CN117833752B - Motor power optimization distribution method of distributed electric drive system - Google Patents
Motor power optimization distribution method of distributed electric drive system Download PDFInfo
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- CN117833752B CN117833752B CN202410240439.5A CN202410240439A CN117833752B CN 117833752 B CN117833752 B CN 117833752B CN 202410240439 A CN202410240439 A CN 202410240439A CN 117833752 B CN117833752 B CN 117833752B
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- 238000005457 optimization Methods 0.000 title claims description 26
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- 238000010845 search algorithm Methods 0.000 claims description 3
- 238000013021 overheating Methods 0.000 abstract description 4
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/60—Controlling or determining the temperature of the motor or of the drive
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors
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Abstract
The application discloses a motor power optimizing distribution method of a distributed electric drive system, which is used for respectively adjusting the output power of each motor in each group of double-motor drive structure or multi-motor drive structure, and aims to optimize the efficiency of each motor and ensure that the working temperature of each motor is within a nominal value as far as possible. According to the application, the power of each group of motors is optimally distributed in the distributed electric drive system based on a heat balance strategy, so that the absolute value of the temperature difference of each group of motors in the operation period can be kept within a threshold value as much as possible, the working efficiency of each group of motors is basically consistent, the phenomenon that the efficiency of a certain motor is too low due to overheating is avoided, the power of the motor is further limited, and finally the system safety is effectively improved.
Description
Technical Field
The invention relates to the technical field of motors and electric control, in particular to the technical field of a motor power optimization distribution method of a distributed electric drive system.
Background
The motor is a power source of vehicles such as electric airplanes, new energy automobiles, electric ships, rail vehicles and the like. While pursuing comfortable and convenient running performance, efficiency and reliability of the running process need to be considered. High efficiency means lower energy consumption and transportation costs, also supports longer driving mileage at the same energy, and reliability directly affects transportation safety.
The existing centralized single motor driving system is simple in design and easy to realize, but cannot actively control the efficiency and the temperature of the motor in the driving process, and the reliability of the whole electric driving system is relatively low, so that the running efficiency and the running cost cannot be optimized.
The distributed electric drive system (DPS) comprises a plurality of motors and a plurality of batteries as power sources to drive transmission shafts as output terminals, such as the control architecture of the distributed electric drive system disclosed in the invention patent with publication number CN115431794a and the distributed electric drive system of the multi-voltage platform disclosed in the invention patent with publication number CN 114374354B. Referring to fig. 1, a distributed electric drive system is typically based on a multiple-group dual-motor drive configuration (coaxial dual-motor drive configuration) or a multiple-group multiple-motor drive configuration (coaxial multiple-motor drive configuration). For a distributed electric drive system employing a multi-group dual-motor drive structure, each drive shaft is driven to rotate by two motors at the same time (e.g., drive shaft 1 in fig. 1 is driven to rotate by a first motor and a second motor at the same time, and drive shaft 2 is driven to rotate by a third motor and a fourth motor at the same time), each battery supplies power to two motors at the same time (e.g., the second motor and the third motor in fig. 1 are supplied with power from battery 1 at the same time, and the fourth motor and the fifth motor (not shown in the figure) are supplied with power from battery 2 at the same time), and each motor may be supplied with power from two batteries at the same time. In addition, for a distributed electric drive system employing a multi-group multi-motor drive structure, each drive shaft is simultaneously driven to rotate by at least three motors, each battery simultaneously supplies power to at least three motors, and each motor can be simultaneously supplied with power by at least three batteries. The distributed electric drive system not only can realize corresponding efficiency optimization and temperature balance of each motor on the coaxial shaft according to different working conditions while meeting the output power on the shaft, but also has very high reliability, and is very suitable for electric drive of vehicles with high requirements on transportation safety, such as vertical lifting airplanes.
Motor overheating is divided into two cases, namely, motor temperature exceeding warning temperature (over warning temperature, mtr_warning_temp) and motor temperature exceeding motor shutdown temperature (over shutdown temperature, mtr_sd_temp). Wherein the motor may still be allowed to provide power when the motor temperature exceeds the alert temperature; when the motor temperature exceeds the motor shutdown temperature, the motor is damaged if the motor continues to provide power, the overall reliability of the system is affected, and after the maximum operating temperature is exceeded, the motor can usually only continue to operate for a short time (a few minutes) to be destroyed. As is well known, safety is one of the most important indicators for aircraft such as electric aircraft. Under the scheme of adopting the distributed electric drive system, how to optimally distribute the power of each group of motors is needed to be solved, so that before a certain motor is overheated, the motor power is actively regulated as much as possible to balance the heat generation of the group of motors, and the condition that the certain motor is limited or even damaged due to overheating is avoided, so that the performance, the reliability and the safety of the whole drive system are reduced.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a motor power optimization distribution method of a distributed electric drive system so as to effectively improve the overall efficiency and the safety of the system.
In order to achieve the above-mentioned object, the present invention provides a motor power optimizing and distributing method of a distributed electric driving system, for each motor in a coaxial dual-motor driving structure or a coaxial multi-motor driving structure, on the premise of meeting the required output power, the output power of each motor in the coaxial is adjusted according to the motor temperature as follows:
if the motor temperature is lower than the warning temperature, respectively adjusting the output power of each coaxial motor until the absolute value of the temperature difference of each motor is within a set threshold value;
If the motor temperature is higher than the warning temperature, the output power of each coaxial motor is respectively adjusted to slow down the temperature rise of each motor or reduce the damage of the motor.
Preferably, when the distributed electric drive system is based on a plurality of groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures, the groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures independently perform optimized motor power distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
if the first motor temperature and the second motor temperature are both higher than the motor shutdown temperature, the output power of the motor which is closer to the motor shutdown temperature is higher;
If the first motor temperature and the second motor temperature both exceed the motor warning temperature and one of the first motor temperature and the second motor temperature also exceeds the motor shutdown temperature, enabling the output power of the motor with the temperature exceeding the motor shutdown temperature to be zero, and enabling the other motor to provide full power;
If the first motor temperature and the second motor temperature both exceed the motor warning temperature and do not exceed the motor shutdown temperature, the output power of the motor with the temperature closer to the motor warning temperature is enabled to be larger.
Further, the specific flow of the motor power optimization distribution for the first motor and the second motor is as follows:
s101, starting a flow, reading the temperature of a first motor and the temperature of a second motor, and continuously executing the step S102;
S102, judging whether the first motor temperature is higher than the motor shutdown temperature and the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S103, and if not, continuing to execute the step S106;
S103, judging whether an emergency starting mode is started, if so, continuing to execute the step S104, and if not, continuing to execute the step S105;
S104, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (1.1) to (1.5), and ending the flow;
Mtr_over_temp= （Mtr1_temp+Mtr2_temp-2*Mtr_sd_temp） （1.1）；
M1_P=（Mtr2_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.2）；
M2_P=（Mtr1_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.3）；
M1_P_max=0 （1.4）；
M2_P_max=0 （1.5）；
Wherein mtr1_temp is the first motor temperature, mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_over_temp is the motor overheat temperature, ax_pwr is the transmission shaft output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power; the maximum power of the outputtable power refers to the maximum output power under the condition of not damaging the motor, and the same applies to the maximum output power;
s105, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (2.1) to (2.4), and ending the flow;
M1_P=0 （2.1）；
M2_P=0 （2.2）；
M1_P_max=0 （2.3）；
M2_P_max=0 （2.4）；
Wherein M1_P is the output power of the first motor, M2_P is the output power of the second motor, M1_P_max is the maximum power of the output power of the first motor, and M2_P_max is the maximum power of the output power of the second motor;
S106, judging whether the first motor temperature is higher than the motor shutdown temperature or the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S107, and if not, continuing to execute the step S110;
S107, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S108, and if not, continuing to execute the step S109;
s108, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (3.1) to (3.4), and ending the flow;
M1_P=0 （3.1）；
M2_P=Axle_pwr （3.2）；
M1_P_max=0 （3.3）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp - Mtr_warning_temp） （3.4）；
Wherein mtr2_temp is the second motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S109, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (4.1) to (4.4), and ending the flow;
M2_P=0 （4.1）；
M1_P=Axle_pwr （4.2）；
M2_P_max=0 （4.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp - Mtr_warning_temp） （4.4）；
wherein mtr1_temp is the first motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, M1_max_pwr is the first motor maximum output power, M1_P is the first motor output power, M2_P is the second motor output power, M1_P_max is the first motor output power maximum power, and M2_P_max is the second motor output power maximum power;
S110, judging whether the first motor temperature is smaller than the motor shutdown temperature and the second motor temperature is smaller than the motor shutdown temperature, if yes, continuing to execute the step S111, and if not, ending the flow;
s111, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (5.1) to (5.5), and ending the flow;
Mtr_udsd_temp= （2*Mtr_sd_temp-Mtr1_temp-Mtr2_temp） （5.1）；
M1_P=（Mtr_sd_temp-Mtr1_Temp） *Axle_pwr/Mtr_udsd_temp （5.2）；
M2_P=（Mtr_sd_temp-Mtr2_Temp） *Axle_pwr/Mtr_udsd_temp （5.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.4）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr1_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, mtr_sd_temp is a motor shutdown temperature, mtr_warning_temp is a motor warning temperature, mtr_ udsd _temp is a motor overheat temperature difference, ax_pwr is a transmission shaft output power, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, and m2_p_max is a second motor output power maximum power.
Preferably, when the distributed electric drive system is based on a plurality of groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures, the groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures independently perform optimized motor power distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
If only one of the first motor temperature and the second motor temperature exceeds the motor warning temperature, enabling the output power of the motor with the temperature exceeding the motor warning temperature to be zero, and enabling the other motor to provide full power;
If only one of the first motor temperature and the second motor temperature exceeds the motor shutdown temperature, the output power of the motor with the temperature exceeding the motor shutdown temperature is set to zero, and the other motor is set to provide full power.
Further, the specific flow of the motor power optimization distribution for the first motor and the second motor is as follows:
s201, starting a flow, reading the temperature of the first motor and the temperature of the second motor, and continuously executing the step S202;
S202, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S203, and if not, continuing to execute the step S204;
s203, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (6.1) to (6.4), and ending the flow;
M1_P=0 （6.1）；
M2_P=Axle_pwr （6.2）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp-Mtr_warning_temp） （6.3）；
M2_P_max= M2_max_pwr （6.4）；
Wherein mtr1_temp is the first motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m1_max_pwr is the first motor maximum output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S204, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (7.1) to (7.4), and ending the flow;
M2_P=0 （7.1）；
M1_P=Axle_pwr （7.2）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp-Mtr_warning_temp） （7.3）；
M1_P_max= M1_max_pwr （7.4）；
Wherein mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, and m2_p_max is the second motor output power maximum power.
Preferably, when the distributed electric drive system is based on a plurality of groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures, the groups of coaxial double-motor drive structures or coaxial multiple-motor drive structures independently perform optimized motor power distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
If the temperature of the first motor and the temperature of the second motor are not higher than the motor warning temperature and the absolute value of the temperature difference is larger than the threshold value, the output power of the motor with higher temperature is smaller;
And if the temperature of the first motor and the temperature of the second motor are not higher than the motor warning temperature and the absolute value of the temperature difference is smaller than the threshold value, regulating the output power of the first motor and the output power of the second motor until the battery is in a state with the least power consumption.
Further, the specific flow of the motor power optimization distribution for the first motor and the second motor is as follows:
s301, starting a flow, reading the temperature of the first motor, the temperature of the second motor and the angular speed of the motor, and continuously executing the step S302;
s302, calculating a first motor initial power, a second motor initial power, a first motor initial torque and a second motor initial torque according to formulas (8.1) to (8.4), and continuously executing step S303;
M1_P_init=0.5*Axle_pwr （8.1）；
M2_P_init= 0.5*Axle_pwr （8.2）；
Mtr1_trq_init= M1_P_init/Mtr_omega （8.3）；
Mtr2_trq_init= M2_P_init/Mtr_omega （8.4）；
Wherein mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr_omega is a motor angular speed, ax_pwr is a transmission shaft output power, m1_p_init is a first motor initial power, and m2_p_init is a second motor initial power;
S303, judging whether the absolute value of the difference value between the first motor temperature and the second motor temperature is larger than a threshold value, if so, continuing to execute the step S304, and if not, continuing to execute the step S305;
S304, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (9.1) to (9.5), and ending the flow;
Temp_Comp_pwr=（Mtr1_Temp-Mtr2_temp）*comp_rate （9.1）；
M1_P=M1_P_init+ Temp_Comp_pwr （9.2）；
M2_P =M2_P_init-Temp_Comp_pwr （9.3）；
M1_P_max=M1_max_pwr （9.4）；
M2_P_max=M2_max_pwr （9.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, m2_p_max is a second motor output power maximum power, temp_comp_pwr is a temperature compensation power, comp_rate is a temperature compensation power coefficient, m1_p_init is a first motor initial power, m2_p_init is a second motor initial power;
s305, calculating a first motor torque, a second motor torque and estimated battery power according to formulas (10.1) - (10.3), and continuously executing step S306;
Mtr1_trq=Mtr1_trq_init （10.1）；
Mtr2_trq=Mtr2_trq_init （10.2）；
Battery_Estpwr=（Mtr1_trq/Mtr1_eff + Mtr2_trq/Mtr2_eff）*Mtr_omega （10.3）；
Wherein mtr1_trq is a first motor torque, mtr2_trq is a second motor torque, mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr1_eff is a first motor efficiency, mtr2_eff is a second motor efficiency, mtr_omega is a motor angular velocity, and battery_ Estpwr is a Battery estimated power;
S306, adjusting the first motor torque and the second motor torque until the lowest estimated power of the battery is found, enabling the sum of the first motor torque and the second motor torque to be equal to the transmission shaft torque, and ending the flow.
Still further, in said step S305, the first motor efficiency is a function of the first motor torque and the motor speed and the second motor efficiency is a function of the second motor torque and the motor speed.
Still further, the first motor efficiency and the second motor efficiency are obtained by checking a motor efficiency table, respectively. Wherein the motor efficiency table is a 3-dimensional table and the efficiency is a function of torque and speed.
Still further, in the step S306, the search algorithm searches for combinations of all rated step torque variations for linearity.
The invention has the beneficial effects that:
The application discloses a motor power optimizing distribution method of a distributed electric drive system, which is used for respectively adjusting the output power of each motor in each group of double-motor drive structure or multi-motor drive structure, and aims to optimize the efficiency of each motor and ensure that the working temperature of each motor is within a nominal value as far as possible. According to the application, the power of each group of motors is optimally distributed in the distributed electric drive system based on a heat balance strategy, so that the absolute value of the temperature difference of each group of motors in the operation period can be kept within a threshold value as much as possible, the working efficiency of each group of motors is basically consistent, the phenomenon that the efficiency of a certain motor is too low due to overheating is avoided, the power of the motor is further limited, and finally the system safety is effectively improved.
The features and advantages of the present invention will be described in detail by way of example with reference to the accompanying drawings.
Drawings
FIG. 1 is a schematic diagram of a dual motor drive system;
FIG. 2 is a specific flow chart of the first and second motors for optimized motor power allocation in case one of the embodiment;
FIG. 3 is a specific flow chart of the motor power optimization allocation performed by the first motor and the second motor according to the second embodiment;
FIG. 4 is a specific flow chart of the motor power optimization allocation performed by the first motor and the second motor of case three of the embodiment;
FIG. 5 is a data comparison graph of the first case of case one of the embodiment;
FIG. 6 is a data comparison diagram of the second case of case one of the embodiment;
FIG. 7 is a data comparison diagram of the third case of case one;
FIG. 8 is a data comparison diagram of the fourth case of case one;
FIG. 9 is a graph of data versus case one and case two transform scenarios for an embodiment;
FIG. 10 is a graph of data versus case three for the example;
fig. 11 is a data comparison chart of the embodiment in the case of the second and third transformation.
Detailed Description
Referring to fig. 1 to 4, taking a distributed electric driving system based on a multi-group dual-motor driving structure as an example, the motor power optimization distribution method of the distributed electric driving system of the present invention, for each motor in the coaxial dual-motor driving structure, on the premise of meeting the required output power, adjusts the output power of each coaxial motor according to the motor temperature as follows:
if the motor temperature is lower than the warning temperature, respectively adjusting the output power of each coaxial motor until the absolute value of the temperature difference of each motor is within a set threshold value;
If the motor temperature is higher than the warning temperature, the output power of each coaxial motor is respectively adjusted to slow down the temperature rise of each motor or reduce the damage of the motor.
And the coaxial double-motor driving structures of each group independently perform motor power optimization distribution. The motor power optimization distribution process of the first motor and the second motor comprises a first case (two motors overheat), a second case (one motor overheat) and a third case (two motors are both in a normal temperature range). The overheat of the motor means that the motor exceeds the warning temperature. Taking a motor insulated from 180 ℃ as an example, the motor guard temperature is 120 ℃, the motor shutdown temperature is 160 ℃, and the threshold value of the difference in temperature is 10 ℃.
In the case, if the first motor temperature and the second motor temperature exceed the motor shutdown temperature, the output power of the motor which is closer to the motor shutdown temperature is larger. In an emergency, both the first motor and the second motor need to continue to output power to extend the flight time of the aircraft. Such a strategy can extend the life of the first and second motors as much as possible, thereby making the system safer. Fig. 5 and 6 are schematic diagrams of such a situation when the emergency signal is not triggered and is triggered, respectively. Wherein the abscissas are normalized times (in s), and the abscissas of fig. 7 to 11 are the same as those of fig. 5 to 6.
In the case, if the first motor temperature and the second motor temperature both exceed the motor warning temperature and one of the motor temperatures also exceeds the motor shutdown temperature, the output power of the motor with the temperature exceeding the motor shutdown temperature is set to zero, and the other motor is set to provide full power. The strategy can prevent the two motors from being damaged as much as possible, so that the system is better in safety. Referring to fig. 7, the situation is the case where the "two motors overheat and the first motor is greater than the shutdown temperature".
In the case, if the first motor temperature and the second motor temperature both exceed the motor warning temperature and do not exceed the motor shutdown temperature, the output power of the motor with the temperature closer to the motor warning temperature is enabled to be larger. This strategy allows the temperature of both motors to be as low as possible beyond the motor shutdown temperature, thus making the system safer). Referring to fig. 7 and 9, the portion corresponding to "both motors overheat but are less than the shutdown temperature" is the case. Fig. 8 is also a schematic diagram of this case.
Referring to fig. 2, a specific flow of motor power optimization allocation for the first motor and the second motor is as follows:
s101, starting a flow, reading the temperature of a first motor and the temperature of a second motor, and continuously executing the step S102;
S102, judging whether the first motor temperature is higher than the motor shutdown temperature and the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S103, and if not, continuing to execute the step S106;
S103, judging whether an emergency starting mode is started, if so, continuing to execute the step S104, and if not, continuing to execute the step S105;
S104, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (1.1) to (1.5), and ending the flow;
Mtr_over_temp= （Mtr1_temp+Mtr2_temp-2*Mtr_sd_temp） （1.1）；
M1_P=（Mtr2_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.2）；
M2_P=（Mtr1_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.3）；
M1_P_max=0 （1.4）；
M2_P_max=0 （1.5）；
Wherein mtr1_temp is the first motor temperature, mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_over_temp is the motor overheat temperature, ax_pwr is the transmission shaft output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
s105, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (2.1) to (2.4), and ending the flow;
M1_P=0 （2.1）；
M2_P=0 （2.2）；
M1_P_max=0 （2.3）；
M2_P_max=0 （2.4）；
Wherein M1_P is the output power of the first motor, M2_P is the output power of the second motor, M1_P_max is the maximum power of the output power of the first motor, and M2_P_max is the maximum power of the output power of the second motor;
S106, judging whether the first motor temperature is higher than the motor shutdown temperature or the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S107, and if not, continuing to execute the step S110;
S107, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S108, and if not, continuing to execute the step S109;
s108, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (3.1) to (3.4), and ending the flow;
M1_P=0 （3.1）；
M2_P=Axle_pwr （3.2）；
M1_P_max=0 （3.3）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp - Mtr_warning_temp） （3.4）；
Wherein mtr2_temp is the second motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S109, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (4.1) to (4.4), and ending the flow;
M2_P=0 （4.1）；
M1_P=Axle_pwr （4.2）；
M2_P_max=0 （4.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp - Mtr_warning_temp） （4.4）；
wherein mtr1_temp is the first motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, M1_max_pwr is the first motor maximum output power, M1_P is the first motor output power, M2_P is the second motor output power, M1_P_max is the first motor output power maximum power, and M2_P_max is the second motor output power maximum power;
S110, judging whether the first motor temperature is smaller than the motor shutdown temperature and the second motor temperature is smaller than the motor shutdown temperature, if yes, continuing to execute the step S111, and if not, ending the flow;
s111, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (5.1) to (5.5), and ending the flow;
Mtr_udsd_temp= （2*Mtr_sd_temp-Mtr1_temp-Mtr2_temp） （5.1）；
M1_P=（Mtr_sd_temp-Mtr1_Temp） *Axle_pwr/Mtr_udsd_temp （5.2）；
M2_P=（Mtr_sd_temp-Mtr2_Temp） *Axle_pwr/Mtr_udsd_temp （5.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.4）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, mtr_sd_temp is a motor shutdown temperature, mtr_warning_temp is a motor warning temperature, mtr_ udsd _temp is a motor overheat temperature difference, ax_pwr is a transmission shaft output power, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, and m2_p_max is a second motor output power maximum power.
In the second case, if only one of the first motor temperature and the second motor temperature exceeds the motor warning temperature, the output power of the motor with the temperature exceeding the motor warning temperature is set to be zero, and the other motor is set to provide full power. The strategy can cool the overheat motors as quickly as possible, and finally, the two motors do not exceed the motor warning temperature, so that the safety of the system is improved. Referring to fig. 9, in which "one motor (second motor) is overheated, less than the shutdown temperature" and "one motor (first motor) is overheated, the portion corresponding to less than the shutdown temperature" is the case. In addition, referring to fig. 11, in which "one motor (first motor) is overheated, less than the shutdown temperature" corresponds to the portion.
In the second case, if only one of the first motor temperature and the second motor temperature exceeds the motor shutdown temperature, the output power of the motor with the temperature exceeding the motor shutdown temperature is set to zero, and the other motor is set to provide full power. The strategy can cool the overheat motors as quickly as possible, and finally, the two motors do not exceed the motor warning temperature, so that the safety of the system is improved. Referring to fig. 9, in which "one motor (second motor) is overheated, which is greater than the shutdown temperature" and "one motor (first motor) is overheated, the portion corresponding to the greater than the shutdown temperature" is the case.
Referring to fig. 3, a specific flow of motor power optimization allocation for the first motor and the second motor is as follows:
s201, starting a flow, reading the temperature of the first motor and the temperature of the second motor, and continuously executing the step S202;
S202, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S203, and if not, continuing to execute the step S204;
s203, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (6.1) to (6.4), and ending the flow;
M1_P=0 （6.1）；
M2_P=Axle_pwr （6.2）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp-Mtr_warning_temp） （6.3）；
M2_P_max= M2_max_pwr （6.4）；
Wherein mtr1_temp is the first motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m1_max_pwr is the first motor maximum output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S204, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (7.1) to (7.4), and ending the flow;
M2_P=0 （7.1）；
M1_P=Axle_pwr （7.2）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp-Mtr_warning_temp） （7.3）；
M1_P_max= M1_max_pwr （7.4）；
Wherein mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, and m2_p_max is the second motor output power maximum power.
In the third case, if the first motor temperature and the second motor temperature do not exceed the motor warning temperature and the absolute value of the temperature difference is greater than the threshold value, the output power of the motor with higher temperature is smaller. The result of the mode can lead the absolute value of the temperature difference of the two motors to be smaller than the threshold value and be as lower than the motor warning temperature as possible, and finally, the system safety is better; and if the temperature of the first motor and the temperature of the second motor are not higher than the motor warning temperature and the absolute value of the temperature difference is smaller than the threshold value, regulating the output power of the first motor and the output power of the second motor until the battery is in a state with the least power consumption. Under this strategy, the purpose of the motor power distribution is to minimize the total loss of the two motors (to minimize the total input power at the same output power), and finally to minimize battery consumption, effectively increasing the mileage of the aircraft. Referring to fig. 11, the portion corresponding to "neither motor overheated" is a schematic diagram when the two conditions are switched and changed. Fig. 10 is a schematic diagram of the switching between the two cases.
Referring to fig. 4, a specific flow of motor power optimization allocation for the first motor and the second motor is as follows:
s301, starting a flow, reading the temperature of the first motor, the temperature of the second motor and the angular speed of the motor, and continuously executing the step S302;
s302, calculating a first motor initial power, a second motor initial power, a first motor initial torque and a second motor initial torque according to formulas (8.1) to (8.4), and continuously executing step S303;
M1_P_init=0.5*Axle_pwr （8.1）；
M2_P_init= 0.5*Axle_pwr （8.2）；
Mtr1_trq_init= M1_P_init/Mtr_omega （8.3）；
Mtr2_trq_init= M2_P_init/Mtr_omega （8.4）；
Wherein mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr_omega is a motor angular speed, ax_pwr is a transmission shaft output power, m1_p_init is a first motor initial power, and m2_p_init is a second motor initial power;
S303, judging whether the absolute value of the difference value between the first motor temperature and the second motor temperature is larger than a threshold value, if so, continuing to execute the step S304, and if not, continuing to execute the step S305;
S304, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (9.1) to (9.5), and ending the flow;
Temp_Comp_pwr=（Mtr1_Temp-Mtr2_temp）*comp_rate （9.1）；
M1_P=M1_P_init+ Temp_Comp_pwr （9.2）；
M2_P =M2_P_init-Temp_Comp_pwr （9.3）；
M1_P_max=M1_max_pwr （9.4）；
M2_P_max=M2_max_pwr （9.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, m2_p_max is a second motor output power maximum power, temp_comp_pwr is a temperature compensation power, comp_rate is a temperature compensation power coefficient, m1_p_init is a first motor initial power, m2_p_init is a second motor initial power;
s305, calculating a first motor torque, a second motor torque and estimated battery power according to formulas (10.1) - (10.3), and continuously executing step S306;
Mtr1_trq=Mtr1_trq_init （10.1）；
Mtr2_trq=Mtr2_trq_init （10.2）；
Battery_Estpwr=（Mtr1_trq/Mtr1_eff + Mtr2_trq/Mtr2_eff）*Mtr_omega （10.3）；
Wherein mtr1_trq is a first motor torque, mtr2_trq is a second motor torque, mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr1_eff is a first motor efficiency, mtr2_eff is a second motor efficiency, mtr_omega is a motor angular velocity, and battery_ Estpwr is a Battery estimated power;
S306, adjusting the first motor torque and the second motor torque until the lowest estimated power of the battery is found, enabling the sum of the first motor torque and the second motor torque to be equal to the transmission shaft torque, and ending the flow.
In said step S305, the first motor efficiency is a function of the first motor torque and the motor speed, and the second motor efficiency is a function of the second motor torque and the motor speed.
The first motor efficiency and the second motor efficiency are obtained by checking a motor efficiency table respectively. Wherein, the motor efficiency table is as follows in table 1:
In said step S306, the search algorithm searches for a combination of all nominal step torque variations for linearity.
According to the application, the power of each motor of each group is optimally distributed based on heat balance in the distributed electric drive system, so that the absolute value of the temperature difference of each motor of each group in different load operation periods can be kept within the threshold value as soon as possible, the output power of each motor of each group is basically consistent, the power of a certain motor is not limited or the motor is not damaged due to overheat, and finally the system safety is effectively improved.
The above embodiments are illustrative of the present invention, and not limiting, and any simple modifications of the present invention fall within the scope of the present invention.
Claims (9)
1. The motor power optimization distribution method of the distributed electric drive system is characterized by comprising the following steps of: for each motor in the coaxial double-motor driving structure, on the premise of meeting the required output power, the output power of each coaxial motor is respectively adjusted according to the temperature of the motor in the following way:
if the motor temperature is lower than the warning temperature, respectively adjusting the output power of each coaxial motor until the absolute value of the temperature difference of each motor is within a set threshold value;
if the motor temperature is higher than the warning temperature, respectively adjusting the output power of each coaxial motor to slow down the temperature rise of each motor or reduce the damage of the motor;
Each group of coaxial double-motor driving structures independently perform motor power optimization distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
if the first motor temperature and the second motor temperature are both higher than the motor shutdown temperature, the output power of the motor which is closer to the motor shutdown temperature is higher;
If the first motor temperature and the second motor temperature both exceed the motor warning temperature and one of the first motor temperature and the second motor temperature also exceeds the motor shutdown temperature, enabling the output power of the motor with the temperature exceeding the motor shutdown temperature to be zero, and enabling the other motor to provide full power;
If the first motor temperature and the second motor temperature both exceed the motor warning temperature and do not exceed the motor shutdown temperature, the output power of the motor with the temperature closer to the motor warning temperature is enabled to be larger.
2. The method for optimally distributing motor power of a distributed electric drive system according to claim 1, wherein the specific flow of optimally distributing motor power for the first motor and the second motor is as follows:
s101, starting a flow, reading the temperature of a first motor and the temperature of a second motor, and continuously executing the step S102;
S102, judging whether the first motor temperature is higher than the motor shutdown temperature and the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S103, and if not, continuing to execute the step S106;
S103, judging whether an emergency starting mode is started, if so, continuing to execute the step S104, and if not, continuing to execute the step S105;
S104, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (1.1) to (1.5), and ending the flow;
Mtr_over_temp= （Mtr1_temp+Mtr2_temp-2*Mtr_sd_temp） （1.1）；
M1_P=（Mtr2_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.2）；
M2_P=（Mtr1_Temp-Mtr_sd_temp） *Axle_pwr/Mtr_over_temp （1.3）；
M1_P_max=0 （1.4）；
M2_P_max=0 （1.5）；
Wherein mtr1_temp is the first motor temperature, mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_over_temp is the motor overheat temperature, ax_pwr is the transmission shaft output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
s105, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (2.1) to (2.4), and ending the flow;
M1_P=0 （2.1）；
M2_P=0 （2.2）；
M1_P_max=0 （2.3）；
M2_P_max=0 （2.4）；
Wherein M1_P is the output power of the first motor, M2_P is the output power of the second motor, M1_P_max is the maximum power of the output power of the first motor, and M2_P_max is the maximum power of the output power of the second motor;
S106, judging whether the first motor temperature is higher than the motor shutdown temperature or the second motor temperature is higher than the motor shutdown temperature, if so, continuing to execute the step S107, and if not, continuing to execute the step S110;
S107, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S108, and if not, continuing to execute the step S109;
s108, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (3.1) to (3.4), and ending the flow;
M1_P=0 （3.1）；
M2_P=Axle_pwr （3.2）；
M1_P_max=0 （3.3）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp - Mtr_warning_temp） （3.4）；
Wherein mtr2_temp is the second motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S109, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (4.1) to (4.4), and ending the flow;
M2_P=0 （4.1）；
M1_P=Axle_pwr （4.2）；
M2_P_max=0 （4.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp - Mtr_warning_temp） （4.4）；
wherein mtr1_temp is the first motor temperature, mtr_warning_temp is the motor warning temperature, mtr_sd_temp is the motor shutdown temperature, ax_pwr is the transmission shaft output power, M1_max_pwr is the first motor maximum output power, M1_P is the first motor output power, M2_P is the second motor output power, M1_P_max is the first motor output power maximum power, and M2_P_max is the second motor output power maximum power;
S110, judging whether the first motor temperature is smaller than the motor shutdown temperature and the second motor temperature is smaller than the motor shutdown temperature, if yes, continuing to execute the step S111, and if not, ending the flow;
s111, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (5.1) to (5.5), and ending the flow;
Mtr_udsd_temp= （2*Mtr_sd_temp-Mtr1_temp-Mtr2_temp） （5.1）；
M1_P=（Mtr_sd_temp-Mtr1_Temp） *Axle_pwr/Mtr_udsd_temp （5.2）；
M2_P=（Mtr_sd_temp-Mtr2_Temp） *Axle_pwr/Mtr_udsd_temp （5.3）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.4）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_Temp）/（Mtr_sd_temp-Mtr_warning_temp） （5.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, mtr_sd_temp is a motor shutdown temperature, mtr_warning_temp is a motor warning temperature, mtr_ udsd _temp is a motor overheat temperature difference, ax_pwr is a transmission shaft output power, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, and m2_p_max is a second motor output power maximum power.
3. A method of optimizing motor power distribution for a distributed electric drive system as set forth in claim 1, wherein: each group of coaxial double-motor driving structures independently perform motor power optimization distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
If only one of the first motor temperature and the second motor temperature exceeds the motor warning temperature, enabling the output power of the motor with the temperature exceeding the motor warning temperature to be zero, and enabling the other motor to provide full power;
If only one of the first motor temperature and the second motor temperature exceeds the motor shutdown temperature, the output power of the motor with the temperature exceeding the motor shutdown temperature is set to zero, and the other motor is set to provide full power.
4. A method for optimally distributing motor power for a distributed electric drive system according to claim 3 wherein the steps of optimally distributing motor power for the first motor and the second motor are as follows:
s201, starting a flow, reading the temperature of the first motor and the temperature of the second motor, and continuously executing the step S202;
S202, judging whether the temperature of the first motor is higher than that of the second motor, if so, continuing to execute the step S203, and if not, continuing to execute the step S204;
s203, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (6.1) to (6.4), and ending the flow;
M1_P=0 （6.1）；
M2_P=Axle_pwr （6.2）；
M1_P_max=M1_max_pwr*（Mtr_sd_temp-Mtr1_temp）/（Mtr_sd_temp-Mtr_warning_temp） （6.3）；
M2_P_max= M2_max_pwr （6.4）；
Wherein mtr1_temp is the first motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m1_max_pwr is the first motor maximum output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, m2_p_max is the second motor output power maximum power;
S204, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (7.1) to (7.4), and ending the flow;
M2_P=0 （7.1）；
M1_P=Axle_pwr （7.2）；
M2_P_max=M2_max_pwr*（Mtr_sd_temp-Mtr2_temp）/（Mtr_sd_temp-Mtr_warning_temp） （7.3）；
M1_P_max= M1_max_pwr （7.4）；
Wherein mtr2_temp is the second motor temperature, mtr_sd_temp is the motor shutdown temperature, mtr_warning_temp is the motor warning temperature, ax_pwr is the transmission shaft output power, m2_max_pwr is the second motor maximum output power, m1_p is the first motor output power, m2_p is the second motor output power, m1_p_max is the first motor output power maximum power, and m2_p_max is the second motor output power maximum power.
5. A method of optimizing motor power distribution for a distributed electric drive system as set forth in claim 1, wherein: each group of coaxial double-motor driving structures independently perform motor power optimization distribution; in the coaxial double-motor driving structure, the motor power optimization distribution mode of the first motor and the second motor is as follows:
If the temperature of the first motor and the temperature of the second motor are not higher than the motor warning temperature and the absolute value of the temperature difference is larger than the threshold value, the output power of the motor with higher temperature is smaller;
And if the temperature of the first motor and the temperature of the second motor are not higher than the motor warning temperature and the absolute value of the temperature difference is smaller than the threshold value, regulating the output power of the first motor and the output power of the second motor until the battery is in a state with the least power consumption.
6. The method for optimally distributing motor power of a distributed electric drive system according to claim 5, wherein the specific flow of optimally distributing motor power for the first motor and the second motor is as follows:
s301, starting a flow, reading the temperature of the first motor, the temperature of the second motor and the angular speed of the motor, and continuously executing the step S302;
s302, calculating a first motor initial power, a second motor initial power, a first motor initial torque and a second motor initial torque according to formulas (8.1) to (8.4), and continuously executing step S303;
M1_P_init=0.5*Axle_pwr （8.1）；
M2_P_init= 0.5*Axle_pwr （8.2）；
Mtr1_trq_init= M1_P_init/Mtr_omega （8.3）；
Mtr2_trq_init= M2_P_init/Mtr_omega （8.4）；
Wherein mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr_omega is a motor angular speed, ax_pwr is a transmission shaft output power, m1_p_init is a first motor initial power, and m2_p_init is a second motor initial power;
S303, judging whether the absolute value of the difference value between the first motor temperature and the second motor temperature is larger than a threshold value, if so, continuing to execute the step S304, and if not, continuing to execute the step S305;
S304, calculating the output power of the first motor, the output power of the second motor, the maximum power of the output power of the first motor and the maximum power of the output power of the second motor according to formulas (9.1) to (9.5), and ending the flow;
Temp_Comp_pwr=（Mtr1_Temp-Mtr2_temp）*comp_rate （9.1）；
M1_P=M1_P_init+ Temp_Comp_pwr （9.2）；
M2_P =M2_P_init-Temp_Comp_pwr （9.3）；
M1_P_max=M1_max_pwr （9.4）；
M2_P_max=M2_max_pwr （9.5）；
Wherein mtr1_temp is a first motor temperature, mtr2_temp is a second motor temperature, m1_max_pwr is a first motor maximum output power, m2_max_pwr is a second motor maximum output power, m1_p is a first motor output power, m2_p is a second motor output power, m1_p_max is a first motor output power maximum power, m2_p_max is a second motor output power maximum power, temp_comp_pwr is a temperature compensation power, comp_rate is a temperature compensation power coefficient, m1_p_init is a first motor initial power, m2_p_init is a second motor initial power;
s305, calculating a first motor torque, a second motor torque and estimated battery power according to formulas (10.1) - (10.3), and continuously executing step S306;
Mtr1_trq=Mtr1_trq_init （10.1）；
Mtr2_trq=Mtr2_trq_init （10.2）；
Battery_Estpwr=（Mtr1_trq/Mtr1_eff + Mtr2_trq/Mtr2_eff）*Mtr_omega （10.3）；
Wherein mtr1_trq is a first motor torque, mtr2_trq is a second motor torque, mtr1_trq_init is a first motor initial torque, mtr2_trq_init is a second motor initial torque, mtr1_eff is a first motor efficiency, mtr2_eff is a second motor efficiency, mtr_omega is a motor angular velocity, and battery_ Estpwr is a Battery estimated power;
S306, adjusting the first motor torque and the second motor torque until the lowest estimated power of the battery is found, enabling the sum of the first motor torque and the second motor torque to be equal to the transmission shaft torque, and ending the flow.
7. The method for optimally distributing motor power for a distributed electric drive system according to claim 6 wherein: in said step S305, the first motor efficiency is a function of the first motor torque and the motor speed, and the second motor efficiency is a function of the second motor torque and the motor speed.
8. The method for optimally distributing motor power for a distributed electric drive system according to claim 7 wherein: the first motor efficiency and the second motor efficiency are obtained by checking a motor efficiency table respectively.
9. The method for optimally distributing motor power for a distributed electric drive system according to claim 6 wherein: in said step S306, the search algorithm searches for a combination of all nominal step torque variations for linearity.
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