CN113085582A

CN113085582A - Real-time control method, storage medium, controller and system for dual-drive motor of new energy automobile

Info

Publication number: CN113085582A
Application number: CN202110442842.2A
Authority: CN
Inventors: 付乐中; 习纲; 沈利芳; 秦文刚
Original assignee: United Automotive Electronic Systems Co Ltd
Current assignee: United Automotive Electronic Systems Co Ltd
Priority date: 2021-04-23
Filing date: 2021-04-23
Publication date: 2021-07-09
Anticipated expiration: 2041-04-23
Also published as: CN113085582B

Abstract

The invention discloses a real-time control method for a dual-drive motor of a new energy automobile, which comprises the following steps: acquiring drive motor control specified information from an external information source; extracting first type information and second type information in the drive motor control specified information to obtain a road surface friction coefficient, and calculating the drive force of the whole vehicle in real time; calculating initial front and rear shaft driving force in real time according to the whole vehicle driving force; calculating first initial whole vehicle driving efficiency in real time according to the initial front and rear shaft driving force, the driver required driving force and the motor efficiency correction coefficient; extracting third type information in the drive motor control specified information to judge the motion state of the vehicle in real time; and calculating front and rear axle braking force or front and rear axle driving force according to the motion state of the vehicle. The invention can acquire the drive motor control designated information from an external information source to adjust the drive output of the new energy automobile dual-drive motor in real time, improves the safety and energy-saving property of the automobile, and is beneficial to energy conservation and environmental protection.

Description

Real-time control method, storage medium, controller and system for dual-drive motor of new energy automobile

Technical Field

The invention relates to the field of automobile electronics, in particular to a real-time control method for a front-rear-shaft dual-drive motor of a new energy automobile. The invention also relates to a computer readable storage medium for executing the steps in the real-time control method of the dual-drive motor of the new energy automobile, a finished automobile controller for executing the real-time control method of the dual-drive motor of the new energy automobile, and a real-time control system for the front-axle and rear-axle dual-drive motors of the new energy automobile.

Background

With the development of new energy vehicles, electric new energy vehicles driven by electricity are gradually popularized. The single-motor-driven electric automobile is the main power of the market of the current new energy automobile, the technical difficulty of the power system of the framework is low, and the rapid development and popularization of the market are facilitated. However, since the main driving condition of the new energy automobile is urban road condition, and the single-motor driving power system is used for meeting the power requirement, a high-power motor is usually adopted, and in the face of complex and variable driving conditions, the working intervals of the motor cannot be concentrated in a high-efficiency range, and the energy recovery efficiency of the automobile during braking is also low. If a low-power motor is used, the driving efficiency can be improved, but the dynamic performance of the automobile is influenced. Therefore, the single-motor driving power architecture cannot meet the requirements of both the economy and the dynamic performance of the automobile.

Compared with a single-motor-driven electric automobile, the front-rear-axle double-motor-driven electric automobile can give consideration to both the dynamic property and the economical efficiency of the automobile, and has the advantages that a single motor does not have in the aspect of running stability. The front and rear axle double-motor independent driving electric automobile omits power transmission parts such as a gearbox, a clutch and a transfer case in the traditional automobile, and two driving motors are respectively arranged on the front and rear axle of the automobile to directly drive the automobile to run. Therefore, how to reasonably distribute the output torques of the front motor and the rear motor in the driving process of the vehicle, the optimal economy is achieved on the basis of ensuring the safety of the vehicle in the straight driving process, and the stability of the vehicle can be kept in the curve driving process, so that the method is one of the key contents in the control technology of the front-axle and rear-axle double-motor independent driving electric vehicle. The conventional dual-motor driving control structure is shown in fig. 1, and the control logic thereof is as follows: the vehicle control unit acquires the states and torque limits of the front motor and the rear motor and then sends control instructions to the front motor and the rear motor. The torque distribution/braking energy recovery control of the front and rear axles of the prior art is realized by calibration. The control strategy in the prior art adopts single motor drive under normal working conditions, and adopts open loop control of simultaneous working drive of double motors when power is insufficient; in the complex working condition, high-precision speed signals, yaw rate signals and the like of the vehicle are collected to serve as input signals of the complex working condition, and the input signals are input into a vehicle model to carry out real-time driving and braking control on front and rear motors. Although the control strategy is more and more complex, the control strategy is also based on the real-time signal passive control in the vehicle, and the potential and the advantage of the flexible driving of the double motors are difficult to be utilized to the maximum.

Disclosure of Invention

In this summary, a series of simplified form concepts are introduced that are simplifications of the prior art in this field, which will be described in further detail in the detailed description. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

The front and rear axes are used for convenience of description and are abbreviated as front and rear axes.

The invention aims to provide a control method capable of acquiring drive motor control designated information from an external information source and adjusting drive output of a dual-drive motor of a new energy automobile in real time.

Correspondingly, the invention also provides a computer readable storage medium for executing the steps in the real-time control method of the dual-drive motor of the new energy automobile, a vehicle control unit for executing the real-time control method of the dual-drive motor of the new energy automobile, and a real-time control system for the front-axle and rear-axle dual-drive motors of the new energy automobile.

In order to solve the technical problem, the invention provides a real-time control method for a dual-drive motor of a new energy automobile, which comprises the following steps of:

s1, acquiring drive motor control appointed information from an external information source;

the mode for acquiring the control designated information of the driving motor can be selected from real-time acquisition, periodic acquisition, trigger acquisition and/or passive reception;

for example, the triggered acquiring may select, as a trigger point, a change between the driving motor control specifying information where the current vehicle is located and the driving motor control specifying information acquired last time, where the change may be acquired by using an environment sensing system of the vehicle (e.g., a camera, an infrared sensor, etc.); for example, if the weather is changed from clear to rainstorm, the control specified information of the driving motor is triggered to be acquired from an external information source;

illustratively, passive reception means that an external information source finds that the driving environment of a vehicle changes, for example, a road surface changes according to GPS coordinates, enters a mountain area from a city, and changes from asphalt road to gravel road; for example, when the vehicle enters a rain belt, the external information source actively sends driving motor control specified information to the vehicle;

s2, extracting first type information and second type information in the drive motor control specified information to obtain a road surface friction coefficient, and calculating the drive force of the whole vehicle in real time;

s3, calculating the initial front and rear shaft driving force in real time according to the whole vehicle driving force;

s4, calculating first initial whole vehicle driving efficiency in real time according to the initial front and rear axle driving force, the driver required driving force and the motor efficiency correction coefficient;

s5, extracting the third type of information in the drive motor control specified information to judge the vehicle motion state in real time;

s6, a front-rear axle braking force or a front-rear axle driving force is calculated according to the vehicle motion state.

Optionally, the real-time control method of the new energy automobile dual-drive motor is further improved;

if the vehicle is in a first vehicle motion state, calculating the driving force of a front axle and a rear axle according to the first initial whole vehicle driving efficiency;

if the vehicle is in a second vehicle motion state, calculating front and rear axle adhesive force according to control data fed back by a chassis controller, calculating initial whole vehicle braking efficiency according to the initial front and rear axle adhesive force, the driver required braking force and the motor efficiency correction coefficient, and calculating front and rear axle braking force according to the initial whole vehicle braking efficiency;

and if the vehicle is in a third vehicle motion state, iteratively calculating second initial whole vehicle driving efficiency according to the driving force required by the driver, the vehicle speed and the front and rear shaft adhesive force, and calculating the front and rear shaft driving force according to the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and the higher-efficiency one of the first initial whole automobile driving efficiency and the second initial whole automobile driving efficiency is selected to calculate the driving force of the front axle and the rear axle.

Optionally, the method for further improving the real-time control of the dual-drive motor of the new energy automobile further comprises the following steps:

and S7, calculating the torque of the front and rear shafts according to the driving force of the front and rear shafts, and adjusting the driving force of the front and rear shafts according to a design rule to avoid the torque overrun design rule.

And controlling the front and rear shaft motor control units according to the calculated front and rear motor control torques, feeding back motor states and torque limits by the front and rear shaft motor control units, and adjusting the calculated front and rear motor control torques according to the feedback motor states and the torque limits so as to avoid torque overrun design rules.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and the external information source is a cloud server or an external cloud platform.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and the drive motor control specified information comprises map information, road surface information, traffic information, environment information and/or weather information within a specified range from the vehicle.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, the first type of information is road information, such as road material cement road, asphalt road, soil road, gravel road and the like, the second type of information is weather information, such as small, medium, large and violent self-defined levels of rain, snow, fog and the like, and the third type of information is gradient information, and at least the information can be divided into an ascending slope and a descending slope according to the gradient.

Optionally, the real-time control method of the new energy automobile dual-drive motor is further improved, and when the step S2 is implemented, the road surface friction coefficient is obtained in the following manner;

extracting a corresponding road surface friction coefficient according to the first type of information to serve as a first road surface friction coefficient;

extracting the friction coefficient of the corresponding road surface according to the second type of information to be used as the friction coefficient of the second road surface;

and calculating the road surface friction coefficient according to the first road surface friction system and the second road surface friction system.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and the first road friction coefficient and the second road friction coefficient are obtained through calibration. The road surface friction coefficients under various external environments can be obtained by calibrating a prototype (vehicle).

Optionally, the real-time control method of the new energy automobile dual-drive motor is further improved, wherein the road friction coefficient is X + Y;

x, Y are respectively assigned weight coefficients.

Optionally, the real-time control method for the dual-drive motor of the new energy vehicle is further improved, and when step S2 is implemented, the driving force of the whole vehicle is obtained according to the driving force required by the driver, the efficiency of the transmission system and the torque dry estimate.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, the distribution proportion range of the initial front shaft driving force is 0-100%, and the distribution proportion range of the initial rear shaft driving force is 0-100%.

When the driving force distribution of the front shaft is 100%, the front shaft is equivalent to a single motor front drive; when the rear axle driving force is distributed to be 100%, the driving force is equivalent to single motor rear drive; the front axle driving force and the rear axle driving force can be dynamically allocated in real time, typically according to a specified driving force allocation strategy/rule.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, the front and rear axle driving force distribution proportion coefficient is obtained according to the front and rear axle adhesive force, and the initial front and rear axle driving force is distributed according to the front and rear axle driving force distribution proportion coefficient.

Optionally, the method for further improving the real-time control of the dual-drive motor of the new energy vehicle includes, when the step S4 is implemented:

s4.1, pre-calculating the distributed driving force of the front and rear shafts according to the initial driving force of the front and rear shafts, the driving force required by a driver and the motor efficiency correction coefficient, and calculating the driving efficiency of the front and rear shafts;

s4.2, calculating according to the driving efficiency of the front shaft and the rear shaft to obtain the driving efficiency I of the whole vehicle;

s4.3, if the driving efficiency I of the whole vehicle is smaller than a preset efficiency threshold value, the driving force distributed by the front shaft and the rear shaft is adjusted, and then the driving efficiency II of the whole vehicle is obtained through recalculation;

s4.4, if the driving efficiency II of the whole vehicle is larger than the driving efficiency I of the whole vehicle, judging that the driving force distribution of the front and rear shafts at the last time is adjusted to form positive correlation, and continuously adjusting the driving force distribution of the front and rear shafts until the driving efficiency of the whole vehicle is larger than or equal to a preset efficiency threshold value or reaches preset adjustment times to obtain first initial driving efficiency of the whole vehicle;

and if the driving efficiency II of the whole vehicle is less than the driving efficiency I of the whole vehicle, judging that the distributed driving force of the front and rear shafts is adjusted to form negative correlation, and reversely adjusting the distributed driving force of the front and rear shafts until the driving efficiency of the whole vehicle is greater than or equal to a preset efficiency threshold or reaches a preset adjustment frequency to obtain first initial driving efficiency of the whole vehicle.

The pre-calculation of the distributed driving force of the front and rear axles according to the initial driving force of the front and rear axles, the driver required driving force and the motor efficiency correction coefficient can be realized by the prior art. Illustratively, the logic is to calculate the distributed driving force of a front axle and a rear axle, then calculate the efficiency of the front axle and the rear axle, and calculate the total driving efficiency of the whole vehicle according to the efficiency of the front axle and the rear axle. If the overall vehicle efficiency is low, the other front-rear axle distribution proportion is readjusted, and then the overall vehicle driving efficiency is calculated in the same process in an iterative mode. And comparing the driving efficiency of the whole vehicle calculated for the first time, and if the driving efficiency of the whole vehicle calculated for the second time is higher, continuing to perform front-rear axle distribution adjustment according to the direction until the efficiency reaches the optimal (specifiable) or the maximum iteration number (specifiable).

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and the driving efficiency of the whole automobile is (the front motor power + the front shaft driving efficiency + the rear motor power + the rear shaft driving efficiency)/(the front motor power + the rear motor power)

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, the first vehicle motion state is horizontal driving, the second vehicle motion state is downhill driving, and the third vehicle motion state is uphill driving.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and if the automobile runs horizontally, the driving efficiency of the whole automobile is 50% according to the distribution proportion according to the first initial whole automobile driving efficiency: the front and rear axis driving force is calculated by 50%.

Optionally, the method for further improving the real-time control of the dual-drive motor of the new energy automobile further includes the following steps that if the vehicle runs downhill, the braking force of the front axle and the rear axle is calculated:

s6.1, calculating initial front and rear axle adhesive force according to control data fed back by a chassis controller, pre-calculating front and rear axle distributed brake force according to the initial front and rear axle adhesive force, driver required brake force and motor efficiency correction coefficients, and calculating front and rear axle brake efficiency;

s6.2, calculating according to the driving efficiency of the front shaft and the rear shaft to obtain the braking efficiency I of the whole vehicle;

s6.3, if the braking efficiency I of the whole vehicle is smaller than a preset efficiency threshold value, the braking force distributed by the front shaft and the rear shaft is adjusted, and then the braking efficiency II of the whole vehicle is obtained through recalculation;

s6.4, if the braking efficiency II of the whole vehicle is larger than the braking efficiency I of the whole vehicle, judging that the braking force distribution of the front and rear shafts at the last time is adjusted to form positive correlation, and continuously adjusting the braking force distribution of the front and rear shafts until the braking efficiency of the whole vehicle is larger than or equal to a preset efficiency threshold value or reaches preset adjustment times to obtain initial braking efficiency of the whole vehicle;

if the whole vehicle braking efficiency II is smaller than the whole vehicle braking efficiency I, judging that the distributed braking force of the front and rear shafts is adjusted to form negative correlation, and reversely adjusting the distributed braking force of the front and rear shafts until the whole vehicle braking efficiency is larger than or equal to a preset efficiency threshold value or reaches a preset adjustment frequency to obtain initial whole vehicle braking efficiency;

and S6.5, calculating the braking force of the front shaft and the rear shaft according to the initial whole vehicle braking efficiency.

Optionally, the method for further improving the real-time control of the dual-drive motor of the new energy automobile comprises the following steps of:

s6.6, calculating the adhesive force of the front shaft and the rear shaft according to the control data fed back by the chassis controller,

s6.7, respectively calculating front and rear shaft driving forces according to the front and rear shaft adhesive forces;

s6.8, calculating the rotating speed of the front and rear shaft motors according to the vehicle speed;

s6.9, respectively obtaining the driving efficiency of the front and rear shafts according to the driving force of the front and rear shafts and the rotating speed of the motor of the front and rear shafts;

s6.10, calculating second initial whole vehicle driving efficiency according to the front and rear shaft driving efficiency;

and S6.11, calculating the adhesive force of the front shaft and the rear shaft according to the second initial whole vehicle driving efficiency, the driver required driving force and the vehicle speed.

Optionally, the real-time control method for the dual-drive motor of the new energy vehicle is further improved, and when step S6.8 is implemented, the rotation speed of the motor is equal to the transmission ratio of vehicle speed to perimeter.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and when the step S6.9 is implemented, the driving efficiency is obtained by querying a motor efficiency chart through the driving force and the motor rotation speed.

Optionally, the real-time control method of the new energy automobile dual-drive motor is further improved, and the motor efficiency chart is obtained by calibrating a motor prototype.

Optionally, the real-time control method for the dual-drive motor of the new energy automobile is further improved, and when step S6.10 is executed, calculating the second initial overall automobile driving efficiency includes:

s6.10.1, calculating the driving efficiency of the whole vehicle according to the driving efficiency of the front and rear shafts;

s6.10.2, if the vehicle driving efficiency I is smaller than the preset efficiency threshold, the vehicle driving efficiency II is obtained by recalculating after the driving force is distributed by the front and rear shafts;

s6.10.3, if the vehicle driving efficiency II is larger than the vehicle driving efficiency I, judging that the last adjustment of the front and rear axle distribution driving force forms positive correlation, and continuing to adjust the front and rear axle distribution driving force until the vehicle driving efficiency is larger than or equal to a preset optimal efficiency threshold or reaches a preset optimal adjustment time to obtain a second initial vehicle driving efficiency;

and if the driving efficiency II of the whole vehicle is less than the driving efficiency I of the whole vehicle, judging that the distributed driving force of the front and rear shafts is adjusted to form negative correlation, and reversely adjusting the distributed driving force of the front and rear shafts until the driving efficiency of the whole vehicle is greater than or equal to a preset optimal efficiency threshold or reaches a preset optimal adjustment time to obtain second initial driving efficiency of the whole vehicle.

In order to solve the technical problem, the present invention provides a computer-readable storage medium for use in any one of the steps of the real-time control method for a dual-drive motor of a new energy vehicle.

In order to solve the technical problem, the invention provides a vehicle control unit for the real-time control method of the dual-drive motor of the new energy vehicle.

In order to solve the technical problem, the invention provides a real-time control system for a dual-drive motor of a new energy automobile, which is characterized by comprising the following components:

a communication unit for acquiring drive motor control designation information from an external information source;

the first calculation module extracts first type information and second type information in the drive motor control specified information to obtain a road surface friction coefficient, calculates the driving force of the whole vehicle, and calculates the initial front and rear shaft driving force according to the driving force of the whole vehicle;

calculating first initial whole vehicle driving efficiency according to the initial front and rear shaft driving force, the driver required driving force and the motor efficiency correction coefficient;

and the second calculation module extracts the third type of information in the drive motor control specified information to judge the motion state of the vehicle and calculates the braking force of the front and rear shafts or the driving force of the front and rear shafts according to the motion state of the vehicle.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and if the automobile is in a first automobile moving state, the driving force of a front shaft and a rear shaft is calculated according to the first initial whole automobile driving efficiency;

if the vehicle is in a second vehicle motion state, calculating front and rear axle adhesive force by combining control data fed back by the chassis controller, and calculating front and rear axle braking force according to the front and rear axle adhesive force and the first initial whole vehicle driving efficiency;

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the higher-efficiency one of the first initial whole automobile driving efficiency and the second initial whole automobile driving efficiency is selected to calculate the driving force of the front shaft and the rear shaft.

Optionally, the system for controlling the dual-drive motor of the new energy vehicle in real time is further improved, and the system further comprises:

and the third calculation module calculates the torque of the front and rear shafts according to the driving force of the front and rear shafts, adjusts the driving force of the front and rear shafts according to a design rule and avoids the torque from exceeding the design rule.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the external information source is a cloud server or an external cloud platform.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the drive motor control specified information comprises map information, road surface information, traffic information, environment information and/or weather information within a specified range from the automobile.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, the first type of information is road surface information, the second type of information is weather information, and the third type of information is gradient information.

Optionally, the real-time control system of the new energy automobile dual-drive motor is further improved, and the first calculation module acquires the road friction coefficient in the following manner;

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the first road friction coefficient and the second road friction coefficient are obtained through calibration.

Optionally, the real-time control system of the new energy automobile dual-drive motor is further improved, and the road friction coefficient is X, the first road friction system + Y, the second road friction system;

x, Y are respectively assigned weight coefficients.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the first calculation module calculates the driving force of the whole automobile according to the driving force required by the driver, the efficiency of the transmission system and the torque.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, the distribution proportion range of the initial front shaft driving force is 0-100%, and the distribution proportion range of the initial rear shaft driving force is 0-100%.

Optionally, the real-time control system of the new energy automobile dual-drive motor is further improved, a front-rear shaft driving force distribution proportion coefficient is obtained according to the front-rear shaft adhesive force, and the initial front-rear shaft driving force is distributed according to the front-rear shaft driving force distribution proportion coefficient.

Optionally, the real-time control system of the new energy automobile dual-drive motor is further improved, and the second calculation module calculates the first initial whole automobile driving efficiency by adopting the following steps;

pre-calculating the distributed driving force of the front and rear shafts according to the initial driving force of the front and rear shafts, the driver required driving force and the motor efficiency correction coefficient, and calculating the driving efficiency of the front and rear shafts;

calculating according to the driving efficiency of the front shaft and the rear shaft to obtain the driving efficiency I of the whole vehicle;

if the driving efficiency I of the whole vehicle is smaller than a preset efficiency threshold value, the driving force distributed by the front shaft and the rear shaft is adjusted and then recalculated to obtain the driving efficiency II of the whole vehicle;

if the driving efficiency II of the whole vehicle is larger than the driving efficiency I of the whole vehicle, judging that the driving force distribution of the front and rear shafts at the last time is in positive correlation, and continuously regulating the driving force distribution of the front and rear shafts until the driving efficiency of the whole vehicle is larger than or equal to a preset efficiency threshold value or reaches preset regulation times to obtain first initial driving efficiency of the whole vehicle;

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, wherein the driving efficiency of the whole automobile is (the front motor power + the front shaft driving efficiency + the rear motor power + the rear shaft driving efficiency)/(the front motor power + the rear motor power)

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, the first vehicle motion state is horizontal driving, the second vehicle motion state is downhill driving, and the third vehicle motion state is uphill driving.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and if the automobile runs horizontally, the second calculation module distributes the driving efficiency of the new energy automobile according to the distribution proportion of 50% according to the first initial whole automobile driving efficiency: the front and rear axis driving force is calculated by 50%.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and if the automobile runs downhill, the second calculation module calculates the braking force of the front axle and the rear axle, and the method includes the following steps:

calculating initial front and rear axle adhesive force according to control data fed back by a chassis controller, pre-calculating front and rear axle distributed brake force according to the initial front and rear axle adhesive force, driver required brake force and motor efficiency correction coefficient, and calculating front and rear axle brake efficiency;

calculating according to the driving efficiency of the front shaft and the rear shaft to obtain the braking efficiency I of the whole vehicle;

if the braking efficiency I of the whole vehicle is smaller than a preset efficiency threshold value, the braking force distributed by the front shaft and the rear shaft is adjusted and then recalculated to obtain the braking efficiency II of the whole vehicle;

if the whole vehicle braking efficiency II is larger than the whole vehicle braking efficiency I, judging that the last front and rear shaft distribution braking force adjustment forms positive correlation, and continuously adjusting the front and rear shaft distribution braking force until the whole vehicle braking efficiency is larger than or equal to a preset efficiency threshold value or reaches a preset adjustment frequency to obtain the initial whole vehicle braking efficiency;

and calculating the braking force of the front axle and the rear axle according to the initial braking efficiency of the whole vehicle.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and if the automobile runs on an uphill slope, the second calculation module calculates the adhesion force of the front axle and the rear axle and comprises the following steps:

calculating the adhesive force of the front shaft and the rear shaft according to the control data fed back by the chassis controller,

respectively calculating the driving force of the front shaft and the rear shaft according to the adhesive force of the front shaft and the rear shaft;

calculating the rotating speed of the front and rear shaft motors according to the vehicle speed;

respectively acquiring the driving efficiency of the front shaft and the rear shaft according to the driving force of the front shaft and the rear shaft and the rotating speed of a motor of the front shaft and the rear shaft;

calculating second initial whole vehicle driving efficiency according to the front and rear shaft driving efficiency;

and calculating the adhesive force of the front axle and the rear axle according to the second initial whole vehicle driving efficiency, the driver required driving force and the vehicle speed.

Optionally, the real-time control system for the dual-drive motor of the new energy vehicle is further improved, and a second calculation module is adopted when calculating the motor rotation speed, wherein the motor rotation speed is equal to the vehicle speed/circumference transmission ratio.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the driving efficiency is obtained by inquiring a motor efficiency chart through the driving force and the motor rotating speed.

Optionally, the real-time control system of the new energy automobile dual-drive motor is further improved, and the motor efficiency chart is obtained by calibrating a motor prototype.

Optionally, the real-time control system for the dual-drive motors of the new energy automobile is further improved, and the step of calculating the second initial overall automobile driving efficiency by the second calculation module comprises the following steps:

if the vehicle driving efficiency II is larger than the vehicle driving efficiency I, judging that the last front and rear shaft distribution driving force adjustment forms positive correlation, and continuously adjusting the front and rear shaft distribution driving force until the vehicle driving efficiency is larger than or equal to a preset optimal efficiency threshold value or reaches a preset optimal adjustment time to obtain second initial vehicle driving efficiency;

Optionally, the real-time control system of the dual-drive motor of the new energy automobile is further improved, and the communication unit is a vehicle-mounted T-BOX.

Optionally, the real-time control system for the dual-drive motor of the new energy automobile is further improved, and the first computing module, the second computing module and/or the third computing module can be integrated with the whole automobile controller.

Compared with the existing four-wheel drive control system of the traditional new energy vehicle, the four-wheel drive control system at least has the following technical effects:

1. according to the invention, the vehicle can acquire the control designated information of the driving motor outside the vehicle in time by utilizing the communication module through the intelligent network system, and the control designated information of the driving motor of the intelligent network system is used for controlling the driving force/braking force of the vehicle in real time, so that the driving/braking control error caused by the change of the external environment is avoided, and the safety of the vehicle is improved. For example, sudden heavy rain or snow causes the road surface friction coefficient to change, and the condition of the driving/braking control should be changed.

2. With the help of the external drive motor control specified information acquired by the intelligent network system, the whole vehicle control unit can pre-judge and timely adjust the control strategy of the front and rear axle motors in advance, so that the control flexibility of the front and rear axle double-motor vehicle is exerted to the maximum extent, and the safety and the energy saving performance of the vehicle are improved.

3. The corresponding relation is formed between the current drive motor control designated information and the vehicle drive force/brake force according to the current drive motor control designated information, the drive force/brake force is controlled according to the road surface, weather and/or gradient in real time, and the mistaken identification/misoperation of manually controlled drive force/brake force can be avoided.

4. The external driving motor control designated information of the vehicle is taken in real time, the corresponding relation is formed between the driving motor control designated information and the driving force/braking force of the vehicle, the driving force/braking force is controlled in real time according to the road surface, weather and/or gradient, the external driving motor control designated information and the driving force/braking force required by the vehicle can be dynamically combined in real time, and various control strategies can be formed according to the external driving motor control designated information and the actually required driving force/braking force. The prior art is avoided, and only the situation that the driving force/braking force distribution of the front and rear shafts is changed in isolation is avoided. For example, although the weather is heavy rain or heavy snow, different front-rear axis driving force/braking force distribution should be performed on different road surfaces, different slopes, and the like. The prior art can not execute control according to specific conditions and change the control strategy in real time, and the application can solve and overcome the defects of the prior art by combining an external information source with a prestored (calibrated) control strategy.

5. Correspondingly, the invention introduces the information of external environment variables (gradient, road surface and weather) in real time through the intelligent network system, can adjust the torque distribution and the braking energy recovery control of the front and rear motors of the power assembly system in real time according to the condition of the external environment, and is more beneficial to energy conservation and environmental protection.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, however, and may not be intended to accurately reflect the precise structural or performance characteristics of any given embodiment, and should not be construed as limiting or restricting the scope of values or properties encompassed by exemplary embodiments in accordance with the invention. The invention will be described in further detail with reference to the following detailed description and accompanying drawings:

fig. 1 is a schematic diagram of a conventional dual motor drive control structure.

Fig. 2 is a schematic diagram of the vehicle control unit of the invention.

Fig. 3 is a schematic diagram of the control structure of the real-time control system of the present invention.

Fig. 4 is a schematic diagram of the control principle of the real-time control system of the invention.

Detailed Description

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and technical effects of the present invention will be fully apparent to those skilled in the art from the disclosure in the specification. The invention is capable of other embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the general spirit of the invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. The following exemplary embodiments of the present invention may be embodied in many different forms and should not be construed as limited to the specific embodiments set forth herein. It is to be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the technical solutions of these exemplary embodiments to those skilled in the art.

It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present. Like reference numerals refer to like elements throughout the drawings. Further, it will be understood that, although the terms first, second, etc. may be used herein to describe various elements, parameters, components, regions, layers and/or sections, these elements, parameters, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, parameter, component, region, layer or section from another element, parameter, component, region, layer or section. Thus, a first element, parameter, component, region, layer or section discussed below could be termed a second element, parameter, component, region, layer or section without departing from the teachings of exemplary embodiments according to the present invention.

A first embodiment;

the invention provides a real-time control method for a dual-drive motor of a new energy automobile, which comprises the following steps of:

A second embodiment;

s6, calculating front and rear axle braking force or front and rear axle driving force according to the vehicle motion state;

if the vehicle is in a third vehicle motion state, iteratively calculating second initial whole vehicle driving efficiency according to the driving force required by the driver, the vehicle speed and the front and rear shaft adhesive force, and selecting one of the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency with higher efficiency to calculate the front and rear shaft driving force;

A third embodiment;

s1, obtaining map information, road surface information, traffic information, environment information and/or weather information within a specified range from the vehicle in real time from an external cloud server or an external cloud platform;

s2, obtaining corresponding road surface friction coefficients respectively according to the road surface information and the weather information, wherein the road surface friction coefficients are used as a first road surface friction coefficient and a second road surface friction coefficient (which can be obtained through calibration), and the real-time whole vehicle driving force is obtained by calculating according to the driving force required by a driver, the transmission system efficiency and the torque interference; wherein, the road surface friction coefficient is X first road surface friction system + Y second road surface friction system, X, Y are respectively designated weight coefficients; the distribution proportion range of the driving force of the initial front shaft is 0-100%, and the distribution proportion range of the driving force of the initial rear shaft is 0-100%;

s3, calculating the front and rear axle adhesive force in real time according to the whole vehicle driving force to obtain a front and rear axle driving force distribution proportion coefficient, and distributing the initial front and rear axle driving force according to the front and rear axle driving force distribution proportion coefficient;

s5, extracting gradient information to judge the motion state of the vehicle in real time;

if the vehicle runs horizontally, calculating the driving force of the front axle and the rear axle according to the first initial whole vehicle driving efficiency;

if the vehicle runs downhill, calculating front and rear axle adhesive force according to control data fed back by a chassis controller, calculating initial whole vehicle braking efficiency according to the initial front and rear axle adhesive force, the driver required braking force and the motor efficiency correction coefficient, and calculating front and rear axle braking force according to the initial whole vehicle braking efficiency;

if the vehicle runs on an uphill slope, iteratively calculating second initial whole vehicle driving efficiency according to the driving force required by the driver, the vehicle speed and the front and rear axle adhesive force, and selecting one of the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency with higher efficiency to calculate the front and rear axle driving force;

A fourth embodiment;

s4, calculating the first initial whole vehicle driving efficiency in real time according to the initial front and rear axle driving force, the driver required driving force and the motor efficiency correction coefficient, and comprising the following substeps:

if the driving efficiency II of the whole vehicle is less than the driving efficiency I of the whole vehicle, judging that the distributed driving force of the front and rear shafts is adjusted to form negative correlation, and reversely adjusting the distributed driving force of the front and rear shafts until the driving efficiency of the whole vehicle is greater than or equal to a preset efficiency threshold or reaches preset adjustment times to obtain first initial driving efficiency of the whole vehicle;

wherein, the driving efficiency of the whole vehicle is (front motor power, front axle driving efficiency, rear motor power, rear axle driving efficiency)/(front motor power + rear motor power);

if the vehicle runs horizontally, according to the first initial whole vehicle driving efficiency, the proportion is 50%: calculating the driving force of the front and rear shafts by 50 percent;

if the vehicle runs downhill, the step of calculating the braking force of the front axle and the rear axle comprises the following substeps:

s6.5, calculating the braking force of the front axle and the rear axle according to the initial whole vehicle braking efficiency;

if the vehicle runs on an uphill slope, iteratively calculating second initial whole vehicle driving efficiency according to the driving force required by the driver, the vehicle speed and the front and rear axle adhesive force, and calculating the front and rear axle driving force according to the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency, wherein the method comprises the following substeps:

s6.8, calculating the rotating speed of the front and rear shaft motors according to the vehicle speed, wherein the rotating speed of the motors is equal to the vehicle speed/circumference transmission ratio;

s6.9, respectively acquiring the driving efficiency of the front shaft and the rear shaft according to the driving force of the front shaft and the rear shaft and the motor rotating speed of the front shaft and the rear shaft, wherein the driving efficiency is obtained by inquiring a motor efficiency chart through the driving force and the motor rotating speed, and the motor efficiency chart is obtained by calibrating a motor prototype;

s6.10, calculating second initial overall vehicle driving efficiency according to the front and rear axle driving efficiency, and comprising the following substeps:

if the driving efficiency II of the whole vehicle is less than the driving efficiency I of the whole vehicle, judging that the distributed driving force of the front and rear shafts is adjusted to form negative correlation, and reversely adjusting the distributed driving force of the front and rear shafts until the driving efficiency of the whole vehicle is greater than or equal to a preset optimal efficiency threshold or reaches a preset optimal adjustment number to obtain second initial whole vehicle driving efficiency;

A fifth embodiment;

the invention provides a computer-readable storage medium for steps in the real-time control method for the dual-drive motor of the new energy automobile in any one of the first embodiment to the fourth embodiment.

A sixth embodiment;

referring to fig. 2, the invention provides a vehicle control unit for a real-time control method of a dual-drive motor of a new energy vehicle according to any one of the first to fourth embodiments.

Fig. 2 shows an exemplary control principle of the vehicle control unit according to the present invention, which should not be understood as a limitation to the solution of the present invention, and all the prior art in this field can be applied to the vehicle control unit according to the present invention under the main design concept of the present invention. That is, the external environment system information transmitted to the vehicle controller by the vehicle communication unit includes, but is not limited to, the content shown in fig. 2, and the control output by the vehicle controller includes, but is not limited to, the control shown in fig. 2.

A seventh embodiment;

referring to fig. 3, the invention provides a real-time control system for dual drive motors of a new energy vehicle, which includes:

An eighth embodiment;

the invention relates to a real-time control system for a dual-drive motor of a new energy automobile, which comprises:

the second calculation module extracts the third type of information in the drive motor control specified information to judge the motion state of the vehicle and calculates the braking force of the front and rear shafts or the driving force of the front and rear shafts according to the motion state of the vehicle;

A ninth embodiment;

referring to fig. 3 and 4, the invention provides a real-time control system for dual drive motors of a new energy vehicle, which includes:

the communication unit, such as an on-board T-BOX (T-BOX), is used for acquiring map information, road surface information, traffic information, environment information and/or weather information within a specified range from an external cloud server or an external cloud platform in real time;

the first calculation module extracts road surface information and weather information in the drive motor control specified information to obtain a road surface friction coefficient, calculates the driving force of the whole vehicle, and calculates the initial front and rear shaft driving force according to the driving force of the whole vehicle;

respectively acquiring corresponding road surface friction coefficients according to the road surface information and the weather information, wherein the road surface friction coefficients are used as a first road surface friction coefficient and a second road surface friction coefficient (which can be acquired through calibration), and the real-time whole vehicle driving force is obtained by calculating according to the driving force required by a driver, the efficiency of a transmission system and the torque interference; obtaining a front and rear axle driving force distribution proportion coefficient according to the front and rear axle adhesive force, and distributing initial front and rear axle driving force according to the front and rear axle driving force distribution proportion coefficient; calculating a first initial whole vehicle driving efficiency in real time according to the initial front and rear shaft driving force, the driver required driving force and the motor efficiency correction coefficient, wherein the whole vehicle driving efficiency is (front motor power, front shaft driving efficiency + rear motor power, rear shaft driving efficiency)/(front motor power + rear motor power);

wherein, the road surface friction coefficient is X first road surface friction system + Y second road surface friction system, X, Y are respectively designated weight coefficients; the distribution proportion range of the driving force of the initial front shaft is 0-100%, and the distribution proportion range of the driving force of the initial rear shaft is 0-100%;

the second calculation module extracts gradient information in the drive motor control specified information to judge the motion state of the vehicle, and calculates the first initial overall vehicle drive efficiency by adopting the following steps;

if the vehicle is driving downhill, calculating the braking force of the front axle and the rear axle comprises the following steps: calculating initial front and rear axle adhesive force according to control data fed back by a chassis controller, pre-calculating front and rear axle distributed brake force according to the initial front and rear axle adhesive force, driver required brake force and motor efficiency correction coefficient, and calculating front and rear axle brake efficiency;

calculating the braking force of the front axle and the rear axle according to the initial whole vehicle braking efficiency;

if the vehicle runs on an uphill slope, iteratively calculating second initial whole vehicle driving efficiency according to the driving force required by the driver, the vehicle speed and the front and rear axle adhesive force, and selecting one of the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency with higher efficiency to calculate the front and rear axle driving force; (ii) a

The method for calculating the front and rear axle adhesive force comprises the following steps:

calculating the rotating speed of a front shaft motor and a rear shaft motor according to the vehicle speed, wherein the rotating speed of the motor is equal to the vehicle speed/circumference transmission ratio;

respectively acquiring the driving efficiency of the front shaft and the rear shaft according to the driving force of the front shaft and the rear shaft and the motor rotating speed of the front shaft and the rear shaft, inquiring a motor efficiency chart through the driving force and the motor rotating speed to acquire the driving efficiency, and calibrating the motor efficiency chart through a motor prototype to acquire the motor efficiency chart;

calculating the front and rear axle adhesive force according to the second initial whole vehicle driving efficiency, the driver required driving force and the vehicle speed;

the calculating of the second initial overall vehicle driving efficiency comprises the following steps:

A tenth embodiment;

the first calculation module, the second calculation module and/or the third calculation module in the real-time control system for the dual drive motors of the new energy vehicle according to any one of the seventh embodiment to the ninth embodiment can be integrated with the vehicle control unit.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

The present invention has been described in detail with reference to the specific embodiments and examples, but these are not intended to limit the present invention. Many variations and modifications may be made by one of ordinary skill in the art without departing from the principles of the present invention, which should also be considered as within the scope of the present invention.

Claims

1. A real-time control method for a dual-drive motor of a new energy automobile is characterized by comprising the following steps:

2. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, is characterized in that:

3. The real-time control method of the dual-drive motor of the new energy automobile according to claim 2, characterized by comprising the following steps: and selecting the more efficient one of the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency to calculate the driving force of the front shaft and the rear shaft.

4. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, characterized by further comprising the following steps:

5. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, is characterized in that: the external information source is a cloud server or an external cloud platform.

6. The real-time control method for the dual-drive motor of the new energy automobile according to claim 1, wherein the drive motor control designation information includes map information, road surface information, traffic information, environment information and/or weather information within a designated range from the vehicle.

7. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, is characterized in that: the first type of information is road surface information, the second type of information is weather information, and the third type of information is gradient information.

8. The real-time control method for the dual-drive motor of the new energy automobile according to claim 7, wherein in the step S2, the road surface friction coefficient is obtained in the following manner;

9. The real-time control method of the dual-drive motor of the new energy automobile according to claim 8, is characterized in that:

the first road surface friction coefficient and the second road surface friction coefficient are obtained through calibration.

10. The real-time control method of the dual-drive motor of the new energy automobile according to claim 8, is characterized in that:

a road surface friction coefficient X + Y of the first road surface friction system + Y of the second road surface friction system;

x, Y are respectively assigned weight coefficients.

11. The real-time control method of the dual-drive motors of the new energy automobile according to claim 1, wherein in the step S2, the driving force of the whole automobile is obtained according to the driving force required by the driver, the efficiency of a transmission system and the torque dry calculation.

12. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, is characterized in that:

the distribution proportion of the driving force of the initial front shaft is 0-100%, and the distribution proportion of the driving force of the initial rear shaft is 0-100%.

13. The real-time control method of the dual-drive motor of the new energy automobile according to claim 12, characterized by comprising the following steps:

the front-rear axis driving force distribution ratio coefficient is obtained based on the front-rear axis adhesion force, and the initial front-rear axis driving force is distributed based on the front-rear axis driving force distribution ratio coefficient.

14. The real-time control method for the dual-drive motor of the new energy vehicle according to claim 1, wherein the step S4 is implemented by:

15. The real-time control method of the dual-drive motor of the new energy automobile according to claim 14, characterized by comprising the following steps: the vehicle driving efficiency is (front motor power, front axle driving efficiency + rear motor power, rear axle driving efficiency)/(front motor power + rear motor power).

16. The real-time control method of the dual-drive motor of the new energy automobile according to claim 1, is characterized in that: the first vehicle motion state is a level driving, the second vehicle motion state is a downhill driving, and the third vehicle motion state is an uphill driving.

17. The real-time control method for the dual-drive motors of the new energy automobile according to claim 16, is characterized in that if the automobile runs horizontally, the driving efficiency of the whole automobile is calculated according to the distribution proportion of 50% according to the first initial whole automobile driving efficiency: the front and rear axis driving force is calculated by 50%.

18. The real-time control method for the dual-drive motors of the new energy automobile according to claim 16, wherein if the vehicle calculates the braking force of the front axle and the rear axle for downhill driving, the method comprises the following steps:

19. The real-time control method of the dual-drive motor of the new energy automobile according to claim 16, wherein if the vehicle calculates the front and rear axle adhesion for uphill driving, the method comprises:

20. The real-time control method for the dual-drive motor of the new energy vehicle according to claim 19, wherein in step S6.8, the motor speed is the vehicle speed/circumference transmission ratio.

21. The real-time control method for the dual-drive motor of the new energy vehicle as claimed in claim 19, wherein in the step S6.9, the driving efficiency is obtained by querying a motor efficiency chart through the driving force and the motor rotation speed.

22. The real-time control method of the dual-drive motor of the new energy automobile according to claim 21, characterized by comprising the following steps: the motor efficiency chart is obtained by calibrating a motor prototype.

23. The real-time control method for the dual-drive motors of the new energy automobile according to claim 19, wherein when the step S6.10 is executed, calculating the second initial overall driving efficiency comprises:

24. A computer-readable storage medium for executing the steps of the real-time control method for the dual drive motors of the new energy automobile according to any one of claims 1 to 23.

25. A vehicle control unit for executing the real-time control method of the dual-drive motor of the new energy vehicle according to any one of claims 1 to 23.

26. The utility model provides a new energy automobile dual drive motor real-time control system which characterized in that includes:

27. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that:

28. The real-time control system for the dual-drive motor of the new energy automobile according to claim 27, is characterized in that:

and selecting the more efficient one of the first initial whole vehicle driving efficiency and the second initial whole vehicle driving efficiency to calculate the driving force of the front shaft and the rear shaft.

29. The real-time control system for the dual drive motors of the new energy vehicle as claimed in claim 26, further comprising:

30. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the external information source is a cloud server or an external cloud platform.

31. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the drive motor control specifying information includes map information, road surface information, traffic information, environment information, and/or weather information within a specified range from the vehicle.

32. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the first type of information is road surface information, the second type of information is weather information, and the third type of information is gradient information.

33. The real-time control system for the dual-drive motor of the new energy automobile according to claim 32, is characterized in that: the real first calculation module acquires the road surface friction coefficient in the following mode;

34. The real-time control system for the dual-drive motor of the new energy automobile according to claim 33, characterized in that: the first road surface friction coefficient and the second road surface friction coefficient are obtained through calibration.

35. The real-time control system for the dual-drive motor of the new energy automobile according to claim 33, characterized in that: a road surface friction coefficient X + Y of the first road surface friction system + Y of the second road surface friction system;

x, Y are respectively assigned weight coefficients.

36. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the first calculation module obtains the driving force of the whole vehicle according to the driver demand driving force, the transmission system efficiency and the torque dry prediction calculation.

37. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the distribution proportion of the driving force of the initial front shaft is 0-100%, and the distribution proportion of the driving force of the initial rear shaft is 0-100%.

38. The real-time control system for the dual-drive motor of the new energy automobile according to claim 37, characterized in that: the front-rear axis driving force distribution ratio coefficient is obtained based on the front-rear axis adhesion force, and the initial front-rear axis driving force is distributed based on the front-rear axis driving force distribution ratio coefficient.

39. The real-time control system for the dual-drive motor of the new energy automobile according to claim 26, characterized in that: the second calculation module calculates the first initial whole vehicle driving efficiency by adopting the following steps;

40. The real-time control system for the dual-drive motor of the new energy automobile according to claim 39, characterized in that: the vehicle driving efficiency is (front motor power, front axle driving efficiency + rear motor power, rear axle driving efficiency)/(front motor power + rear motor power).

41. The real-time control system for the dual-drive motor of the new energy automobile according to claim 27, is characterized in that: the first vehicle motion state is a level driving, the second vehicle motion state is a downhill driving, and the third vehicle motion state is an uphill driving.

42. The real-time control system for the dual-drive motor of the new energy automobile according to claim 41, characterized in that: if the vehicle runs horizontally, the second calculation module is used for calculating the driving efficiency of the whole vehicle according to the first initial whole vehicle driving efficiency according to the distribution proportion of 50%: the front and rear axis driving force is calculated by 50%.

43. The real-time control system for the dual-drive motor of the new energy automobile according to claim 41, characterized in that: if the vehicle runs downhill, the second calculation module calculates the braking force of the front axle and the rear axle and comprises the following steps:

44. The real-time control system for the dual-drive motor of the new energy automobile according to claim 41, characterized in that: if the vehicle runs on an uphill slope, the second calculation module calculates the front and rear axle adhesive force and comprises the following steps:

45. The real-time control system for the dual-drive motor of the new energy automobile according to claim 44, characterized in that: the second calculation module is used for calculating the motor speed, wherein the motor speed is equal to the vehicle speed/circumference transmission ratio.

46. The real-time control system for the dual-drive motor of the new energy automobile according to claim 44, characterized in that: the driving efficiency is obtained by inquiring a motor efficiency chart through the driving force and the motor rotating speed.

47. The real-time control system for the dual-drive motor of the new energy automobile according to claim 46, characterized in that: the motor efficiency chart is obtained by calibrating a motor prototype.

48. The real-time control system for the dual-drive motor of the new energy automobile according to claim 44, characterized in that: the second calculation module for calculating the second initial overall vehicle driving efficiency comprises the following steps:

49. The real-time control system for the dual drive motors of the new energy automobile according to any one of claims 26 to 48, characterized in that: the communication unit is a vehicle-mounted T-BOX.

50. The real-time control system for the dual drive motors of the new energy automobile according to any one of claims 26 to 48, characterized in that: the first, second, and/or third computing modules can be integrated into the vehicle control unit.