pedal and the third vehicle speed information as input variables and using the optimal torque distribution coefficient alpha 3 As an output variable; turn to until the opening degree information of the M-1 accelerator pedal and the M-1 vehicle speed information are used as input variables, and the optimal torque distribution coefficient alpha is used M-1 As an output variable; using the opening degree information of the Mth accelerator pedal and the Mth vehicle speed information as input variables and using the optimal torque distribution coefficient alpha M As output variables. A torque distribution model is then built using a response model approach.
The torque distribution model finally established in this embodiment is as follows:
Figure BDA0002321605180000121
in the formula, max η represents the maximum working efficiency, η t Denotes the efficiency of operation, A ps Represents accelerator opening degree information, v represents vehicle speed information of a vehicle, alpha represents a torque distribution coefficient, n i Indicating the real-time speed, v, of the wheel max Representing the designed maximum speed of the vehicle, n max Indicating the designed maximum wheel speed of the vehicle.
In the formula, the torque distribution model is provided with constraints, which include:
the wheel end torque is less than or equal to the peak torque at the corresponding rotating speed;
the opening information of the accelerator pedal is more than or equal to 0 and less than or equal to 1;
the torque distribution coefficient is more than or equal to 0 and less than or equal to 1;
the vehicle speed information is not less than 0 and not more than the designed maximum vehicle speed of the vehicle.
Referring to fig. 4, the present application further provides a torque distribution apparatus, which includes a first obtaining module 10, a second obtaining module 20, and a distribution module 30. The first obtaining module 10 is configured to obtain current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information. The second obtaining module 2 is used for obtaining a current torque distribution coefficient determined by the torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; and under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value. The distribution module 30 is configured to distribute the torque using the current torque distribution coefficient. The first obtaining module 10 may be a speed sensor and a position sensor arranged on the automobile, wherein the speed sensor is used for detecting the speed information of the automobile, and the position sensor is used for detecting the opening information. The second obtaining module 20 may be a vehicle controller or an engine controller or other components with processing capability on the vehicle. The distribution module 30 may also be a vehicle control unit or the like.
Referring to fig. 5, the present application further provides an automobile 100 including a vehicle control unit 1, where the vehicle control unit 1 includes a memory and a processor, and the memory is used for storing instructions, and the instructions, when executed by the processor, enable the torque distribution method according to any of the present application to be implemented.
Specifically, the automobile 100 further includes a front axle motor 2, a rear axle motor 3, a left front wheel 4, a right front wheel 5, a left rear wheel 6, and a right rear wheel 7; the front axle motor 2 provides wheel end torque for the left front wheel 4 and the right front wheel 5, and the rear axle motor 3 provides wheel end torque for the left rear wheel 6 and the right rear wheel 7. According to the situation of determining the optimal torque distribution coefficient in any embodiment of the present application, the vehicle control unit 1 may determine the torque of the front axle motor 2 and the torque of the rear axle motor 3, the torques of the front and rear motors are equally distributed to the left front wheel 4 and the right front wheel 5, and the torque of the rear axle motor 3 is equally distributed to the left rear wheel 6 and the right rear wheel 7.
The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the above description of the embodiments is only provided to help understand the method and the core concept of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims (9)

1. A method of torque distribution, comprising:
acquiring current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information;
acquiring a current torque distribution coefficient determined by a torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value;
distributing torque by using the current torque distribution coefficient;
distributing torque using the current torque distribution coefficient comprises:
acquiring angular acceleration, current speed information, radius, vertical load and rotational inertia of each wheel of the vehicle;
determining a longitudinal slip rate by using the angular acceleration, the current vehicle speed information and the radius; the longitudinal slip ratio is calculated by the following formula:
Figure FDA0003775650340000011
λ represents the longitudinal slip ratio, ω i Represents the angular acceleration of the ith wheel, v represents the current speed information of the vehicle, and r represents the radius of the wheel;
determining a ground longitudinal driving force of the wheel using the longitudinal slip ratio and the vertical load;
determining wheel end torque by using the rotational inertia, the angular acceleration, the ground longitudinal driving force and the radius;
determining the sum of wheel end torques of each wheel of the vehicle as a total torque; determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor;
and determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor.
2. The torque distribution method according to claim 1, further comprising, after said determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor, and before said determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor: equally distributing the torque of the front axle motor to front wheels of the vehicle;
after the determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor, the method further comprises: and equally distributing the torque of the rear axle motor to the rear wheels of the vehicle.
3. The torque distribution method according to claim 1, wherein the maximizing the operating efficiency of the powertrain when the vehicle speed information uses the optimal torque distribution coefficient comprises:
the torque distribution model further comprises N set torque distribution coefficients, wherein N is an integer greater than 1;
the vehicle speed information corresponds to N working efficiencies under the condition that the N torque distribution coefficients are used; and the torque distribution coefficient corresponding to the maximum value of the N working efficiencies is the optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information.
4. The torque distribution method according to claim 1, wherein the opening degree information and the vehicle speed information are sampled from a two-dimensional continuous design space; the two-dimensional continuous design space is composed of actual opening degree information of a plurality of vehicles and actual vehicle speed information of the vehicles corresponding to the opening degree information.
5. The torque distribution method according to claim 4, wherein the actual opening degree information of the vehicle and the actual vehicle speed information of the vehicle are determined by simulating the actual driving condition of the vehicle through simulation software or are collected and determined during the actual driving of the vehicle through collection equipment.
6. The torque distribution method according to any one of claims 1 to 5, characterized in that the torque distribution model includes a constraint condition:
the peak torque is obtained under the condition that the wheel end torque of the wheel is less than or equal to the vehicle speed information;
the opening information is more than or equal to 0 and less than or equal to 1;
the optimal torque distribution coefficient is more than or equal to 0 and less than or equal to 1;
the vehicle speed information is more than or equal to 0 and less than or equal to the maximum vehicle speed designed for the vehicle.
7. A modeling method for establishing the torque distribution model in the torque distribution method according to any one of claims 1 to 6; it is characterized by comprising:
acquiring opening information of an accelerator pedal and vehicle speed information corresponding to the opening information;
acquiring N set torque distribution coefficients, wherein N is an integer greater than 1;
acquiring N corresponding working efficiencies under the condition that the vehicle speed information uses the N torque distribution coefficients; determining a torque distribution coefficient corresponding to the maximum value of the N working efficiencies as an optimal torque distribution coefficient corresponding to the opening degree information and the vehicle speed information;
and establishing a torque distribution model according to the optimal torque distribution coefficient corresponding to the opening information and the vehicle speed information.
8. A torque distribution device, comprising:
the device comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring current opening information of an accelerator pedal and current vehicle speed information corresponding to the current opening information;
the second acquisition module is used for acquiring a current torque distribution coefficient determined by the torque distribution model by using the current opening information and the current vehicle speed information; the torque distribution model comprises opening information of an accelerator pedal, vehicle speed information corresponding to the opening information and an optimal torque distribution coefficient; the opening degree information and the vehicle speed information are input variables of the torque distribution model, and the optimal torque distribution coefficient is an output variable of the torque distribution model; under the condition that the vehicle speed information uses the optimal torque distribution coefficient, the working efficiency of the power assembly is the maximum value;
the distribution module is used for distributing the torque by utilizing the current torque distribution coefficient;
distributing torque using the current torque distribution coefficient comprises:
acquiring angular acceleration, current speed information, radius, vertical load and rotational inertia of each wheel of the vehicle;
determining a longitudinal slip rate by using the angular acceleration, the current vehicle speed information and the radius; the longitudinal slip ratio is calculated by the following formula:
Figure FDA0003775650340000031
λ represents the longitudinal slip ratio, ω i Represents the angular acceleration of the ith wheel, v represents the current speed information of the vehicle, and r represents the radius of the wheel;
determining a ground longitudinal driving force of the wheel using the longitudinal slip ratio and the vertical load;
determining wheel end torque by using the rotational inertia, the angular acceleration, the ground longitudinal driving force and the radius;
determining the sum of wheel end torques of each wheel of the vehicle as a total torque; determining the product of the total torque and the current torque distribution coefficient as the torque distributed to the front axle motor;
and determining the difference between the total torque and the torque of the front axle motor as the torque of the rear axle motor.
9. An automobile comprising a vehicle control unit, wherein the vehicle control unit comprises a memory for storing instructions that, when executed by the processor, cause the method of any of claims 1-6 to be implemented.
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