WO2020238907A1 - 车辆及其动力分配方法 - Google Patents

车辆及其动力分配方法 Download PDF

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Publication number
WO2020238907A1
WO2020238907A1 PCT/CN2020/092366 CN2020092366W WO2020238907A1 WO 2020238907 A1 WO2020238907 A1 WO 2020238907A1 CN 2020092366 W CN2020092366 W CN 2020092366W WO 2020238907 A1 WO2020238907 A1 WO 2020238907A1
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Prior art keywords
vehicle
powertrain
torque
capacity
output
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PCT/CN2020/092366
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English (en)
French (fr)
Inventor
杜明明
王璐
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • This application belongs to the field of vehicle technology, and in particular relates to a vehicle and a power distribution method thereof.
  • the total torque demand is evenly distributed to multiple traction control units, and then the traction control unit is based on the received torque
  • the information controls the motor to output the corresponding torque.
  • the powertrain will not be able to output the required torque, resulting in insufficient power of the vehicle and unable to meet the power demand of the vehicle.
  • This application aims to solve one of the technical problems in the related technology at least to a certain extent.
  • this application proposes a power distribution method for vehicles.
  • This method can reasonably distribute the power according to the torque required by the vehicle and the torque output capacity of each powertrain, and effectively avoids the problem of insufficient vehicle power and inability to meet the power demand of the vehicle.
  • the vehicle includes one vehicle and two vehicles; the one vehicle includes a one-vehicle powertrain, the second vehicle includes a two-vehicle powertrain; the power distribution method includes The following steps:
  • the required torque T2 of the two-vehicle and the capacity torque T20 of the two-vehicle powertrain determine whether the one-vehicle powertrain needs power compensation to the two-vehicle powertrain
  • the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain, the one-vehicle powertrain is controlled to perform power compensation to the two-vehicle powertrain.
  • the power distribution method of the vehicle of the embodiment of the present application can make the powertrain of the two vehicles fail or the load of the two vehicles is too large, and the torque T20 of the powertrain of the two vehicles may be insufficient
  • the torque required by the second vehicle is T2
  • the powertrain of the first vehicle is controlled to output more torque, and power compensation is performed to the powertrain of the second vehicle, so as to meet the power demand of the vehicle.
  • This application also proposes a traction control unit, including a computer-readable storage medium on which a computer program is stored, and when the computer program is executed, the vehicle power distribution method described in the above-mentioned embodiment is implemented .
  • the one-vehicle No. 1 powertrain includes one or more, the one-vehicle No. 2 powertrain includes one or more, and the two-vehicle powertrain includes one or more; wherein
  • Fig. 1 is a schematic diagram of a vehicle provided by an embodiment of the present application.
  • FIG. 2 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 1 of the present application.
  • FIG. 3 is a schematic flowchart of a vehicle power distribution method provided in Embodiment 2 of the present application.
  • FIG. 4 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 3 of the present application.
  • FIG. 6 is a schematic flowchart of a vehicle power distribution method provided by Embodiment 5 of the present application.
  • FIG. 7 is a schematic flowchart of a power distribution method for a vehicle provided by an embodiment of the present application.
  • Fig. 8 is a schematic diagram of a traction control unit provided by an embodiment of the present application.
  • the inventor of the present application found through research and analysis that existing vehicles with multiple powertrains, such as rail vehicles, multi-car buses, etc., after calculating the total torque required by the vehicle, the total torque requirements are averaged Allocate to multiple traction control units, and then the traction control unit controls the motor to output corresponding torque according to the received torque information. Considering that the performance of the powertrain on the same vehicle is generally the same, the method of evenly distributing the torque demand is simple and convenient, which can meet the vehicle driving under normal conditions.
  • FIG. 1 is a schematic diagram of a vehicle provided by an embodiment of the application.
  • One vehicle 100 includes a first vehicle 110 and a second vehicle 120; the first vehicle 110 includes a one-vehicle powertrain, and the second vehicle 120 includes a two-vehicle powertrain 121;
  • One-vehicle powertrain includes one-vehicle No. 1 powertrain 111 and one-vehicle No. 2 powertrain 112.
  • Fig. 2 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 1 of the application.
  • the power distribution method for a vehicle includes the following steps:
  • Step 101 Obtain the required torque T2 of the second vehicle and the capacity torque T20 of the powertrain of the second vehicle.
  • Step 102 According to the required torque T2 of the second vehicle and the capacity torque T20 of the second vehicle powertrain, it is determined whether the powertrain of the first vehicle needs power compensation to the powertrain of the second vehicle.
  • Step 103 If the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain, control the one-vehicle powertrain to perform power compensation to the second-vehicle powertrain.
  • the TCU judges whether the powertrain of the first vehicle needs to be compensated for the powertrain of the second vehicle according to the capacity torque T20 of the powertrain of the second vehicle and the required torque T2 of the second vehicle; if the judgment result is yes, TCU can according to needs Control the output torque of the powertrain of the first vehicle, and compensate the powertrain of the second vehicle.
  • the above-mentioned power compensation distribution method reduces the change in tension between the first car and the second car, thereby increasing the service life of the connecting coupler; and minimizing the impact of insufficient power on the vehicle when the powertrain fails. Influence, so as to meet the power demand of the vehicle.
  • FIG. 3 is a schematic flow chart of a power distribution method for a vehicle provided in Embodiment 2 of the application.
  • the power distribution method for a vehicle includes the following steps:
  • Step 201 Obtain vehicle status information; wherein, the vehicle status information includes: the current level of the vehicle a, the current load m1 of the first vehicle, the current load m2 of the second vehicle, the current load m2 of the second vehicle, the powertrain capacity torque T11 of the first vehicle, and the second vehicle No. 2 powertrain capacity torque T12, second car powertrain capacity torque T20.
  • Step 202 Calculate the required torque T1 of the first vehicle and the required torque T2 of the second vehicle according to the current class a of the vehicle, the current load m1 of the first vehicle, and the current load m2 of the second vehicle.
  • the traction control unit obtains vehicle status information, including the current class a of the vehicle, the current load m1 of the first vehicle, and the current load m2 of the second vehicle. . Since different levels a correspond to different accelerations, TCU can calculate the required torque T1 for one vehicle according to the current level a of the vehicle and the current load m1 of one vehicle, according to the current level a of the vehicle and the current load m2 of the second vehicle. The required torque T2 of the second vehicle can be calculated.
  • the TCU also obtains the capacity torque T11 of the No. 1 powertrain of the first car, the capacity torque T12 of the No. 2 powertrain of the first car, and the capacity torque T20 of the No. 2 powertrain of the car.
  • T1 the required torque of the second car, T2, the capacity torque of the first powertrain of the first car, T11, the capacity torque of the second powertrain of the first car, T12, and the capacity torque of the second car’s powertrain, T20, calculate the workshop compensation torque ⁇ T2.
  • the capacity torque is the maximum output torque of the powertrain in a safe state, and is related to the state of the powertrain. If the powertrain fails, ages, etc., its capacity torque will change.
  • the calculation of the workshop compensation torque ⁇ T2, the first in-vehicle compensation torque ⁇ T1a, and the second in-vehicle compensation torque ⁇ T1b can be increased by a correction amount or a correction coefficient according to the actual demand of the vehicle.
  • the acquisition of one or more of the capacity torque T11 of the No. 1 powertrain of the first vehicle, the capacity torque T12 of the No. 2 powertrain of the first vehicle, and the capacity torque T20 of the second vehicle powertrain, and the workshop The calculation of one or more of the compensation torque ⁇ T2, the first in-vehicle compensation torque ⁇ T1a, and the second in-vehicle compensation torque ⁇ T1b can be performed after step 201 or step 202, or it can be used to T11, T12, T20, ⁇ T2, ⁇ T1a, ⁇ T1b one or some parameters are executed before the step.
  • step 203 according to the capacity torque T20 of the two-vehicle powertrain and the required torque T2 of the two-vehicle powertrain, it is determined whether the one-vehicle powertrain needs power compensation to the second-vehicle powertrain.
  • the TCU judges whether the powertrain of the first vehicle needs to be compensated for the powertrain of the second vehicle according to the capacity torque T20 of the powertrain of the second vehicle and the required torque T2 of the second vehicle; if the judgment result is yes, TCU can according to needs Control the output torque of the powertrain of the first vehicle, and compensate the powertrain of the second vehicle.
  • the above-mentioned power compensation distribution method reduces the change in tension between the first car and the second car, thereby increasing the service life of the connecting coupler; and minimizing the impact of insufficient power on the vehicle when the powertrain fails. Influence, so as to meet the power demand of the vehicle.
  • step 203 may output the result according to the actual demand of the vehicle, for example, when the required torque T2 of the second vehicle exceeds the capacity of the powertrain of the second vehicle by 10% (or other ratio) of the torque T20, or the second vehicle requires When the torque T2 reaches more than 90% (or other proportions) of the torque T20 of the capacity of the two-vehicle powertrain, it is determined that the one-vehicle powertrain needs power compensation to the two-vehicle powertrain.
  • control the one-vehicle powertrain to perform power compensation to the two-vehicle powertrain.
  • Controlling the powertrain of one vehicle to perform power compensation to the powertrain of the second vehicle includes step 204.
  • Step 204 according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the second vehicle powertrain, and the capacity torque T12 of the first vehicle No. 2 powertrain, determine whether the No. 1 powertrain of the first vehicle is required Perform power compensation to the No. 2 powertrain of the first car.
  • the TCU judges whether the No. 1 powertrain of the first car is based on the required torque T1 of the first car, the required torque T2 of the second car, the capacity torque T20 of the second car’s powertrain and the capacity torque T12 of the No. 2 powertrain of the first car It is necessary to perform power compensation to the No. 2 powertrain of the first car; if the judgment result is yes, the TCU can control the output torque of the No. 1 powertrain of the first car as needed, and perform power compensation to the No. 2 powertrain of the first car.
  • the aforementioned power compensation distribution method minimizes the impact of insufficient power on the vehicle when the powertrain fails, thereby meeting the power demand of the vehicle.
  • the sum of the required torque T1 for a vehicle and the workshop compensation torque ⁇ T2 is regarded as the total torque required for a vehicle, and it is assumed that the total torque required for a vehicle is equally distributed to the first powertrain of a vehicle and the second powertrain of a vehicle. That is, the assumed required torques for the first powertrain of the first vehicle and the second powertrain of the first vehicle are both (T1+ ⁇ T2)/2.
  • the No. 2 powertrain of the first car needs to receive power compensation.
  • the method is reasonable, simple and easy to implement, which ensures the power demand of the vehicle.
  • step 204 may output the result according to the actual demand of the vehicle, for example, when the assumed required torque (T1+ ⁇ T2)/2 of the No. 2 powertrain of a car is beyond the capacity of the No. 2 powertrain of a car. 10% of T12 (or other ratio), or the assumed required torque (T1+ ⁇ T2)/2 of the No. 2 powertrain of the first car (T1+ ⁇ T2)/2 reaches 90% of the torque T12 (or other ratio) of the No. 2 powertrain of the first car In the above case, it is judged that the powertrain of the first vehicle needs to be compensated for the powertrain of the second vehicle.
  • step 204 If it is determined in step 204 that the No. 1 powertrain of the first vehicle needs to perform power compensation to the No. 2 powertrain of the first vehicle, then the No. 1 powertrain of the first vehicle is controlled to perform power compensation to the No. 2 powertrain of the first vehicle. Controlling the powertrain of one vehicle to perform power compensation to the powertrain of the second vehicle includes step 205.
  • Step 205 according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the second vehicle powertrain, the capacity torque T12 of the first vehicle second powertrain and the capacity torque of the first vehicle first powertrain T11, to determine whether the No. 1 powertrain of a vehicle needs to output capacity torque.
  • step 205 or step 605 includes determining whether the capacity torque T11 of the No. 1 powertrain of a vehicle is less than or equal to the sum of the required torque T1 of the vehicle and the workshop compensation torque ⁇ T2 The sum of half and the compensation torque ⁇ T1a in the first vehicle, that is, it is judged whether T11>(T1+ ⁇ T2)/2+ ⁇ T1a is satisfied; if the capacity torque T11 of the first powertrain of a vehicle is greater than the required torque T1 of the vehicle and workshop compensation The sum of half of the torque ⁇ T2 and the sum of the compensation torque ⁇ T1a in the first vehicle, that is, T11>(T1+ ⁇ T2)/2+ ⁇ T1a is true, then the powertrain of one vehicle does not need output capacity torque; The capacity torque T11 of the No.
  • 1 powertrain is less than or equal to the sum of half the sum of the required torque T1 of one vehicle and the workshop compensation torque ⁇ T2 and the sum of the first vehicle interior compensation torque ⁇ T1a, that is, T11>(T1+ ⁇ T2)/2+ ⁇ T1a is False, the powertrain of one car and one needs output capacity torque.
  • the sum of the assumed required torque (T1+ ⁇ T2)/2 of the first vehicle's No. 1 powertrain (T1+ ⁇ T2)/2 and the first in-vehicle compensation torque ⁇ T1a is used as the total torque required for the No. 1 powertrain of the vehicle, and judge the No. 1 vehicle by comparison
  • the total torque exceeds the capacity torque T11 of the No. 1 powertrain of a car, and it is considered that the No. 1 powertrain of a car needs the output capacity torque and cannot provide more power compensation.
  • the method is reasonable, simple and easy to implement, ensuring the power of the vehicle.
  • the demand also guarantees the normal operation of the No. 1 powertrain of a car.
  • step 205 can output the result according to the actual demand of the vehicle. For example, when the total torque required by the No. 1 powertrain of a vehicle exceeds the capacity of the No. 1 powertrain of a vehicle by 10% (or other ratios) ), or when the total torque required for the No. 1 powertrain of a car reaches 90% (or other proportions) of the capacity torque T11 of the No. 1 powertrain of a car, it is judged that the No. 1 powertrain of a car requires the output capacity torque .
  • step 206 is executed; if it is determined in step 205 that the No. 1 powertrain of a vehicle does not need to output capacity torque, step 207 is executed.
  • Step 206 Control the output of the No. 1 powertrain of the No. 1 car according to the required torque T1 of the No. 1 car, the required torque T2 of the No. 2 car, T2, the capacity torque T20 of the No. 2 powertrain of the car No. 2 and the capacity torque T12 of the No. 2 powertrain of the car. Torque.
  • Step 207 Control the output torque of the No. 1 powertrain of the vehicle to the capacity torque T11 of the No. 1 powertrain of the vehicle.
  • the TCU will be based on the required torque T1 of the first car, the required torque T2 of the second car, the capacity of the second car’s powertrain, the torque T20, and the capacity of the first car’s second powertrain.
  • the torque T12 reasonably calculates and controls the output torque of the No. 1 powertrain of the first car, so as to compensate for the power of the No. 2 powertrain of the second car and the No. 2 powertrain of the first car, reducing the pull of the coupler between the first car and the second car.
  • the pressure changes, thereby increasing the service life of the connected coupler; and as much as possible to reduce the impact of insufficient power of the vehicle when the powertrain fails, so as to meet the power demand of the vehicle.
  • step 206 is step 606, including: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1+ ⁇ T2)/2+ ⁇ T1a;
  • the sum of the assumed required torque (T1+ ⁇ T2)/2 of the No. 1 powertrain of a car and the compensation torque ⁇ T1a of the first car is regarded as the sum of the No. 1 car.
  • the power compensation of Chengxiang 2nd car powertrain and 1st car 2nd powertrain is reasonable, simple and easy to implement, ensuring the power demand of the vehicle.
  • step 206 may output the result according to the actual demand of the vehicle, for example, after adjusting the total torque (T1+ ⁇ T2)/2+ ⁇ T1a required by the one-vehicle powertrain with a correction amount or a correction coefficient, etc., As the output torque of the No. 1 powertrain of a car.
  • FIG. 4 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 3 of the application.
  • the power distribution method for a vehicle includes the following steps:
  • Step 301 Obtain vehicle status information; wherein, the vehicle status information includes: the current class a of the vehicle, the current load m1 of the first vehicle, the current load m2 of the second vehicle, the current load m2 of the second vehicle, the powertrain capacity torque T11 of the first vehicle, and the second vehicle No. 2 powertrain capacity torque T12, second car powertrain capacity torque T20.
  • Step 301 is the same as step 201 in the second embodiment of the present application.
  • Step 302 Calculate the required torque T1 of the first vehicle and the required torque T2 of the second vehicle according to the current class a of the vehicle, the current load m1 of the first vehicle, and the current load m2 of the second vehicle. Step 302 is the same as step 202 in the second embodiment of the present application.
  • step 303 according to the capacity torque T20 of the two-vehicle powertrain and the required torque T2 of the two-vehicle powertrain, it is determined whether the one-vehicle powertrain needs power compensation to the second-vehicle powertrain. Step 303 is the same as step 203 in the second embodiment of the present application.
  • step 303 If it is determined in step 303 that the one-vehicle powertrain needs to perform power compensation to the two-vehicle powertrain, then the one-vehicle powertrain is controlled to perform power compensation to the two-vehicle powertrain. Controlling the powertrain of one vehicle to perform power compensation to the powertrain of the second vehicle includes step 304.
  • Step 304 according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the second vehicle powertrain, and the capacity torque T12 of the first vehicle No. 2 powertrain, determine whether the No. 1 powertrain of the first vehicle is required Perform power compensation to the No. 2 powertrain of the first car.
  • Step 304 is the same as step 204 in the second embodiment of the present application.
  • step 305 is executed.
  • Step 305 according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the second vehicle powertrain, and the capacity torque T11 of the first vehicle No. 1 powertrain, determine whether the No. 1 powertrain of the first vehicle is required Output capacity torque.
  • step 305 is step 608, which includes determining whether the capacity torque T11 of the No. 1 powertrain of a vehicle is less than or equal to the sum of the required torque T1 of the vehicle and the workshop compensation torque ⁇ T2 Half, that is, it is judged whether T11>(T1+ ⁇ T2)/2 is satisfied; if the capacity torque T11 of the No. 1 powertrain of a vehicle is greater than half of the sum of the required torque T1 of the vehicle and the workshop compensation torque ⁇ T2, that is, T11>(T1 + ⁇ T2)/2 is true, then the No. 1 powertrain of a vehicle does not need to output capacity torque; if the capacity torque T11 of the No.
  • step 305 may output the result according to the actual demand of the vehicle. For example, when the total torque required by the No. 1 powertrain of a vehicle exceeds the capacity of the No. 1 powertrain of a vehicle, the torque T11 is 10% (or other proportions). ), or when the total torque required for the No. 1 powertrain of a car reaches 90% (or other proportions) of the capacity torque T11 of the No. 1 powertrain of a car, it is judged that the No. 1 powertrain of a car requires the output capacity torque .
  • step 306 is executed; if it is determined in step 305 that the No. 1 powertrain of a vehicle needs to output capacity torque, step 307 is executed.
  • step 306 the output torque of the No. 1 powertrain of the first vehicle is controlled according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, and the capacity torque T20 of the second vehicle powertrain.
  • Step 307 Control the output torque of the No. 1 powertrain of the vehicle to the capacity torque T11 of the No. 1 powertrain of the vehicle.
  • the TCU will reasonably calculate and control the No. 1 powertrain of the first vehicle based on the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, and the capacity torque T20 of the second vehicle’s powertrain
  • the output torque of the two cars is compensated for the powertrain of the second car, which reduces the change in the tension of the coupler connected between the first car and the second car, thereby increasing the service life of the coupler; and reducing the powertrain as much as possible.
  • the failure it will affect the insufficient power of the vehicle, so as to meet the power demand of the vehicle.
  • step 306 is step 609, including: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1+ ⁇ T2)/2;
  • step 307 is step 610, including: controlling The output torque of the No. 1 powertrain is T11.
  • the assumed required torque (T1+ ⁇ T2)/2 of the No. 1 powertrain of a car is used as the total torque required for the No. 1 powertrain of a car, and control
  • the output torque of the No. 1 powertrain of the first car is equal to the total torque required by the No. 1 powertrain of the first car (T1+ ⁇ T2)/2, which completes the power compensation from the No. 1 powertrain of the first car to the powertrain of the second car.
  • step 306 may output the result according to the actual demand of the vehicle. For example, the total torque (T1+ ⁇ T2)/2 required by the powertrain of one vehicle and the first powertrain (T1+ ⁇ T2)/2 is adjusted by a correction amount or a correction coefficient, etc., as a The output torque of the car's No. 1 powertrain.
  • FIG. 5 is a schematic flow chart of a power distribution method for a vehicle provided in the fourth embodiment of the application.
  • the power distribution method for a vehicle includes the following steps:
  • Step 401 Acquire vehicle status information; wherein, the vehicle status information includes: the current rank a of the vehicle, the current load m1 of the first vehicle, the current load m2 of the second vehicle, the current load m2 of the second vehicle, the powertrain capacity torque T11 of the first vehicle, and the second vehicle No. 2 powertrain capacity torque T12, second car powertrain capacity torque T20.
  • Step 401 is the same as step 201 in the second embodiment of the present application.
  • Step 402 Calculate the required torque T1 of the first vehicle and the required torque T2 of the second vehicle according to the current class a of the vehicle, the current load m1 of the first vehicle, and the current load m2 of the second vehicle. Step 402 is the same as step 202 in the second embodiment of the present application.
  • step 403 according to the capacity torque T20 of the two-vehicle powertrain and the required torque T2 of the two-vehicle powertrain, it is determined whether the one-vehicle powertrain needs power compensation to the two-vehicle powertrain. Step 403 is the same as step 203 in the second embodiment of the present application.
  • step 404 is executed.
  • step 404 according to the required torque T1 of the first vehicle and the capacity torque T12 of the second powertrain of the first vehicle, it is determined whether the first powertrain of the first vehicle needs power compensation to the second powertrain of the first vehicle.
  • the TCU judges whether the No. 1 powertrain of the No. 1 car needs to be compensated for the No. 2 powertrain of the No. 1 vehicle according to the required torque T1 of the No. 1 vehicle and the capacity torque T12 of the No. 2 powertrain of the vehicle. If the judgment result is Yes, the TCU can control the output torque of the No. 1 powertrain of a car as needed, and compensate for the power of the No. 2 powertrain of the car.
  • the aforementioned power compensation distribution method minimizes the impact of insufficient power on the vehicle when the powertrain fails, thereby meeting the power demand of the vehicle.
  • the required torque T1 is equally distributed to the first powertrain of a car and the second powertrain of a car, that is, the assumed required torques of the first powertrain of the first car and the second powertrain of the first car are both ( T1)/2.
  • the capacity torque T12 of the No. 2 powertrain of the first car and the assumed required torque (T1)/2 of the No. 2 powertrain of the first car judge whether the No. 1 powertrain of the first car needs to be forwarded.
  • Car No. 2 powertrain performs power compensation, that is, as long as the hypothetical required torque (T1)/2 of the No. 2 powertrain of a car exceeds the capacity torque T12 of the No. 2 powertrain of a car, it is considered that the No. 2 powertrain of a car is
  • the assembly needs to receive power compensation.
  • the method is reasonable, simple and easy to implement, which ensures the power demand of the vehicle.
  • step 404 may output the result according to the actual demand of the vehicle. For example, when the assumed required torque (T1)/2 of the No. 2 powertrain of a vehicle is greater than the torque T12 of the No. 2 powertrain of a vehicle. 10% (or other ratio), or when the assumed required torque (T1)/2 of the No. 2 powertrain of the first car reaches 90% (or other ratio) of the torque T12 of the No. 2 powertrain of the first car, judgement For the No. 1 powertrain of a car, the power compensation of the No. 2 powertrain of a car is required.
  • step 404 If it is determined in step 404 that the No. 1 powertrain of the first vehicle needs to perform power compensation to the No. 2 powertrain of the first vehicle, then the No. 1 powertrain of the first vehicle is controlled to perform power compensation to the No. 2 powertrain of the first vehicle.
  • Controlling the powertrain of one vehicle to perform power compensation to the powertrain of the second vehicle includes step 405.
  • Step 405 According to the required torque T1 of the first vehicle, the capacity torque T12 of the No. 2 powertrain of the first vehicle, and the capacity torque T11 of the No. 1 powertrain of the first vehicle, determine whether the No. 1 powertrain of the vehicle needs to output the capacity torque.
  • step 405 is step 612, which includes determining whether the capacity torque T11 of the No. 1 powertrain of a vehicle is less than or equal to half of the required torque T1 of the vehicle and the second in-vehicle compensation The sum of the torque ⁇ T1b, that is, it is judged whether T11>(T1)/2+ ⁇ T1b is satisfied; if the capacity torque T11 of the first powertrain of one car is greater than the sum of half of the required torque T1 of the one car and the second internal compensation torque ⁇ T1b , That is, T11>(T1)/2+ ⁇ T1b is true, then a vehicle’s No.
  • the sum of the assumed required torque (T1)/2 of the No. 1 powertrain of a vehicle and the compensation torque ⁇ T1b in the second vehicle is taken as the total torque required for the No. 1 powertrain of the vehicle.
  • the method is reasonable, simple and easy to implement, ensuring the power demand of the vehicle. It also guarantees the normal operation of the No. 1 powertrain of a car.
  • step 405 may output the result according to the actual demand of the vehicle. For example, when the total torque required by the No. 1 powertrain of a vehicle exceeds the capacity of the No. 1 powertrain of a vehicle by 10% (or other proportions) ), or when the total torque required for the No. 1 powertrain of a car reaches 90% (or other proportions) of the capacity torque T11 of the No. 1 powertrain of a car, it is judged that the No. 1 powertrain of a car requires the output capacity torque .
  • step 406 is executed; if it is determined in step 405 that the No. 1 powertrain of a vehicle needs to output capacity torque, step 407 is executed.
  • step 406 the output torque of the first powertrain of the first vehicle is controlled according to the required torque T1 of the first vehicle and the capacity torque T12 of the second powertrain of the first vehicle.
  • step 407 the output torque of the No. 1 powertrain of the vehicle is controlled to be the capacity torque T11 of the No. 1 powertrain of the vehicle.
  • TCU will reasonably calculate and control the output torque of a vehicle’s No. 1 powertrain based on the required torque T1 of the first vehicle and the capacity torque T12 of the No. 2 powertrain of the vehicle. In this way, the power compensation is carried out to the No. 2 powertrain of the first vehicle, and the impact of the power shortage on the vehicle when the powertrain fails as much as possible, so as to meet the power demand of the vehicle.
  • step 406 is step 613, which includes: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1)/2+ ⁇ T1b;
  • step 407 is step 614, including: controlling one The output torque of the No. 1 powertrain is T11.
  • the sum of the assumed required torque (T1)/2 of the No. 1 powertrain of a vehicle and the compensation torque ⁇ T1b of the second vehicle is used as the powertrain of the vehicle No. 1
  • the output torque of the No. 1 powertrain of a car to be equal to the total torque required by the No. 1 powertrain of a car (T1)/2+ ⁇ T1b, and complete the No. 1 powertrain of a car to the second car
  • the method of power compensation for the powertrain and the No. 2 powertrain of the first car is reasonable, simple and easy to implement, which ensures the power demand of the vehicle.
  • step 406 may output the result according to the actual demand of the vehicle. For example, the total torque (T1)/2+ ⁇ T1b required by the No. 1 powertrain of a vehicle is adjusted by a correction amount or a correction coefficient, etc., as a The output torque of the car's No. 1 powertrain.
  • FIG. 6 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 5 of the application.
  • the power distribution method for a vehicle includes the following steps:
  • Step 501 Obtain vehicle status information; where the vehicle status information includes: the current class a of the vehicle, the current load m1 of the first vehicle, the current load m2 of the second vehicle, the powertrain capacity torque T11 of the first vehicle, and the second vehicle No. 2 powertrain capacity torque T12, second car powertrain capacity torque T20.
  • Step 501 is the same as step 201 in the second embodiment of the present application.
  • Step 502 Calculate the required torque T1 of the first vehicle and the required torque T2 of the second vehicle according to the current class a of the vehicle, the current load m1 of the first vehicle, and the current load m2 of the second vehicle. Step 502 is the same as step 202 in the second embodiment of the present application.
  • Step 503 According to the capacity torque T20 of the two-vehicle powertrain and the required torque T2 of the two-vehicle powertrain, it is determined whether the powertrain of the one-vehicle needs to perform power compensation to the powertrain of the second vehicle. Step 503 is the same as step 203 in the second embodiment of the present application.
  • step 504 If it is determined in step 503 that the one-vehicle powertrain does not need to perform power compensation for the second-vehicle powertrain, step 504 is executed.
  • Step 504 according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the second vehicle powertrain, and the capacity torque T12 of the first vehicle No. 2 powertrain, determine whether the No. 1 powertrain of the first vehicle is required Perform power compensation to the No. 2 powertrain of the first car.
  • Step 504 is the same as step 404 in the fourth embodiment of the present application.
  • step 505 is executed.
  • Step 505 According to the required torque T1 of the vehicle and the capacity torque T11 of the No. 1 powertrain of the vehicle, it is determined whether the No. 1 powertrain of the vehicle needs to output the capacity torque.
  • step 505 is step 615, including: determining whether the capacity torque T11 of the No. 1 powertrain of a vehicle is less than or equal to half of the required torque T1 of a vehicle, that is, determining whether T11 is satisfied >(T1)/2; if the capacity torque T11 of a vehicle's No. 1 powertrain is greater than half of the torque T1 required by a vehicle, that is, T11>(T1)/2 is true, then the vehicle's No. 1 powertrain is not required Output capacity torque; if the capacity torque T11 of the No. 1 powertrain of a car is less than or equal to half of the required torque T1 of the car, that is, T11>(T1)/2 is false, then the No. 1 powertrain of a car needs output capacity Torque.
  • the total torque required by the powertrain is used to determine whether a car’s No. 1 powertrain needs to output capacity torque, that is, as long as the total torque required for a car’s No. 1 powertrain exceeds that of a car’s No. 1 powertrain Capacity torque T11, it is considered that a car’s No. 1 powertrain needs to output the capacity torque and cannot provide the required total torque.
  • the method is reasonable, simple and easy to implement, which ensures the power demand of the vehicle and also guarantees the performance of the No. 1 powertrain. normal operation.
  • step 505 can output the result according to the actual demand of the vehicle. For example, when the total torque required by the No. 1 powertrain of a vehicle exceeds the capacity of the No. 1 powertrain of a vehicle, the torque T11 is 10% (or other proportions). ), or when the total torque required for the No. 1 powertrain of a car reaches 90% (or other proportions) of the capacity torque T11 of the No. 1 powertrain of a car, it is judged that the No. 1 powertrain of a car requires the output capacity torque .
  • step 506 is executed; if it is determined in step 505 that the No. 1 powertrain of a vehicle needs to output capacity torque, step 507 is executed.
  • Step 506 Control the output torque of the No. 1 powertrain of the vehicle according to the torque T1 required by the vehicle.
  • Step 507 Control the output torque of the No. 1 powertrain of the vehicle to the capacity torque T11 of the No. 1 powertrain of the vehicle.
  • the TCU will reasonably calculate and control the output torque of the vehicle's No. 1 powertrain based on the required torque T1 of the vehicle to meet the power demand of the vehicle.
  • step 506 is step 616, which includes: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1)/2; step 507 is step 617, controlling the No. 1 vehicle The output torque of the powertrain is T11.
  • the assumed required torque (T1)/2 of the vehicle’s No. 1 powertrain is used as the total torque required by the vehicle’s No. 1 powertrain, and the vehicle is controlled
  • the output torque of the No. 1 powertrain is equal to the total torque (T1)/2 required by the No. 1 powertrain of a vehicle.
  • the method is reasonable, simple and easy to implement, ensuring the power demand of the vehicle.
  • step 506 may output the result according to the actual demand of the vehicle. For example, the total torque (T1)/2 required by the powertrain of one vehicle and one number is adjusted by a correction amount or a correction factor, etc. The output torque of the No. powertrain.
  • the present application also proposes a computer-readable storage medium 1 on which a computer program is stored, and when the computer program is executed, it realizes the power distribution method of the vehicle as described in the above-mentioned embodiment.
  • this application also proposes a computer program product.
  • the instructions in the computer program product are executed, the power distribution method for the vehicle as described in the above-mentioned embodiments is executed.
  • the present application also proposes a traction control unit 10 including the computer-readable storage medium 1 of the foregoing embodiment.
  • the traction control unit 10 of the embodiment of the present application distributes power to the vehicle after obtaining information, calculating data, and executing a series of judgments, so as to meet the power demand of the vehicle.
  • the present application also proposes a powertrain, including a motor and the traction control unit according to the above-mentioned embodiment.
  • the traction control unit is used to control the output torque of the motor, so as to realize the power distribution method of the vehicle as described in the above embodiment.
  • this application also proposes a vehicle, including one vehicle and two vehicles.
  • the first vehicle includes the first vehicle powertrain and the first vehicle second powertrain
  • the second vehicle includes the second vehicle powertrain.
  • One car includes one or more cars
  • the second car includes one or more cars; that is to say, for a vehicle with multiple cars, no matter how many cars the vehicle has (at least two cars), all cars can be Divide into two groups of cars, one car and two cars, and use the sum of the required torques of all cars in one car as the required torque T1 of the first car and the sum of the required torques of all cars in the second car as the required torque T2 of the second car.
  • the first-vehicle No. 2 powertrain includes one or more powertrains according to the above-mentioned embodiment
  • the second-vehicle powertrain The components include one or more powertrains according to the above embodiments; that is to say, no matter how many powertrains (at least two powertrains) a vehicle has, all powertrain components can be divided into one vehicle and one powertrain.
  • No. 1 and No. 1 and No. 2 powertrains and the sum of the capacity torque of all the powertrains of No. 1 and No. 1 is used as the capacity torque T11 of the No. 1 powertrain.
  • the sum of the capacity torque is regarded as the capacity torque T12 of the No.
  • the power distribution method for a vehicle according to the embodiment of the present application is suitable for a vehicle with at least two cars, and has extremely high adaptability.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present application, "a plurality of” means at least two, such as two, three, etc., unless specifically defined otherwise.
  • a "computer-readable medium” can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, device, or device or in combination with these instruction execution systems, devices, or devices.
  • computer readable media include the following: electrical connections (electronic devices) with one or more wiring, portable computer disk cases (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable and editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer-readable medium may even be paper or other suitable media on which the program can be printed, because it can be used, for example, by optically scanning the paper or other media, and then editing, interpreting, or other suitable media if necessary. The program is processed in a manner to obtain the program electronically and then stored in the computer memory.
  • each part of this application can be implemented by hardware, software, firmware, or a combination thereof.
  • multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system.
  • Discrete logic gate circuits for implementing logic functions on data signals Logic circuit, application specific integrated circuit with suitable combinational logic gate, programmable gate array (PGA), field programmable gate array (FPGA), etc.
  • the functional units in the various embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units may be integrated into one module.
  • the above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. If the integrated module is implemented in the form of a software function module and sold or used as an independent product, it may also be stored in a computer readable storage medium.
  • the aforementioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.

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Abstract

一种车辆(100)及其动力分配方法，车辆(100)包括一车(110)和二车(120)；一车(110)包括一车动力总成(111)，二车(120)包括二车动力总成(121)；所述动力分配方法包括以下步骤：获取二车(120)所需扭矩T2和所述二车动力总成(121)的能力扭矩T20；根据所述二车动力总成(121)的能力扭矩T20和所述二车所需扭矩T2，判断所述一车动力总成(111)是否需要向所述二车动力总成(121)进行动力补偿；若所述一车动力总成(111)需要向所述二车动力总成(121)进行动力补偿，则控制所述一车动力总成(111)向所述二车动力总成(121)进行动力补偿。所述方法可根据车辆所需的扭矩和各个动力总成的扭矩输出能力合理地进行动力分配，有效避免出现车辆动力不足、无法满足车辆动力需求的问题。

Description

车辆及其动力分配方法
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2019年5月28日提交的、申请名称为“车辆及其动力分配方法”的、中国专利申请号“201910448956.0”的优先权。
技术领域
本申请属于车辆技术领域，尤其涉及一种车辆及其动力分配方法。
背景技术
相关技术中的具有多个动力总成的车辆，例如轨道车辆，在计算出整车所需总扭矩后，将总扭矩需求平均分配给多个牵引控制单元，然后牵引控制单元根据收到的扭矩信息控制电机输出相应扭矩。然而当其中一台电机或牵引控制单元出现故障后，动力总成将无法输出所需的扭矩，从而导致整车动力不足，无法满足整车动力需求。
申请内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本申请提出了一种车辆的动力分配方法。该方法可根据车辆所需的扭矩和各个动力总成的扭矩输出能力合理地进行动力分配，有效避免出现车辆动力不足、无法满足车辆动力需求的问题。
根据本申请实施例的车辆的动力分配方法，所述车辆包括一车和二车；所述一车包括一车动力总成，所述二车包括二车动力总成；所述动力分配方法包括以下步骤：
获取二车所需扭矩T2和所述二车动力总成的能力扭矩T20；
根据所述二车所需扭矩T2和所述二车动力总成的能力扭矩T20，判断所述一车动力总成是否需要向所述二车动力总成进行动力补偿；
若所述一车动力总成需要向所述二车动力总成进行动力补偿，则控制所述一车动力总成向所述二车动力总成进行动力补偿。
本申请实施例的车辆的动力分配方法，可使得在所述二车动力总成出现故障或者所述二车的载荷偏大、并可能出现所述二车动力总成的能力扭矩T20不足以满足所述二车所需扭矩T2时，控制所述一车动力总成输出更多的扭矩，向所述二车动力总成进行动力补偿，从而满足所述车辆的动力需求。
本申请还提出了一种牵引控制单元，包括计算机可读存储介质，所述计算机可读存储介 质上存储有计算机程序，所述计算机程序被执行时实现上述实施例所述的车辆的动力分配方法。
本申请实施例的牵引控制单元，在计算所述一车所需扭矩T1和所述二车所需扭矩T2后，再根据所述二车动力总成的能力扭矩T20和所述二车所需扭矩T2，判断所述一车动力总成是否需要向所述二车动力总成进行动力补偿。当所述二车动力总成出现故障、或者所述二车的载荷偏大，则可能出现所述二车动力总成的能力扭矩T20不足以满足所述二车所需扭矩T2，此时所述牵引控制单元可控制所述一车动力总成输出更多的扭矩，向所述二车动力总成进行动力补偿，从而满足所述车辆的动力需求。
本申请还提出了一种车辆，包括一车和二车；其中，所述一车包括一车一号动力总成和一车二号动力总成，所述二车包括二车动力总成；
所述一车包括一节或多节车厢，所述二车包括一节或多节车厢；
所述一车一号动力总成包括一个或多个、所述一车二号动力总成包括一个或多个、所述二车动力总成包括一个或多个；其中
所述一车一号动力总成、所述一车二号动力总成和所述二车动力总成结构相同且包括：电机和上述实施例所述的牵引控制单元；所述牵引控制单元用于控制所述电机的输出扭矩。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是本申请实施例提供的车辆的示意图。
图2是本申请实施例一提供的车辆的动力分配方法的流程示意图。
图3是本申请实施例二提供的车辆的动力分配方法的流程示意图。
图4是本申请实施例三提供的车辆的动力分配方法的流程示意图。
图5是本申请实施例四提供的车辆的动力分配方法的流程示意图。
图6是本申请实施例五提供的车辆的动力分配方法的流程示意图。
图7是本申请实施例提供的车辆的动力分配方法的流程示意图。
图8是本申请实施例提供的牵引控制单元示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
本申请的发明人通过研究和分析发现，现有的具有多个动力总成的车辆，例如轨道车辆、多节车厢的大巴等，在计算出整车所需总扭矩后，将总扭矩需求平均分配给多个牵引控制单元，然后牵引控制单元根据收到的扭矩信息控制电机输出相应扭矩。考虑到同一车辆上的动力总成的性能一般相同，平均分配扭矩需求的方法简单方便，能满足正常情况下的车辆行驶。然而，若其中一台电机或牵引控制单元出现故障后，动力总成将无法输出所需的扭矩，从而导致整车动力不足，无法满足整车动力需求；若不同车厢上的乘客或货物等载荷相差较大，由于整车的加速度相同，因此不同车厢所需的牵引力也相差较大，而整车所需总扭矩平均分配的方式，将使得每个车厢的牵引力相同，那么牵引力不足的车厢则需要依靠牵引力过剩的车厢进行牵引，这使得车厢之间的连接车钩将长期承受不断变化的拉压力，降低了连接车钩的使用寿命。针对上述原因，发明人对车辆的动力分配方法进行了改进，得出本申请的技术方案。
下面参考附图1-8描述本申请实施例的车辆及其动力分配方法、计算机可读存储介质、计算机程序产品、牵引控制单元和动力总成。图1为本申请实施例所提供的一种车辆的示意图，其中一个车辆100包括一车110和二车120；一车110包括一车动力总成，二车120包括二车动力总成121；一车动力总成包括一车一号动力总成111和一车二号动力总成112。
实施例一
图2为本申请实施例一所提供的一种车辆的动力分配方法的流程示意图，该车辆的动力分配方法包括以下步骤：
步骤101，获取二车所需扭矩T2和二车动力总成的能力扭矩T20。
步骤102，根据二车所需扭矩T2和二车动力总成的能力扭矩T20，判断一车动力总成是否需要向二车动力总成进行动力补偿。
步骤103，若一车动力总成需要向二车动力总成进行动力补偿，则控制一车动力总成向二车动力总成进行动力补偿。
当二车当前载荷较大时，二车所需扭矩T2可能接近甚至超出二车动力总成的能力扭矩T20；当二车动力总成发生故障时，二车动力总成将无法向二车提供足够的扭矩。此时，TCU根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是否需要向二车动力总成进行动力补偿；若判断结果为是，TCU可以根据需要控制一车动力总成输出扭矩，向二车动力总成进行动力补偿。上述动力补偿的分配方法，减小了一车与二车之间连接车钩的拉压力变化，从而提高了连接车钩的使用寿命；并尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
实施例二
图3为本申请实施例二所提供的一种车辆的动力分配方法的流程示意图，该车辆的动力分配方法包括以下步骤：
步骤201，获取车辆状态信息；其中，车辆状态信息包括：车辆当前的级位a、一车当前的载荷m1、二车当前的载荷m2、一车一号动力总成能力扭矩T11、一车二号动力总成能力扭矩T12、二车动力总成能力扭矩T20。
步骤202，根据车辆当前的级位a、一车当前的载荷m1和二车当前的载荷m2，计算一车所需扭矩T1和二车所需扭矩T2。
在一些实施例中，在车辆运行的过程中，牵引控制单元(Transmission Control Unit，简称TCU)获取车辆状态信息，包括车辆当前的级位a、一车当前的载荷m1和二车当前的载荷m2。由于不同的级位a对应不同的加速度，TCU根据车辆当前的级位a和一车当前的载荷m1可计算出一车所需扭矩T1、根据车辆当前的级位a和二车当前的载荷m2可计算出二车所需扭矩T2。
在一些实施例中，TCU还获取一车一号动力总成的能力扭矩T11、一车二号动力总成的能力扭矩T12和二车动力总成的能力扭矩T20，并根据一车所需扭矩T1、二车所需扭矩T2、一车一号动力总成的能力扭矩T11、一车二号动力总成的能力扭矩T12、二车动力总成的能力扭矩T20计算得车间补偿扭矩ΔT2、第一车内补偿扭矩ΔT1a和第二车内补偿扭矩ΔT1b。需要说明的是，能力扭矩为动力总成在安全状态下的最大输出扭矩，与动力总成的状态有关，若动力总成发生故障、老化等，其能力扭矩将发生改变。
在一些实施例中，如图7所示，车间补偿扭矩ΔT2＝T2-T20，第一车内补偿扭矩ΔT1a＝(T1+ΔT2)/2-T12，第二车内补偿扭矩ΔT1b＝(T1)/2-T12；在另一些实施例中，车间补偿扭矩ΔT2、第一车内补偿扭矩ΔT1a和第二车内补偿扭矩ΔT1b的计算可根据车辆的实际需求进行增加修正量或修正系数。
在一些实施例中，一车一号动力总成的能力扭矩T11、一车二号动力总成的能力扭矩T12和二车动力总成的能力扭矩T20中的一个或多个的获取，以及车间补偿扭矩ΔT2、第一车内补偿扭矩ΔT1a和第二车内补偿扭矩ΔT1b中的一个或多个的计算，可在步骤201或步骤202之后执行，也可在需要使用到T11、T12、T20、ΔT2、ΔT1a、ΔT1b中某个或某些参数的步骤前执行。
步骤203，根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是否需要向二车动力总成进行动力补偿。
当二车当前载荷较大时，二车所需扭矩T2可能接近甚至超出二车动力总成的能力扭矩T20；当二车动力总成发生故障时，二车动力总成将无法向二车提供足够的扭矩。此时，TCU根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是 否需要向二车动力总成进行动力补偿；若判断结果为是，TCU可以根据需要控制一车动力总成输出扭矩，向二车动力总成进行动力补偿。上述动力补偿的分配方法，减小了一车与二车之间连接车钩的拉压力变化，从而提高了连接车钩的使用寿命；并尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤203即步骤603包括：判断二车动力总成的能力扭矩T20是否小于二车所需扭矩T2，即判断是否满足车间补偿扭矩ΔT2＝T2-T20>0；若二车动力总成的能力扭矩T20小于二车所需扭矩T2，即ΔT2>0为真，则一车动力总成需要向二车动力总成进行动力补偿；若二车动力总成的能力扭矩T20大于或等于二车所需扭矩T2，即ΔT2>0为假，则一车动力总成不需要向二车动力总成进行动力补偿。
通过直接比较二车动力总成的能力扭矩T20和二车所需扭矩T2之间的大小，来判断一车动力总成是否需要二车动力总成进行动力补偿，即只要二车所需扭矩T2超过了二车动力总成的能力扭矩T20，便认为二车动力总成需要接受动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤203可根据车辆的实际需求输出结果，比如当二车所需扭矩T2超出二车动力总成的能力扭矩T20的10％(或其他比例)、或二车所需扭矩T2达到二车动力总成的能力扭矩T20的90％(或其他比例)以上时，判断为一车动力总成需要向二车动力总成进行动力补偿。
若步骤203判断为一车动力总成需要向二车动力总成进行动力补偿，则控制一车动力总成向二车动力总成进行动力补偿。控制一车动力总成向二车动力总成进行动力补偿，包括步骤204。
步骤204，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿。
当一车二号动力总成发生故障时，一车二号动力总成将无法向一车提供足够的扭矩或向二车提供足够的补偿扭矩。此时，TCU根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿；若判断结果为是，TCU可以根据需要控制一车一号动力总成输出扭矩，向一车二号动力总成进行动力补偿。上述动力补偿的分配方法，尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤204即步骤604，包括：判断一车二号动力总成的能力扭矩T12是否小于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即判断 是否满足第一车间补偿扭矩ΔT1a＝(T1+ΔT2)/2-T12>0；若一车二号动力总成的能力扭矩T12小于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即ΔT1a>0为真，则一车一号动力总成需要向一车二号动力总成进行动力补偿；若一车二号动力总成的能力扭矩T12大于或等于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即ΔT1a>0为假，则一车一号动力总成不需要向一车二号动力总成进行动力补偿。
将一车所需扭矩T1和车间补偿扭矩ΔT2的和作为一车所需总扭矩，并假设将一车所需总扭矩平均分配给一车一号动力总成和一车二号动力总成，即一车一号动力总成和一车二号动力总成的假设所需扭矩均为(T1+ΔT2)/2。通过直接比较一车二号动力总成的能力扭矩T12和一车二号动力总成的假设所需扭矩(T1+ΔT2)/2之间的大小，来判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿，即只要一车二号动力总成的假设所需扭矩(T1+ΔT2)/2超过了一车二号动力总成的能力扭矩T12，便认为一车二号动力总成需要接受动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤204可根据车辆的实际需求输出结果，比如当一车二号动力总成的假设所需扭矩(T1+ΔT2)/2超出一车二号动力总成的能力扭矩T12的10％(或其他比例)、或一车二号动力总成的假设所需扭矩(T1+ΔT2)/2达到一车二号动力总成的能力扭矩T12的90％(或其他比例)以上时，判断为一车一号动力总成需要向一车二号动力总成进行动力补偿。
若步骤204判断为一车一号动力总成需要向一车二号动力总成进行动力补偿，则控制一车一号动力总成向一车二号动力总成进行动力补偿。控制一车动力总成向二车动力总成进行动力补偿，包括步骤205。
步骤205，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20、一车二号动力总成的能力扭矩T12和一车一号动力总成的能力扭矩T11，判断一车一号动力总成是否需要输出能力扭矩。
当判断一车一号动力总成需要向一车二号动力总成进行动力补偿时，还需要考虑一车一号动力总成是否具有提供动力补偿的能力。
在一些实施例中，如图7所示，步骤205即步骤605，包括：判断一车一号动力总成的能力扭矩T11是否小于或等于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半与第一车内补偿扭矩ΔT1a的和，即判断是否满足T11>(T1+ΔT2)/2+ΔT1a；若一车一号动力总成的能力扭矩T11大于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半与第一车内补偿扭矩ΔT1a的和，即T11>(T1+ΔT2)/2+ΔT1a为真，则一车一号动力总成不需要输出能力扭矩；若一车一号动力总成的能力扭矩T11小于或等于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半与第一车内补偿扭矩ΔT1a的和，即T11>(T1+ΔT2)/2+ ΔT1a为假，则一车一号动力总成需要输出能力扭矩。
将一车一号动力总成的假设所需扭矩(T1+ΔT2)/2与第一车内补偿扭矩ΔT1a的和作为一车一号动力总成所需总扭矩，通过比较判断一车一号动力总成的能力扭矩T11和一车一号动力总成所需总扭矩之间的大小，来判断一车一号动力总成是否需要输出能力扭矩，即只要一车一号动力总成所需总扭矩超过了一车一号动力总成的能力扭矩T11，便认为一车一号动力总成需要输出能力扭矩而无法提供更多的动力补偿，方法合理简单、容易执行，保证了车辆的动力需求，也保证了一车一号动力总成的正常运行。
在另一些实施例中，步骤205可根据车辆的实际需求输出结果，比如当一车一号动力总成所需总扭矩超出一车一号动力总成的能力扭矩T11的10％(或其他比例)、或一车一号动力总成所需总扭矩达到一车一号动力总成的能力扭矩T11的90％(或其他比例)以上时，判断为一车一号动力总成需要输出能力扭矩。
若步骤205判断为一车一号动力总成不需要输出能力扭矩，则执行步骤206；若步骤205判断为一车一号动力总成需要输出能力扭矩，则执行步骤207。
步骤206，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，控制一车一号动力总成的输出扭矩。
步骤207，控制一车一号动力总成的输出扭矩为一车一号动力总成的能力扭矩T11。
若一车一号动力总成不需要输出能力扭矩，则TCU根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12合理计算并控制一车一号动力总成的输出扭矩，从而向二车动力总成、一车二号动力总成进行动力补偿，减小了一车与二车之间连接车钩的拉压力变化，从而提高了连接车钩的使用寿命；并尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤206即步骤606，包括：控制一车一号动力总成的输出扭矩为(T1+ΔT2)/2+ΔT1a；步骤207即步骤607，包括：控制一车一号动力总成的输出扭矩为T11。
当一车一号动力总成不需要输出能力扭矩时，将一车一号动力总成的假设所需扭矩(T1+ΔT2)/2与第一车内补偿扭矩ΔT1a的和作为一车一号动力总成所需总扭矩，并控制一车一号动力总成的输出扭矩等于一车一号动力总成所需总扭矩(T1+ΔT2)/2+ΔT1a，完成了一车一号动力总成向二车动力总成和一车二号动力总成的动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤206可根据车辆的实际需求输出结果，比如将一车一号动力总成所需总扭矩(T1+ΔT2)/2+ΔT1a通过修正量或修正系数等调整后，作为一车一号 动力总成的输出扭矩。
实施例三
图4为本申请实施例三所提供的一种车辆的动力分配方法的流程示意图，该车辆的动力分配方法包括以下步骤：
步骤301，获取车辆状态信息；其中，车辆状态信息包括：车辆当前的级位a、一车当前的载荷m1、二车当前的载荷m2、一车一号动力总成能力扭矩T11、一车二号动力总成能力扭矩T12、二车动力总成能力扭矩T20。步骤301与本申请实施例二的步骤201相同。
步骤302，根据车辆当前的级位a、一车当前的载荷m1和二车当前的载荷m2，计算一车所需扭矩T1和二车所需扭矩T2。步骤302与本申请实施例二的步骤202相同。
步骤303，根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是否需要向二车动力总成进行动力补偿。步骤303与本申请实施例二的步骤203相同。
若步骤303判断为一车动力总成需要向二车动力总成进行动力补偿，则控制一车动力总成向二车动力总成进行动力补偿。控制一车动力总成向二车动力总成进行动力补偿，包括步骤304。
步骤304，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿。步骤304与本申请实施例二的步骤204相同。
若步骤304判断为一车一号动力总成不需要向一车二号动力总成进行动力补偿，则执行步骤305。
步骤305，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车一号动力总成的能力扭矩T11，判断一车一号动力总成是否需要输出能力扭矩。
当判断一车一号动力总成不需要向一车二号动力总成进行动力补偿时，还需要考虑一车一号动力总成是否具有提供所需扭矩的能力。
在一些实施例中，如图7所示，步骤305即步骤608，包括：判断一车一号动力总成的能力扭矩T11是否小于或等于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即判断是否满足T11>(T1+ΔT2)/2；若一车一号动力总成的能力扭矩T11大于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即T11>(T1+ΔT2)/2为真，则一车一号动力总成不需要输出能力扭矩；若一车一号动力总成的能力扭矩T11小于或等于一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半，即T11>(T1+ΔT2)/2为假，则一车一号动力总成需要输出能力扭矩。
将一车一号动力总成的假设所需扭矩(T1+ΔT2)/2作为一车一号动力总成所需总扭 矩，通过直接比较一车一号动力总成的能力扭矩T11和一车一号动力总成所需总扭矩之间的大小，来判断一车一号动力总成是否需要输出能力扭矩，即只要一车一号动力总成所需总扭矩超过了一车一号动力总成的能力扭矩T11，便认为一车一号动力总成需要输出能力扭矩而无法提供所需总扭矩，方法合理简单、容易执行，保证了车辆的动力需求，也保证了一车一号动力总成的正常运行。
在另一些实施例中，步骤305可根据车辆的实际需求输出结果，比如当一车一号动力总成所需总扭矩超出一车一号动力总成的能力扭矩T11的10％(或其他比例)、或一车一号动力总成所需总扭矩达到一车一号动力总成的能力扭矩T11的90％(或其他比例)以上时，判断为一车一号动力总成需要输出能力扭矩。
若步骤305判断为一车一号动力总成不需要输出能力扭矩，则执行步骤306；若步骤305判断为一车一号动力总成需要输出能力扭矩，则执行步骤307。
步骤306，根据一车所需扭矩T1、二车所需扭矩T2和二车动力总成的能力扭矩T20，控制一车一号动力总成的输出扭矩。
步骤307，控制一车一号动力总成的输出扭矩为一车一号动力总成的能力扭矩T11。
若一车一号动力总成不需要输出能力扭矩，则TCU根据一车所需扭矩T1、二车所需扭矩T2和二车动力总成的能力扭矩T20合理计算并控制一车一号动力总成的输出扭矩，从而向二车动力总成进行动力补偿，减小了一车与二车之间连接车钩的拉压力变化，从而提高了连接车钩的使用寿命；并尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤306即步骤609，包括：,控制一车一号动力总成的输出扭矩为(T1+ΔT2)/2；步骤307即步骤610，包括：控制一车一号动力总成的输出扭矩为T11。
当一车一号动力总成不需要输出能力扭矩时，将一车一号动力总成的假设所需扭矩(T1+ΔT2)/2作为一车一号动力总成所需总扭矩，并控制一车一号动力总成的输出扭矩等于一车一号动力总成所需总扭矩(T1+ΔT2)/2，完成了一车一号动力总成向二车动力总成的动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤306可根据车辆的实际需求输出结果，比如将一车一号动力总成所需总扭矩(T1+ΔT2)/2通过修正量或修正系数等调整后，作为一车一号动力总成的输出扭矩。
实施例四
图5为本申请实施例四所提供的一种车辆的动力分配方法的流程示意图，该车辆的动力分配方法包括以下步骤：
步骤401，获取车辆状态信息；其中，车辆状态信息包括：车辆当前的级位a、一车当前的载荷m1、二车当前的载荷m2、一车一号动力总成能力扭矩T11、一车二号动力总成能力扭矩T12、二车动力总成能力扭矩T20。步骤401与本申请实施例二的步骤201相同。
步骤402，根据车辆当前的级位a、一车当前的载荷m1和二车当前的载荷m2，计算一车所需扭矩T1和二车所需扭矩T2。步骤402与本申请实施例二的步骤202相同。
步骤403，根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是否需要向二车动力总成进行动力补偿。步骤403与本申请实施例二的步骤203相同。
若步骤403判断为一车动力总成不需要向二车动力总成进行动力补偿，则执行步骤404。
步骤404，根据一车所需扭矩T1和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿。
当一车二号动力总成发生故障时，一车二号动力总成将无法向一车提供足够的扭矩。此时，TCU根据一车所需扭矩T1和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿；若判断结果为是，TCU可以根据需要控制一车一号动力总成输出扭矩，向一车二号动力总成进行动力补偿。上述动力补偿的分配方法，尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤404即步骤611，包括：判断一车二号动力总成的能力扭矩T12是否小于一车所需扭矩T1的一半，即判断是否满足第二车间补偿扭矩ΔT1b＝(T1)/2-T12>0；若一车二号动力总成的能力扭矩T12小于一车所需扭矩T1的一半，即ΔT1b＝(T1)/2-T12>0为真，则一车一号动力总成需要向一车二号动力总成进行动力补偿；若一车二号动力总成的能力扭矩T12大于或等于一车所需扭矩T1的一半，即ΔT1b＝(T1)/2-T12>0为假，则一车一号动力总成不需要向一车二号动力总成进行动力补偿。
假设将本所需扭矩T1平均分配给一车一号动力总成和一车二号动力总成，即一车一号动力总成和一车二号动力总成的假设所需扭矩均为(T1)/2。通过直接比较一车二号动力总成的能力扭矩T12和一车二号动力总成的假设所需扭矩(T1)/2之间的大小，来判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿，即只要一车二号动力总成的假设所需扭矩(T1)/2超过了一车二号动力总成的能力扭矩T12，便认为一车二号动力总成需要接受动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤404可根据车辆的实际需求输出结果，比如当一车二号动 力总成的假设所需扭矩(T1)/2超出一车二号动力总成的能力扭矩T12的10％(或其他比例)、或一车二号动力总成的假设所需扭矩(T1)/2达到一车二号动力总成的能力扭矩T12的90％(或其他比例)以上时，判断为一车一号动力总成需要向一车二号动力总成进行动力补偿。
若步骤404判断为一车一号动力总成需要向一车二号动力总成进行动力补偿，则控制一车一号动力总成向一车二号动力总成进行动力补偿。控制一车动力总成向二车动力总成进行动力补偿，包括步骤405。
步骤405，根据一车所需扭矩T1、一车二号动力总成的能力扭矩T12和一车一号动力总成的能力扭矩T11，判断一车一号动力总成是否需要输出能力扭矩。
当判断一车一号动力总成需要向一车二号动力总成进行动力补偿时，还需要考虑一车一号动力总成是否具有提供动力补偿的能力。
在一些实施例中，如图7所示，步骤405即步骤612，包括：判断一车一号动力总成的能力扭矩T11是否小于或等于一车所需扭矩T1的一半与第二车内补偿扭矩ΔT1b的和，即判断是否满足T11>(T1)/2+ΔT1b；若一车一号动力总成的能力扭矩T11大于一车所需扭矩T1的一半与第二车内补偿扭矩ΔT1b的和，即T11>(T1)/2+ΔT1b为真，则一车一号动力总成不需要输出能力扭矩；若一车一号动力总成的能力扭矩T11小于或等于一车所需扭矩T1的一半与第二车内补偿扭矩ΔT1b的和，即T11>(T1)/2+ΔT1b为假，则一车一号动力总成需要输出能力扭矩。
将一车一号动力总成的假设所需扭矩(T1)/2与第二车内补偿扭矩ΔT1b的和作为一车一号动力总成所需总扭矩，通过直接比较一车一号动力总成的能力扭矩T11和一车一号动力总成所需总扭矩之间的大小，来判断一车一号动力总成是否需要输出能力扭矩，即只要一车一号动力总成所需总扭矩超过了一车一号动力总成的能力扭矩T11，便认为一车一号动力总成需要输出能力扭矩而无法提供更多的动力补偿，方法合理简单、容易执行，保证了车辆的动力需求，也保证了一车一号动力总成的正常运行。
在另一些实施例中，步骤405可根据车辆的实际需求输出结果，比如当一车一号动力总成所需总扭矩超出一车一号动力总成的能力扭矩T11的10％(或其他比例)、或一车一号动力总成所需总扭矩达到一车一号动力总成的能力扭矩T11的90％(或其他比例)以上时，判断为一车一号动力总成需要输出能力扭矩。
若步骤405判断为一车一号动力总成不需要输出能力扭矩，则执行步骤406；若步骤405判断为一车一号动力总成需要输出能力扭矩，则执行步骤407。
步骤406，根据一车所需扭矩T1和一车二号动力总成的能力扭矩T12，控制一车一号动力总成的输出扭矩。
步骤407,控制一车一号动力总成的输出扭矩为一车一号动力总成的能力扭矩T11。
若一车一号动力总成不需要输出能力扭矩，则TCU根据一车所需扭矩T1和一车二号动力总成的能力扭矩T12合理计算并控制一车一号动力总成的输出扭矩，从而向一车二号动力总成进行动力补偿，尽可能地减轻了动力总成发生故障时对车辆动力不足的影响，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤406即步骤613，包括：控制一车一号动力总成的输出扭矩为(T1)/2+ΔT1b；步骤407即步骤614，包括：控制一车一号动力总成的输出扭矩为T11。
当一车一号动力总成不需要输出能力扭矩时，将一车一号动力总成的假设所需扭矩(T1)/2与第二车内补偿扭矩ΔT1b的和作为一车一号动力总成所需总扭矩，并控制一车一号动力总成的输出扭矩等于一车一号动力总成所需总扭矩(T1)/2+ΔT1b，完成了一车一号动力总成向二车动力总成和一车二号动力总成的动力补偿，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤406可根据车辆的实际需求输出结果，比如将一车一号动力总成所需总扭矩(T1)/2+ΔT1b通过修正量或修正系数等调整后，作为一车一号动力总成的输出扭矩。
实施例五
图6为本申请实施例五所提供的一种车辆的动力分配方法的流程示意图，该车辆的动力分配方法包括以下步骤：
步骤501，获取车辆状态信息；其中，车辆状态信息包括：车辆当前的级位a、一车当前的载荷m1、二车当前的载荷m2、一车一号动力总成能力扭矩T11、一车二号动力总成能力扭矩T12、二车动力总成能力扭矩T20。步骤501与本申请实施例二的步骤201相同。
步骤502，根据车辆当前的级位a、一车当前的载荷m1和二车当前的载荷m2，计算一车所需扭矩T1和二车所需扭矩T2。步骤502与本申请实施例二的步骤202相同。
步骤503，根据二车动力总成的能力扭矩T20和二车所需扭矩T2，判断一车动力总成是否需要向二车动力总成进行动力补偿。步骤503与本申请实施例二的步骤203相同。
若步骤503判断为一车动力总成不需要向二车动力总成进行动力补偿，执行步骤504。
步骤504，根据一车所需扭矩T1、二车所需扭矩T2、二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断一车一号动力总成是否需要向一车二号动力总成进行动力补偿。步骤504与本申请实施例四的步骤404相同。
若步骤504判断为一车一号动力总成不需要向一车二号动力总成进行动力补偿，则执行步骤505。
步骤505，根据一车所需扭矩T1和一车一号动力总成的能力扭矩T11，判断一车一号动力总成是否需要输出能力扭矩。
当判断一车一号动力总成不需要向一车二号动力总成进行动力补偿时，还需要考虑一车一号动力总成是否具有提供所需扭矩的能力。
在一些实施例中，如图7所示，步骤505即步骤615，包括：判断一车一号动力总成的能力扭矩T11是否小于或等于一车所需扭矩T1的一半，即判断是否满足T11>(T1)/2；若一车一号动力总成的能力扭矩T11大于一车所需扭矩T1的一半，即T11>(T1)/2为真，则一车一号动力总成不需要输出能力扭矩；若一车一号动力总成的能力扭矩T11小于或等于一车所需扭矩T1的一半，即T11>(T1)/2为假，则一车一号动力总成需要输出能力扭矩。
将一车一号动力总成的假设所需扭矩(T1)/2作为一车一号动力总成所需总扭矩，通过直接比较一车一号动力总成的能力扭矩T11和一车一号动力总成所需总扭矩之间的大小，来判断一车一号动力总成是否需要输出能力扭矩，即只要一车一号动力总成所需总扭矩超过了一车一号动力总成的能力扭矩T11，便认为一车一号动力总成需要输出能力扭矩而无法提供所需总扭矩，方法合理简单、容易执行，保证了车辆的动力需求，也保证了一车一号动力总成的正常运行。
在另一些实施例中，步骤505可根据车辆的实际需求输出结果，比如当一车一号动力总成所需总扭矩超出一车一号动力总成的能力扭矩T11的10％(或其他比例)、或一车一号动力总成所需总扭矩达到一车一号动力总成的能力扭矩T11的90％(或其他比例)以上时，判断为一车一号动力总成需要输出能力扭矩。
若步骤505判断为一车一号动力总成不需要输出能力扭矩，则执行步骤506；若步骤505判断为一车一号动力总成需要输出能力扭矩，则执行步骤507。
步骤506，根据一车所需扭矩T1，控制一车一号动力总成的输出扭矩。
步骤507，控制一车一号动力总成的输出扭矩为一车一号动力总成的能力扭矩T11。
若一车一号动力总成不需要输出能力扭矩，则TCU根据一车所需扭矩T1合理计算并控制一车一号动力总成的输出扭矩，从而满足车辆的动力需求。
在一些实施例中，如图7所示，步骤506即步骤616，包括：,控制一车一号动力总成的输出扭矩为(T1)/2；步骤507即步骤617，控制一车一号动力总成的输出扭矩为T11。
当一车一号动力总成不需要输出能力扭矩时，将一车一号动力总成的假设所需扭矩 (T1)/2作为一车一号动力总成所需总扭矩，并控制一车一号动力总成的输出扭矩等于一车一号动力总成所需总扭矩(T1)/2，方法合理简单、容易执行，保证了车辆的动力需求。
在另一些实施例中，步骤506可根据车辆的实际需求输出结果，比如将一车一号动力总成所需总扭矩(T1)/2通过修正量或修正系数等调整后，作为一车一号动力总成的输出扭矩。
为了实现上述实施例，本申请还提出一种计算机可读存储介质1，其上存储有计算机程序，该计算机程序被执行时实现如上述实施例所述的车辆的动力分配方法。
为了实现上述实施例，本申请还提出一种计算机程序产品，当计算机程序产品中的指令被执行时，执行如上述实施例所述的车辆的动力分配方法。
为了实现上述实施例，如图8所示，本申请还提出一种牵引控制单元10，包括上述实施例的计算机可读存储介质1。本申请实施例的牵引控制单元10，通过获取信息、计算数据、执行一系列判断等程序后，对车辆进行动力分配，从而满足车辆的动力需求。
为了实现上述实施例，本申请还提出一种动力总成，包括电机和根据上述实施例所述的牵引控制单元。牵引控制单元用于控制电机的输出扭矩，从而实现如上述实施例所述的车辆的动力分配方法。
为了实现上述实施例，本申请还提出一种车辆，包括一车和二车。其中，一车包括一车一号动力总成和一车二号动力总成，二车包括二车动力总成。一车包括一节或多节车厢，二车包括一节或多节车厢；也就是说，对于具有多节车厢的车辆，无论车辆具有多少节车厢(至少两节车厢)，都可将全部车厢分成一车和二车两组车厢，并将一车所有车厢所需扭矩的和作为一车所需扭矩T1、将二车所有车厢所需扭矩的和作为二车所需扭矩T2。一车一号动力总成包括一个或多个根据上述实施例所述的动力总成，一车二号动力总成包括一个或多个根据上述实施例所述的动力总成，二车动力总成包括一个或多个根据上述实施例所述的动力总成；也就是说，无论一车具有多少个动力总成(至少两个动力总成)，都可将全部动力总成分为一车一号和一车二号两组动力总成，并将一车一号所有动力总成的能力扭矩的和作为一车一号动力总成的能力扭矩T11、将一车二号所有动力总成的能力扭矩的和作为一车二号动力总成的能力扭矩T12；类似的，将二车所有动力总成的能力扭矩的和作为对动力总成的能力扭矩T20。因此，根据本申请实施例的车辆的动力分配方法，适用于具有至少两节车厢的车辆，具有极高的适应性。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述 不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本申请各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (20)

  1. 一种车辆的动力分配方法，所述车辆包括一车和二车；所述一车包括一车动力总成，所述二车包括二车动力总成；其特征在于，所述动力分配方法包括以下步骤：
    获取二车所需扭矩T2和所述二车动力总成的能力扭矩T20；
    根据所述二车所需扭矩T2和所述二车动力总成的能力扭矩T20，判断所述一车动力总成是否需要向所述二车动力总成进行动力补偿；
    若所述一车动力总成需要向所述二车动力总成进行动力补偿，则控制所述一车动力总成向所述二车动力总成进行动力补偿。
  2. 根据权利要求1所述的动力分配方法，其特征在于，所述根据所述二车所需扭矩T2和所述二车动力总成的能力扭矩T20，判断所述一车动力总成是否需要向所述二车动力总成进行动力补偿，包括：
    判断所述二车动力总成的能力扭矩T20是否小于所述二车所需扭矩T2；
    若所述二车动力总成的能力扭矩T20小于所述二车所需扭矩T2，则所述一车动力总成需要向所述二车动力总成进行动力补偿；
    若所述二车动力总成的能力扭矩T20大于或等于所述二车所需扭矩T2，则所述一车动力总成不需要向所述二车动力总成进行动力补偿。
  3. 根据权利要求1或2所述的动力分配方法，其特征在于，所述一车动力总成包括一车一号动力总成和一车二号动力总成；所述动力分配方法还包括：
    获取一车所需扭矩T1和所述一车二号动力总成的能力扭矩T12；
    其中，所述控制所述一车动力总成向所述二车动力总成进行动力补偿，包括：
    根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断所述一车一号动力总成是否需要向所述一车二号动力总成进行动力补偿；
    若所述一车一号动力总成需要向所述一车二号动力总成进行动力补偿，则控制所述一车一号动力总成向所述一车二号动力总成进行动力补偿。
  4. 根据权利要求3所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20和一车二号动力总成的能力扭矩T12，判断所述一车一号动力总成是否需要向所述一车二号动力总成进行动力补偿，包括：
    判断所述一车二号动力总成的能力扭矩T12是否小于所述一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半；其中，所述车间补偿扭矩ΔT2为T2-T20；
    若所述一车二号动力总成的能力扭矩T12小于所述一车所需扭矩T1与所述车间补偿扭 矩ΔT2的和的一半，则所述一车一号动力总成需要向所述一车二号动力总成进行动力补偿；
    若所述一车二号动力总成的能力扭矩T12大于或等于所述一车所需扭矩T1与所述车间补偿扭矩ΔT2的和的一半，则所述一车一号动力总成不需要向所述一车二号动力总成进行动力补偿。
  5. 根据权利要求3或4所述的动力分配方法，其特征在于，还包括：
    获取所述一车一号动力总成的能力扭矩T11；
    其中，所述控制所述一车一号动力总成向所述一车二号动力总成进行动力补偿，包括：
    根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20、所述一车二号动力总成的能力扭矩T12和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩；
    若所述一车一号动力总成不需要输出能力扭矩，则根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20和所述一车二号动力总成的能力扭矩T12，控制所述一车一号动力总成的输出扭矩；
    若所述一车一号动力总成需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为所述一车一号动力总成的能力扭矩T11。
  6. 根据权利要求5所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20、所述一车二号动力总成的能力扭矩T12和一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩，包括：
    判断所述一车一号动力总成的能力扭矩T11是否小于或等于所述一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半与第一车内补偿扭矩ΔT1a的和；其中，所述车间补偿扭矩ΔT2为T2-T20，所述第一车内补偿扭矩ΔT1a为(T1+ΔT2)/2-T12；
    若所述一车一号动力总成的能力扭矩T11大于所述一车所需扭矩T1与所述车间补偿扭矩ΔT2的和的一半与所述第一车内补偿扭矩ΔT1a的和，则所述一车一号动力总成不需要输出能力扭矩；
    若所述一车一号动力总成的能力扭矩T11小于或等于所述一车所需扭矩T1与所述车间补偿扭矩ΔT2的和的一半与所述第一车内补偿扭矩ΔT1a的和，则所述一车一号动力总成需要输出能力扭矩。
  7. 根据权利要求6所述的动力分配方法，其特征在于，若所述一车一号动力总成不需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为(T1+ΔT2)/2+ΔT1a。
  8. 根据权利要求3-7中任一项所述的动力分配方法，其特征在于，还包括：
    获取所述一车一号动力总成的能力扭矩T11；
    其中，所述控制所述一车动力总成向所述二车动力总成进行动力补偿，还包括：
    若所述一车一号动力总成不需要向所述一车二号动力总成进行动力补偿，则根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩；
    若所述一车一号动力总成不需要输出能力扭矩，则根据所述一车所需扭矩T1、所述二车所需扭矩T2和所述二车动力总成的能力扭矩T20，控制所述一车一号动力总成的输出扭矩；
    若所述一车一号动力总成需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为所述一车一号动力总成的能力扭矩T11。
  9. 根据权利要求8所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1、所述二车所需扭矩T2、所述二车动力总成的能力扭矩T20和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩，包括：
    判断所述一车一号动力总成的能力扭矩T11是否小于或等于所述一车所需扭矩T1与车间补偿扭矩ΔT2的和的一半；其中，所述车间补偿扭矩ΔT2为T2-T20；
    若所述一车一号动力总成的能力扭矩T11大于所述一车所需扭矩T1与所述车间补偿扭矩ΔT2的和的一半，则所述一车一号动力总成不需要输出能力扭矩；
    若所述一车一号动力总成的能力扭矩T11小于或等于所述一车所需扭矩T1与所述车间补偿扭矩ΔT2的和的一半，则所述一车一号动力总成需要输出能力扭矩。
  10. 根据权利要求9所述的动力分配方法，其特征在于，若所述一车一号动力总成不需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为(T1+ΔT2)/2。
  11. 根据权利要求1-10中任一项所述的动力分配方法，其特征在于，所述一车动力总成包括一车一号动力总成和一车二号动力总成；所述动力分配方法还包括：
    获取一车所需扭矩T1和所述一车二号动力总成的能力扭矩T12；
    若所述一车动力总成不需要向所述二车动力总成进行动力补偿，则根据所述一车所需扭矩T1和一车二号动力总成的能力扭矩T12，判断所述一车一号动力总成是否需要向所述一车二号动力总成进行动力补偿；
    若所述一车一号动力总成需要向所述一车二号动力总成进行动力补偿，则控制所述一车一号动力总成向所述一车二号动力总成进行动力补偿。
  12. 根据权利要求11所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1和一车二号动力总成的能力扭矩T12，判断所述一车一号动力总成是否需要向所述一车二号动力总成进行动力补偿，包括：
    判断所述一车二号动力总成的能力扭矩T12是否小于所述一车所需扭矩T1的一半；
    若所述一车二号动力总成的能力扭矩T12小于所述一车所需扭矩T1的一半，则所述一车一号动力总成需要向所述一车二号动力总成进行动力补偿；
    若所述一车二号动力总成的能力扭矩T12大于或等于所述一车所需扭矩T1的一半，则所述一车一号动力总成不需要向所述一车二号动力总成进行动力补偿。
  13. 根据权利要求11或12所述的动力分配方法，其特征在于，还包括：
    获取所述一车一号动力总成的能力扭矩T11；.
    其中，所述控制所述一车一号动力总成向所述一车二号动力总成进行动力补偿，包括：
    根据所述一车所需扭矩T1、所述一车二号动力总成的能力扭矩T12和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩；
    若所述一车一号动力总成不需要输出能力扭矩，则根据所述一车所需扭矩T1和所述一车二号动力总成的能力扭矩T12，控制所述一车一号动力总成的输出扭矩；
    若所述一车一号动力总成需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为所述一车一号动力总成的能力扭矩T11。
  14. 根据权利要求13所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1、所述一车二号动力总成的能力扭矩T12和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩，包括：
    判断所述一车一号动力总成的能力扭矩T11是否小于或等于所述一车所需扭矩T1的一半与第二车内补偿扭矩ΔT1b的和；其中，所述第二车内补偿扭矩ΔT1b为(T1)/2-T12；
    若所述一车一号动力总成的能力扭矩T11大于所述一车所需扭矩T1的一半与所述第二车内补偿扭矩ΔT1b的和，则所述一车一号动力总成不需要输出能力扭矩；
    若所述一车一号动力总成的能力扭矩T11小于或等于所述一车所需扭矩T1的一半与所述第二车内补偿扭矩ΔT1b的和，则所述一车一号动力总成需要输出能力扭矩。
  15. 根据权利要求14所述的动力分配方法，其特征在于，若所述一车一号动力总成不需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为(T1)/2+ΔT1b。
  16. 根据权利要求11-15中任一项所述的动力分配方法，其特征在于，还包括：
    获取所述一车一号动力总成的能力扭矩T11；
    若所述一车一号动力总成不需要向所述一车二号动力总成进行动力补偿，则根据所述一车所需扭矩T1和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩；
    若所述一车一号动力总成不需要输出能力扭矩，则根据所述一车所需扭矩T1，控制所述一车一号动力总成的输出扭矩；
    若所述一车一号动力总成需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩 为所述一车一号动力总成的能力扭矩T11。
  17. 根据权利要求16所述的动力分配方法，其特征在于，所述根据所述一车所需扭矩T1和所述一车一号动力总成的能力扭矩T11，判断所述一车一号动力总成是否需要输出能力扭矩，包括：
    判断所述一车一号动力总成的能力扭矩T11是否小于或等于所述一车所需扭矩T1的一半；
    若所述一车一号动力总成的能力扭矩T11大于所述一车所需扭矩T1的一半，则所述一车一号动力总成不需要输出能力扭矩；
    若所述一车一号动力总成的能力扭矩T11小于或等于所述一车所需扭矩T1的一半，则所述一车一号动力总成需要输出能力扭矩。
  18. 根据权利要求17所述的动力分配方法，其特征在于，若所述一车一号动力总成不需要输出能力扭矩，则控制所述一车一号动力总成的输出扭矩为(T1)/2。
  19. 一种牵引控制单元，其特征在于，包括计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被执行时实现如权利要求1-18中任一所述的车辆的动力分配方法。
  20. 一种车辆，其特征在于，包括一车和二车；其中，所述一车包括一车一号动力总成和一车二号动力总成，所述二车包括二车动力总成；
    所述一车包括一节或多节车厢，所述二车包括一节或多节车厢；
    所述一车一号动力总成包括一个或多个、所述一车二号动力总成包括一个或多个、所述二车动力总成包括一个或多个；其中
    所述一车一号动力总成、所述一车二号动力总成和所述二车动力总成结构相同且包括：电机和根据权利要求20所述的牵引控制单元；所述牵引控制单元用于控制所述电机的输出扭矩。
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