WO2020238907A1 - Vehicle and power allocation method therefor - Google Patents

Abstract

A vehicle (100) and a power allocation method therefor. The vehicle (100) comprises a first vehicle (110) and a second vehicle (120). The first vehicle (110) comprises a first vehicle powertrain (111), and the second vehicle (120) comprises a second vehicle powertrain (121). The power allocation method comprises the following steps: obtaining a torque T2 required for the second vehicle (120) and a capacity torque T20 of the second vehicle powertrain (121); determining, according to the capacity torque T20 of the second vehicle powertrain (121) and the torque T2 required for the second vehicle, whether the first vehicle powertrain (111) needs to perform power compensation on the second vehicle powertrain (121); and if the first vehicle powertrain (111) needs to perform power compensation on the second vehicle powertrain (121), controlling the first vehicle powertrain (111) to perform power compensation on the second vehicle powertrain (121). The method can reasonably allocate power according to the torque required for the vehicle, and the torque output capacity of powertrains, and effectively avoids problems of insufficient vehicle power and incapability of meeting the vehicle power demand.

Description

Vehicle and its power distribution method

Cross references to related applications

This application claims the priority of the Chinese patent application number “201910448956.0” filed by BYD Co., Ltd. on May 28, 2019 under the name of “Vehicle and its Power Distribution Method”.

Technical field

This application belongs to the field of vehicle technology, and in particular relates to a vehicle and a power distribution method thereof.

Background technique

For vehicles with multiple powertrains in the related art, such as rail vehicles, after calculating the total torque required by the vehicle, 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. However, when one of the motors or the traction control unit fails, 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.

Application content

This application aims to solve one of the technical problems in the related technology at least to a certain extent.

For this reason, 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.

According to the power distribution method of a vehicle according to an embodiment of the present application, 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:

Acquire the required torque T2 of the second vehicle and the capacity torque T20 of the powertrain of the second vehicle;

According to 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;

If 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 When 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 traction control unit of the embodiment of the present application calculates the required torque T1 of the first vehicle and the required torque T2 of the second vehicle, and then calculates the torque T20 required by the powertrain of the second vehicle and the required torque T20 of the second vehicle. The torque T2 determines whether the powertrain of the first vehicle needs to be compensated for the powertrain of the second vehicle. When the second-vehicle powertrain fails, or the load of the second-vehicle is too large, it may happen that the capacity torque T20 of the second-vehicle powertrain is insufficient to meet the required torque T2 of the second-vehicle. The traction control unit can control the one-vehicle powertrain to output more torque, and perform power compensation to the two-vehicle powertrain, so as to meet the power demand of the vehicle.

The application also proposes a vehicle, including one vehicle and two vehicles; wherein, the one vehicle includes a vehicle No. 1 powertrain and a vehicle No. 2 powertrain, and the second vehicle includes a two vehicle powertrain;

The one car includes one or more cars, and the two cars include one or more cars;

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

The first-vehicle No. 1 powertrain, the first-vehicle No. 2 powertrain, and the second-vehicle powertrain have the same structure and include: a motor and the traction control unit described in the foregoing embodiment; the traction control unit is used To control the output torque of the motor.

The additional aspects and advantages of the present application will be partially given in the following description, and some will become obvious from the following description, or be understood through the practice of the present application.

Description of the drawings

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.

4 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 3 of the present application.

FIG. 5 is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 4 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.

Detailed ways

The embodiments of the present application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary, and are intended to explain the application, but should not be understood as a limitation to the 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. However, if one of the motors or the traction control unit fails, the powertrain will not be able to output the required torque, resulting in insufficient power of the whole vehicle and unable to meet the power demand of the whole vehicle; if there are loads such as passengers or cargo on different cars The difference is large. Because the acceleration of the entire vehicle is the same, the traction required for different compartments is also quite different. The method of evenly distributing the total torque required by the entire vehicle will make the traction of each compartment the same, so the car with insufficient traction will It is necessary to rely on cars with excess traction for traction, which makes the connecting couplers between the cars bear constantly changing tension pressure for a long time, reducing the service life of the connecting couplers. In view of the foregoing reasons, the inventor has improved the power distribution method of the vehicle, and obtained the technical solution of the present application.

The following describes the vehicle and its power distribution method, computer-readable storage medium, computer program product, traction control unit, and power assembly according to the embodiments of the present application with reference to FIGS. 1-8. 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.

Example one

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.

When the current load of the second vehicle is large, the required torque T2 of the second vehicle may be close to or even exceed the torque T20 of the second vehicle powertrain; when the second vehicle powertrain fails, the second vehicle powertrain will not be able to provide the second vehicle Enough torque. At this time, 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.

Example two

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.

In some embodiments, during the operation of the vehicle, the traction control unit (Transmission Control Unit, TCU for short) 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.

In some embodiments, 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 ΔT2. One in-vehicle compensation torque ΔT1a and a second in-vehicle compensation torque ΔT1b. It should be noted that 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.

In some embodiments, as shown in Figure 7, the workshop compensation torque ΔT2=T2-T20, the first in-vehicle compensation torque ΔT1a=(T1+ΔT2)/2-T12, and the second in-vehicle compensation torque ΔT1b=(T1) /2-T12; In other embodiments, the calculation of the workshop compensation torque ΔT2, the first in-vehicle compensation torque ΔT1a, and the second in-vehicle compensation torque ΔT1b can be increased by a correction amount or a correction coefficient according to the actual demand of the vehicle.

In some embodiments, 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 ΔT2, the first in-vehicle compensation torque ΔT1a, and the second in-vehicle compensation torque ΔT1b can be performed after step 201 or step 202, or it can be used to T11, T12, T20, ΔT2, ΔT1a, ΔT1b one or some parameters are executed before the step.

In 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.

When the current load of the second vehicle is large, the required torque T2 of the second vehicle may be close to or even exceed the torque T20 of the second vehicle powertrain; when the second vehicle powertrain fails, the second vehicle powertrain will not be able to provide the second vehicle Enough torque. At this time, 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.

In some embodiments, as shown in FIG. 7, step 203 or step 603 includes: determining whether the capacity torque T20 of the powertrain of the second vehicle is less than the required torque T2 of the second vehicle, that is, determining whether the workshop compensation torque ΔT2=T2-T20 is satisfied >0; if the capacity torque T20 of the second-vehicle powertrain is less than the required torque T2 of the second-vehicle, that is, ΔT2>0 is true, then the first-vehicle powertrain needs to compensate for the second-vehicle powertrain; if the second-vehicle powertrain The resulting capacity torque T20 is greater than or equal to the required torque T2 of the second vehicle, that is, ΔT2>0 is false, and the powertrain of the one vehicle does not need to perform power compensation to the powertrain of the second vehicle.

By directly comparing the capacity torque T20 of the two-vehicle powertrain and the required torque T2 of the two-vehicle, judge whether the one-vehicle powertrain needs the two-vehicle powertrain for power compensation, that is, as long as the second-vehicle powertrain requires torque T2 If the torque T20 of the second-vehicle powertrain is exceeded, it is considered that the second-vehicle powertrain needs to receive power compensation. The method is reasonable, simple and easy to implement, which ensures the power demand of the vehicle.

In other embodiments, 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.

If it is determined in step 203 that 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 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.

When the No. 2 powertrain of the first car fails, the No. 2 powertrain of the first car will not be able to provide enough torque to the first car or provide sufficient compensation torque to the second car. At this time, 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.

In some embodiments, as shown in FIG. 7, step 204, step 604, includes determining whether the capacity torque T12 of the No. 2 powertrain of a vehicle is less than half of the sum of the required torque T1 of the vehicle and the workshop compensation torque ΔT2, That is, it is judged whether the first workshop compensation torque ΔT1a=(T1+ΔT2)/2-T12>0; if the capacity torque T12 of the No. 2 powertrain of a vehicle is less than the sum of the required torque T1 of the first vehicle and the workshop compensation torque ΔT2 Half, that is, ΔT1a>0 is true, then the No. 1 powertrain of a car needs to be compensated for the No. 2 powertrain of a car; if the capacity torque T12 of the No. 2 powertrain of a car is greater than or equal to the required torque of the first car Half of the sum of T1 and workshop compensation torque ΔT2, that is, ΔT1a>0 is false, then the No. 1 powertrain of a car does not need to perform power compensation to the No. 2 powertrain of a car.

The sum of the required torque T1 for a vehicle and the workshop compensation torque ΔT2 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+ΔT2)/2. By directly comparing the capacity torque T12 of the No. 2 powertrain of a car and the assumed required torque (T1+ΔT2)/2 of the No. 2 powertrain of a car, judge whether the No. 1 powertrain of a car is needed Carry out power compensation to the No. 2 powertrain of the first car, that is, as long as the assumed required torque (T1+ΔT2)/2 of the No. 2 powertrain of the first car exceeds the capacity torque T12 of the No. 2 powertrain of the first car, it is considered a The No. 2 powertrain of the car needs to receive power compensation. The method is reasonable, simple and easy to implement, which ensures the power demand of the vehicle.

In other embodiments, step 204 may output the result according to the actual demand of the vehicle, for example, when the assumed required torque (T1+ΔT2)/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+ΔT2)/2 of the No. 2 powertrain of the first car (T1+ΔT2)/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.

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.

When judging that the No. 1 powertrain of a vehicle needs to be compensated for the No. 2 powertrain of a vehicle, it is also necessary to consider whether the No. 1 powertrain of the vehicle has the ability to provide power compensation.

In some embodiments, as shown in FIG. 7, 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 ΔT2 The sum of half and the compensation torque ΔT1a in the first vehicle, that is, it is judged whether T11>(T1+ΔT2)/2+ΔT1a 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 ΔT2 and the sum of the compensation torque ΔT1a in the first vehicle, that is, T11>(T1+ΔT2)/2+ΔT1a 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 ΔT2 and the sum of the first vehicle interior compensation torque ΔT1a, that is, T11>(T1+ΔT2)/2+ ΔT1a is False, the powertrain of one car and one needs output capacity torque.

The sum of the assumed required torque (T1+ΔT2)/2 of the first vehicle's No. 1 powertrain (T1+ΔT2)/2 and the first in-vehicle compensation torque ΔT1a is used as the total torque required for the No. 1 powertrain of the vehicle, and judge the No. 1 vehicle by comparison The size between the capacity torque T11 of the powertrain and the total torque required by the No. 1 powertrain of a car to determine whether the No. 1 powertrain of a car needs to output the capacity torque, that is, as long as the No. 1 powertrain of a car requires 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.

In other embodiments, 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 .

If it is determined in step 205 that the No. 1 powertrain of a vehicle does not need to output capacity torque, step 206 is executed; if it is determined in step 205 that the powertrain of a vehicle No. 1 needs 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.

If the No. 1 powertrain of the first car does not need to output the capacity torque, 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.

In some embodiments, as shown in FIG. 7, step 206 is step 606, including: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1+ΔT2)/2+ΔT1a; step 207, step 607, includes: Control the output torque of the No. 1 powertrain of a car is T11.

When the No. 1 powertrain of a car does not need the output capacity torque, the sum of the assumed required torque (T1+ΔT2)/2 of the No. 1 powertrain of a car and the compensation torque ΔT1a of the first car is regarded as the sum of the No. 1 car. The total torque required by the powertrain, and control 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+ΔT2)/2+ΔT1a, completing the No. 1 powertrain of a 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.

In other embodiments, step 206 may output the result according to the actual demand of the vehicle, for example, after adjusting the total torque (T1+ΔT2)/2+ΔT1a 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.

Example three

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.

In 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.

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.

If it is determined in step 304 that the No. 1 powertrain of the first vehicle does not need to perform power compensation to the No. 2 powertrain of the vehicle, 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.

When judging that the No. 1 powertrain of a car does not need to compensate the No. 2 powertrain of a car, it is also necessary to consider whether the No. 1 powertrain of the car has the ability to provide the required torque.

In some embodiments, as shown in FIG. 7, 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 ΔT2 Half, that is, it is judged whether T11>(T1+ΔT2)/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 ΔT2, that is, T11>(T1 +ΔT2)/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. 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 ΔT2 Half of the ratio, that is, T11>(T1+ΔT2)/2 is false, then the powertrain of one vehicle needs to output capacity torque.

Take the hypothetical required torque (T1+ΔT2)/2 of the No. 1 powertrain of a vehicle as the total torque required for the No. 1 powertrain of a vehicle, and directly compare the capacity torque T11 of the No. 1 powertrain of a vehicle and a vehicle. The size between the total torque required by the No. 1 powertrain is used to determine whether a car No. 1 powertrain needs to output capacity torque, that is, as long as the total torque required by the No. 1 powertrain of a car exceeds the No. 1 powertrain of a car The resultant capacity torque T11, it is believed that the powertrain of 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 powertrain of the car No. 1 Into normal operation.

In other embodiments, 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 .

If it is determined in step 305 that the No. 1 powertrain of a vehicle does not need to 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.

In 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.

If the No. 1 powertrain of the first vehicle does not need to output capacity torque, 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. When the failure occurs, it will affect the insufficient power of the vehicle, so as to meet the power demand of the vehicle.

In some embodiments, as shown in FIG. 7, step 306 is step 609, including: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1+ΔT2)/2; step 307 is step 610, including: controlling The output torque of the No. 1 powertrain is T11.

When there is no need to output capacity torque for the No. 1 powertrain of a car, the assumed required torque (T1+ΔT2)/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+ΔT2)/2, which completes the power compensation from the No. 1 powertrain of the first car to the powertrain of the second car. Reasonable, simple, and easy to implement, ensuring the power demand of the vehicle.

In other embodiments, step 306 may output the result according to the actual demand of the vehicle. For example, the total torque (T1+ΔT2)/2 required by the powertrain of one vehicle and the first powertrain (T1+ΔT2)/2 is adjusted by a correction amount or a correction coefficient, etc., as a The output torque of the car's No. 1 powertrain.

Example four

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.

In 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.

If it is determined in step 403 that the one-vehicle powertrain does not need to perform power compensation for the second-vehicle powertrain, step 404 is executed.

In 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.

When the No. 2 powertrain of a car fails, the No. 2 powertrain of a car will not be able to provide enough torque to the first car. At this time, 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.

In some embodiments, as shown in FIG. 7, step 404 is step 611, which includes: determining whether the capacity torque T12 of the No. 2 powertrain of a vehicle is less than half of the torque T1 required by the vehicle, that is, determining whether it meets the requirements of the second workshop Compensation torque ΔT1b=(T1)/2-T12>0; if the capacity torque T12 of the second powertrain of a vehicle is less than half of the torque T1 required by a vehicle, that is, ΔT1b=(T1)/2-T12>0 is true , Then the No. 1 powertrain of a car needs to compensate the No. 2 powertrain of a car; if the capacity torque T12 of the No. 2 powertrain of a car is greater than or equal to half of the required torque T1 of the first car, that is, ΔT1b=( If T1)/2-T12>0 is false, the No. 1 powertrain of a car does not need to perform power compensation to the No. 2 powertrain of a car.

Assuming that 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. By directly comparing 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.

In other embodiments, 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.

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.

When judging that the No. 1 powertrain of a vehicle needs to be compensated for the No. 2 powertrain of a vehicle, it is also necessary to consider whether the No. 1 powertrain of the vehicle has the ability to provide power compensation.

In some embodiments, as shown in FIG. 7, 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 ΔT1b, that is, it is judged whether T11>(T1)/2+ΔT1b 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 ΔT1b , That is, T11>(T1)/2+ΔT1b is true, then a vehicle’s No. 1 powertrain does not need to output capacity torque; if the capacity torque T11 of a vehicle’s No. 1 powertrain is less than or equal to the required torque T1 The sum of half and the second in-vehicle compensation torque ΔT1b, that is, T11>(T1)/2+ΔT1b is false, then the powertrain of one vehicle requires output capacity torque.

The sum of the assumed required torque (T1)/2 of the No. 1 powertrain of a vehicle and the compensation torque ΔT1b in the second vehicle is taken as the total torque required for the No. 1 powertrain of the vehicle. By directly comparing the required torque of the No. 1 powertrain of the vehicle The size between the total torque T11 and the total torque required by the No. 1 powertrain of a car to determine whether the No. 1 powertrain of a car needs to output the capacity torque, that is, as long as the total torque required by the No. 1 powertrain of a car Exceeding the capacity torque T11 of the No. 1 powertrain of a car, 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 demand of the vehicle. It also guarantees the normal operation of the No. 1 powertrain of a car.

In other embodiments, 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 .

If it is determined in step 405 that the No. 1 powertrain of a vehicle does not need to 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.

In 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.

In 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.

If a vehicle’s No. 1 powertrain does not need to output capacity torque, 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.

In some embodiments, as shown in FIG. 7, step 406 is step 613, which includes: controlling the output torque of the No. 1 powertrain of a vehicle to be (T1)/2+ΔT1b; step 407 is step 614, including: controlling one The output torque of the No. 1 powertrain is T11.

When the No. 1 powertrain of a vehicle does not need to output capacity torque, the sum of the assumed required torque (T1)/2 of the No. 1 powertrain of a vehicle and the compensation torque ΔT1b of the second vehicle is used as the powertrain of the vehicle No. 1 To complete the required total torque, and control 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+ΔT1b, 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.

In other embodiments, step 406 may output the result according to the actual demand of the vehicle. For example, the total torque (T1)/2+ΔT1b 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.

Example five

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.

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.

If it is determined in step 504 that the first-vehicle powertrain does not need to perform power compensation to the first-vehicle second powertrain, 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.

When judging that the No. 1 powertrain of a car does not need to compensate the No. 2 powertrain of a car, it is also necessary to consider whether the No. 1 powertrain of the car has the ability to provide the required torque.

In some embodiments, as shown in FIG. 7, 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.

Take the hypothetical required torque (T1)/2 of the one-vehicle No. 1 powertrain as the total torque required for the one-vehicle No. 1 powertrain, and directly compare the capacity torque T11 of the one-vehicle No. 1 powertrain with the one-vehicle No. 1 powertrain. 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.

In other embodiments, 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 .

If it is determined in step 505 that the No. 1 powertrain of a vehicle does not need to 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.

If a vehicle's No. 1 powertrain does not require output capacity torque, 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.

In some embodiments, as shown in FIG. 7, 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.

When a vehicle’s No. 1 powertrain does not require output capacity torque, 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.

In other embodiments, 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.

In order to implement the above-mentioned embodiment, 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.

In order to implement the above-mentioned embodiments, this application also proposes a computer program product. When 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.

In order to implement the foregoing embodiment, as shown in FIG. 8, 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.

In order to implement the above-mentioned embodiment, 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.

In order to implement the above-mentioned embodiments, this application also proposes a vehicle, including one vehicle and two vehicles. Among them, the first vehicle includes the first vehicle powertrain and the first vehicle second powertrain, and the second vehicle includes the second vehicle powertrain. One car includes one or more cars, and 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. 1 powertrain includes one or more powertrains according to the above-mentioned embodiment, the first-vehicle No. 2 powertrain includes one or more powertrains according to the above-mentioned embodiment, and 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. 2 powertrain of the first car; similarly, the sum of the capacity torque of all the powertrains of the second car is taken as the capacity torque T20 for the powertrain. Therefore, 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.

In the description of this specification, descriptions with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean specific features described in conjunction with the embodiment or example , The structure, materials, or characteristics are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above-mentioned terms does not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples and the characteristics of the different embodiments or examples described in this specification without contradicting each other.

In addition, the terms "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.

Any process or method description in the flowchart or described in other ways herein can be understood as a module, segment or part of code that includes one or more executable instructions for implementing custom logic functions or steps of the process , And the scope of the preferred embodiments of the present application includes additional implementations, which may not be in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order according to the functions involved. This should It is understood by those skilled in the art to which the embodiments of this application belong.

The logic and/or steps represented in the flowchart or described in other ways herein, for example, can be considered as a sequenced list of executable instructions for implementing logic functions, and can be embodied in any computer-readable medium, For use by instruction execution systems, devices, or equipment (such as computer-based systems, systems including processors, or other systems that can fetch instructions from instruction execution systems, devices, or equipment and execute instructions), or combine these instruction execution systems, devices Or equipment. For the purposes of this specification, 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. More specific examples (non-exhaustive list) of 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). In addition, 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.

It should be understood that each part of this application can be implemented by hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if it is implemented by hardware as in another embodiment, it can be implemented by any one or a combination of the following technologies known in the art: 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.

Those of ordinary skill in the art can understand that all or part of the steps carried in the method of the foregoing embodiments can be implemented by a program instructing relevant hardware to complete. The program can be stored in a computer-readable storage medium. When executed, it includes one of the steps of the method embodiment or a combination thereof.

In addition, 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. Although the embodiments of the present application have been shown and described above, it can be understood that the above-mentioned embodiments are exemplary and should not be construed as limiting the present application. A person of ordinary skill in the art can comment on the foregoing within the scope of the present application. The embodiment undergoes changes, modifications, substitutions and modifications.

Claims (20)

A power distribution method for a vehicle, the vehicle includes one vehicle and two vehicles; the one vehicle includes a one-vehicle power assembly, and the second vehicle includes a two-vehicle power assembly; characterized in that, the power distribution method includes The following steps: Acquire the required torque T2 of the second vehicle and the capacity torque T20 of the powertrain of the second vehicle; According to 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; If 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 according to claim 1, characterized in that, according to the required torque T2 of the two vehicles and the capacity torque T20 of the powertrain of the two vehicles, it is determined whether the powertrain of the one vehicle needs to be The power compensation of the two-vehicle powertrain includes: Determine whether the capacity torque T20 of the two-vehicle powertrain is less than the required torque T2 of the two-vehicle; If the capacity torque T20 of the second-vehicle powertrain is less than the required torque T2 of the second-vehicle powertrain, the first-vehicle powertrain needs to perform power compensation to the second-vehicle powertrain; If the capacity torque T20 of the two-vehicle powertrain is greater than or equal to the required torque T2 of the two-vehicle powertrain, the one-vehicle powertrain does not need to perform power compensation to the two-vehicle powertrain. The power distribution method according to claim 1 or 2, wherein the one-vehicle powertrain includes a one-vehicle No. 1 powertrain and a one-vehicle No. 2 powertrain; the power distribution method further comprises: Acquire the required torque T1 of the first vehicle and the capacity torque T12 of the second powertrain of the first vehicle; Wherein, said controlling said one-vehicle powertrain to perform power compensation to said two-vehicle powertrain includes: 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 second powertrain, determine the first vehicle Whether the powertrain needs to perform power compensation to the No. 2 powertrain of the first vehicle; If 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. The power distribution method according to claim 3, wherein the torque T1 required by the first vehicle, the required torque T2 by the second vehicle, the torque T20, and the torque T20 of the second vehicle powertrain The capacity torque T12 of the No. 2 powertrain determines whether the No. 1 powertrain of the first car needs to be compensated for the No. 2 powertrain of the first car, including: Determine whether the capacity torque T12 of the No. 2 powertrain of the first vehicle is less than half of the sum of the required torque T1 of the first vehicle and the workshop compensation torque ΔT2; wherein, the workshop compensation torque ΔT2 is T2-T20; If the capacity torque T12 of the No. 2 powertrain of the first vehicle is less than half of the sum of the required torque T1 of the first vehicle and the workshop compensation torque ΔT2, the No. 1 powertrain of the first vehicle needs to be transferred to the first vehicle. Car No. 2 powertrain for power compensation; If the capacity torque T12 of the No. 2 powertrain of the first vehicle is greater than or equal to half of the sum of the required torque T1 of the first vehicle and the workshop compensation torque ΔT2, the No. 1 powertrain of the first vehicle does not need to be The No. 2 powertrain of the first vehicle performs power compensation. The power distribution method according to claim 3 or 4, further comprising: Obtain the capacity torque T11 of the No. 1 powertrain of the vehicle; Wherein, the controlling the No. 1 powertrain of the first vehicle to perform power compensation to the No. 2 powertrain of the vehicle includes: 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 The capacity torque T11 of the No. 1 powertrain is judged whether the No. 1 powertrain of the vehicle needs to output the capacity torque; If the No. 1 powertrain of the first vehicle does not require the output capacity torque, the required torque T1 of the first vehicle is required, the required torque T2 of the second vehicle, and the capacity torque T20 of the second vehicle powertrain and the The capacity torque T12 of the No. 2 powertrain of the first car is to control the output torque of the No. 1 powertrain of the first car; If the one-vehicle No. 1 powertrain requires output torque, the output torque of the one-vehicle No. 1 powertrain is controlled to be the capacity torque T11 of the one-vehicle No. 1 powertrain. The power distribution method according to claim 5, characterized in that, according to the required torque T1 of the first vehicle, the required torque T2 of the second vehicle, the capacity torque T20 of the powertrain of the second vehicle, the The capacity torque T12 of the No. 2 powertrain of a car and the capacity torque T11 of the No. 1 powertrain of a car, to determine whether the No. 1 powertrain of the first car needs to output capacity torque, including: Determine whether the capacity torque T11 of the one-vehicle powertrain No. 1 is less than or equal to the sum of half the sum of the required torque T1 of the one vehicle and the workshop compensation torque ΔT2 and the sum of the first in-vehicle compensation torque ΔT1a; wherein, the The workshop compensation torque ΔT2 is T2-T20, and the first in-vehicle compensation torque ΔT1a is (T1+ΔT2)/2-T12; If the capacity torque T11 of the one-vehicle powertrain No. 1 is greater than the sum of half the sum of the required torque T1 of the one vehicle and the workshop compensation torque ΔT2 and the sum of the first in-vehicle compensation torque ΔT1a, then The No. 1 powertrain of a vehicle does not require output capacity torque; If the capacity torque T11 of the No. 1 powertrain of the one vehicle is less than or equal to the sum of half the sum of the required torque T1 of the one vehicle and the workshop compensation torque ΔT2 and the sum of the first in-vehicle compensation torque ΔT1a, then The one-vehicle No. 1 powertrain requires output capacity torque. The method of power distribution according to claim 6, wherein if the output torque of the No. 1 powertrain of the vehicle is not required, the output torque of the No. 1 powertrain of the vehicle is controlled to be (T1+ΔT2 )/2+ΔT1a. The power distribution method according to any one of claims 3-7, further comprising: Obtain the capacity torque T11 of the No. 1 powertrain of the vehicle; Wherein, said controlling said one-vehicle powertrain to perform power compensation to said two-vehicle powertrain further includes: If the No. 1 powertrain of the first vehicle does not need to perform power compensation to the No. 2 powertrain of the first vehicle, the required torque T1, the second vehicle required torque T2, the second vehicle The capacity torque T20 of the powertrain and the capacity torque T11 of the one-vehicle No. 1 powertrain are judged whether the one-vehicle No. 1 powertrain needs to output capacity torque; If the No. 1 powertrain of the first vehicle does not need to output capacity torque, control all vehicles 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. State the output torque of the No. 1 powertrain of a car; If the one-vehicle No. 1 powertrain requires output torque, the output torque of the one-vehicle No. 1 powertrain is controlled to be the capacity torque T11 of the one-vehicle No. 1 powertrain. The method of power distribution according to claim 8, wherein 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 The capacity torque T11 of the No. 1 powertrain of a vehicle is judged whether the No. 1 powertrain of the vehicle needs to output the capacity torque, including: Determine whether the capacity torque T11 of the No. 1 powertrain of the vehicle is less than or equal to half of the sum of the required torque T1 of the vehicle and the workshop compensation torque ΔT2; wherein the workshop compensation torque ΔT2 is T2-T20; If the capacity torque T11 of the one-vehicle No. 1 powertrain is greater than half the sum of the required torque T1 of the one-vehicle and the workshop compensation torque ΔT2, the one-vehicle No. 1 powertrain does not need to output the capacity torque ； If the capacity torque T11 of the No. 1 powertrain of the vehicle is less than or equal to half of the sum of the required torque T1 of the vehicle and the workshop compensation torque ΔT2, the powertrain of the vehicle No. 1 needs output capacity Torque. The power distribution method according to claim 9, characterized in that, if the output torque of the No. 1 powertrain of the vehicle is not required, the output torque of the No. 1 powertrain of the vehicle is controlled to be (T1+ΔT2 )/2. The power distribution method according to any one of claims 1-10, wherein the one-vehicle powertrain includes a one-vehicle No. 1 powertrain and a one-vehicle No. 2 powertrain; the power distribution method Also includes: Acquire the required torque T1 of the first vehicle and the capacity torque T12 of the second powertrain of the first vehicle; If the one-vehicle powertrain does not need to perform power compensation for the two-vehicle powertrain, then the first-vehicle powertrain is determined based on the torque T1 required by the one-vehicle and the capacity torque T12 of the second-vehicle powertrain Whether the No. 1 powertrain needs to perform power compensation to the No. 2 powertrain of the first vehicle; If 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. The power distribution method according to claim 11, wherein said determining whether said first-vehicle No. 1 powertrain is based on said first-vehicle required torque T1 and said first-vehicle No. 2 powertrain capacity torque T12 Need to perform power compensation to the No. 2 powertrain of the first vehicle, including: Determine whether the capacity torque T12 of the No. 2 powertrain of the first vehicle is less than half of the required torque T1 of the first vehicle; If the capacity torque T12 of the No. 2 powertrain of the first vehicle is less than half of the required torque T1 of the first vehicle, the No. 1 powertrain of the first vehicle needs to perform power compensation to the No. 2 powertrain of the first vehicle ； If the capacity torque T12 of the No. 2 powertrain of the first vehicle is greater than or equal to half of the required torque T1 of the first vehicle, the No. 1 powertrain of the first vehicle does not need to be transferred to the No. 2 powertrain of the first vehicle. Perform power compensation. The power distribution method according to claim 11 or 12, further comprising: Obtain the capacity torque T11 of the No. 1 powertrain of the vehicle;. Wherein, the controlling the No. 1 powertrain of the first vehicle to perform power compensation to the No. 2 powertrain of the vehicle includes: According to the required torque T1 of the first vehicle, the capacity torque T12 of the second powertrain of the first vehicle, and the capacity torque T11 of the first powertrain of the first vehicle, it is determined whether the first powertrain of the first vehicle is required Output capacity torque; If the No. 1 powertrain of the first vehicle does not need to output capacity torque, control the No. 1 powertrain of the first vehicle according to the required torque T1 of the first vehicle and the capacity torque T12 of the No. 2 powertrain of the first vehicle Output torque; If the one-vehicle No. 1 powertrain requires output torque, the output torque of the one-vehicle No. 1 powertrain is controlled to be the capacity torque T11 of the one-vehicle No. 1 powertrain. The power distribution method according to claim 13, wherein the torque T12 according to the required torque T1 of the first vehicle, the capacity torque T12 of the second powertrain of the first vehicle and the first powertrain of the first vehicle The capacity torque T11 is used to determine whether the No. 1 powertrain of the vehicle needs to output capacity torque, including: Determine whether the capacity torque T11 of the one-vehicle No. 1 powertrain is less than or equal to the sum of half of the required torque T1 of the one-vehicle and the second in-vehicle compensation torque ΔT1b; wherein, the second in-vehicle compensation torque ΔT1b Is (T1)/2-T12; If the capacity torque T11 of the one-vehicle No. 1 powertrain is greater than the sum of half of the required torque T1 of the one-vehicle and the second in-vehicle compensation torque ΔT1b, then the one-vehicle No. 1 powertrain is not required Output capacity torque; If the capacity torque T11 of the one-vehicle No. 1 powertrain is less than or equal to the sum of half of the required torque T1 of the one-vehicle and the second in-vehicle compensation torque ΔT1b, then the one-vehicle No. 1 powertrain Need output capacity torque. The power distribution method according to claim 14, characterized in that, if the output torque of the No. 1 powertrain of the vehicle is not required, the output torque of the No. 1 powertrain of the vehicle is controlled to be (T1)/ 2+ΔT1b. 15. The power distribution method according to any one of claims 11-15, further comprising: Obtain the capacity torque T11 of the No. 1 powertrain of the vehicle; If the first-vehicle No. 1 powertrain does not need to perform power compensation to the first-vehicle No. 2 powertrain, the required torque T1 of the first vehicle and the capacity torque T11 of the No. 1 powertrain , To determine whether the No. 1 powertrain of the vehicle needs to output capacity torque; If the No. 1 powertrain of the first vehicle does not need output capacity torque, control the output torque of the No. 1 powertrain of the vehicle according to the required torque T1 of the one vehicle; If the one-vehicle No. 1 powertrain needs to output capacity torque, the output torque of the one-vehicle No. 1 powertrain is controlled to be the capacity torque T11 of the one-vehicle No. 1 powertrain. The method of power distribution according to claim 16, wherein the judgment is based on the required torque T1 of the one-vehicle and the capacity torque T11 of the one-vehicle No. 1 powertrain. Whether the output capacity torque is required for success, including: Judging whether the capacity torque T11 of the No. 1 powertrain of the vehicle is less than or equal to half of the torque T1 required by the vehicle; If the capacity torque T11 of the one-vehicle No. 1 powertrain is greater than half of the required torque T1 of the one-vehicle, the one-vehicle No. 1 powertrain does not need to output the capacity torque; If the capacity torque T11 of the one-vehicle No. 1 powertrain is less than or equal to half of the required torque T1 of the one-vehicle, the one-vehicle No. 1 powertrain needs to output the capacity torque. The method of power distribution according to claim 17, wherein if the output torque of the No. 1 powertrain of the vehicle is not required, the output torque of the No. 1 powertrain of the vehicle is controlled to be (T1)/ 2. A traction control unit, characterized in that it comprises a computer-readable storage medium on which a computer program is stored, and when the computer program is executed, the computer program is executed as described in any one of claims 1-18 The power distribution method of the vehicle. A vehicle characterized by comprising a vehicle and a vehicle; wherein the vehicle includes a vehicle with a No. 1 powertrain and a vehicle with a vehicle of a No. 2 powertrain, and the second vehicle includes a vehicle with a two-vehicle powertrain; The one car includes one or more cars, and the two cars include one or more cars; 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 The first-vehicle No. 1 powertrain, the first-vehicle No. 2 powertrain, and the second-vehicle powertrain have the same structure and include: a motor and the traction control unit according to claim 20; and the traction control unit Used to control the output torque of the motor.

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