WO2024104018A1 - 一种电动车辆动力系统的控制装置及其相关设备 - Google Patents

一种电动车辆动力系统的控制装置及其相关设备 Download PDF

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Publication number
WO2024104018A1
WO2024104018A1 PCT/CN2023/124227 CN2023124227W WO2024104018A1 WO 2024104018 A1 WO2024104018 A1 WO 2024104018A1 CN 2023124227 W CN2023124227 W CN 2023124227W WO 2024104018 A1 WO2024104018 A1 WO 2024104018A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive motor
torque distribution
electric vehicle
control device
rear drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/124227
Other languages
English (en)
French (fr)
Inventor
杨鹏
赵禹
胡晨晖
乔森
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Digital Power Technologies Co Ltd
Original Assignee
Huawei Digital Power Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Digital Power Technologies Co Ltd filed Critical Huawei Digital Power Technologies Co Ltd
Priority to EP23890455.1A priority Critical patent/EP4527672A4/en
Publication of WO2024104018A1 publication Critical patent/WO2024104018A1/zh
Priority to US19/029,922 priority patent/US20250162430A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • 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
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B60L2250/28—Accelerator pedal thresholds
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the torque distribution is mainly determined by the throttle signal and the brake signal.
  • the vehicle controller in the electric vehicle calculates the required torque of the vehicle according to the opening and closing degree of the throttle device and the opening and closing degree of the brake device, and controls the rotation of the motor with the required torque as the target, so that the motor can output the required torque to drive the wheels.
  • the motor control in the prior art mainly considers the throttle and the brake, and the factors considered are single, resulting in insufficient flexibility of the motor control.
  • the control device when the electric vehicle operates in any one of a plurality of driving modes, can adjust the torque distribution ratio of the front drive motor and the rear drive motor in response to the change amplitude of any one of the operating parameters of the electric vehicle and the operating parameters of the power system exceeding a preset value.
  • the control device may be specifically implemented as a vehicle controller, and the power system includes a master controller and a slave controller. Then, the vehicle controller sends control instructions to the master controller and the slave controller respectively according to the torque distribution ratio, and the master controller and the slave controller respectively adjust the torque output by the front drive motor and the rear drive motor according to the control instructions sent by the vehicle controller.
  • control device may be specifically implemented as a master controller and a slave controller.
  • the master controller may adjust the torque output by the front drive motor according to the torque distribution ratio, and send a control instruction to the slave controller according to the torque distribution ratio of the rear drive motor, and the slave controller adjusts the torque output by the rear drive motor according to the control instruction sent by the master controller.
  • the electric vehicle includes a throttle device and a brake device, the throttle device can be triggered by a driver and output a throttle signal, and the brake device can be triggered by a driver and output a brake signal.
  • the input end of the control device is directly connected to the throttle device and the brake device to receive the throttle signal and the brake signal.
  • the electric vehicle includes a steering angle sensing device, which can monitor the angle of the steering wheel and output a steering wheel angle signal, and the input end of the control device is directly connected to the steering angle sensing device to receive the steering wheel angle signal.
  • the front drive motor and the rear drive motor are respectively provided with temperature sensing devices, which respectively obtain the temperature of the front drive motor and the temperature of the rear drive motor and output temperature signals.
  • the control device is used to directly connect to the temperature sensing device to receive the temperature signal.
  • the control device obtains the operating parameters of the electric vehicle and the operating parameters of the power system according to the first frequency, and the control device outputs the torque distribution ratio of the front drive motor and the rear drive motor according to the second frequency.
  • the first frequency is greater than the second frequency.
  • a plurality of torque distribution tables and a plurality of groups of weights are stored in the control device.
  • the plurality of torque distribution tables include the correspondence between at least two parameters of the operating parameters of the electric vehicle and the operating parameters of the power system and a plurality of torque distribution reference ratios.
  • Each group of weights in the plurality of weights corresponds to a driving mode, and each group of weights includes a plurality of weight parameters.
  • One weight parameter in the plurality of weight parameters corresponds to a torque distribution table in the plurality of torque distribution tables.
  • control device searches for a plurality of torque distribution tables and determines a plurality of torque distribution reference ratios according to the operating parameters of the electric vehicle and the operating parameters of the power system; and the control device outputs the torque distribution ratio of the front drive motor and the rear drive motor according to a set of weights and a plurality of torque distribution reference ratios corresponding to the driving mode of the electric vehicle.
  • the plurality of torque distribution tables include a first torque distribution table
  • the plurality of torque distribution reference ratios include a first torque distribution reference ratio.
  • the first torque distribution table includes a correspondence between the efficiency of the front drive motor, the efficiency of the rear drive motor, and the first torque distribution reference ratio
  • the control device may search and determine the first torque distribution reference ratio in the first torque distribution table based on the obtained efficiency of the front drive motor and the efficiency of the rear drive motor.
  • the plurality of torque distribution tables include a second torque distribution table
  • the plurality of torque distribution reference ratios include a second torque distribution reference ratio.
  • the second torque distribution table includes a correspondence between the temperature and operating time of the front drive motor, the temperature and operating time of the rear drive motor, and the second torque distribution reference ratio, and the control device can search and determine the second torque distribution reference ratio in the second torque distribution table according to the obtained temperature and operating time of the front drive motor and the temperature and operating time of the rear drive motor.
  • multiple torque distribution tables include a third torque distribution table, and multiple torque distribution reference ratios include a third torque distribution reference ratio, wherein the third torque distribution table includes the correspondence between the vehicle speed, the steering wheel angle and the third torque distribution reference ratio, and the control device can search and determine the third torque distribution reference ratio in the third torque distribution table based on the acquired vehicle speed and steering wheel angle.
  • the control device determines a set of weights according to the driving mode of the electric vehicle; and calculates the torque distribution ratio corresponding to the driving mode of the electric vehicle based on the first torque distribution reference ratio and its corresponding weight parameters, the second torque distribution reference ratio and its corresponding weight parameters, and the third torque distribution reference ratio and its corresponding weight parameters.
  • the input end of the control device also obtains the speed of the electric vehicle.
  • the control device also increases the reference ratio of torque distribution for the front-drive motor in each intelligent driving mode in response to the speed of the electric vehicle being greater than the first preset speed threshold, so as to control the first inverter circuit to increase the current output to the front-drive motor.
  • the front-drive motor may be a motor used to drive the front wheels, i.e., front-drive; the rear-drive motor may be a motor used to drive the rear wheels, i.e., rear-drive. Therefore, when the electric vehicle is in a high-speed driving state, the torque output by the front-drive can be increased and the torque output by the rear-drive can be reduced, thereby increasing the grip of the electric vehicle, avoiding vehicle slippage, and improving driving safety.
  • the input end of the control device also obtains the mileage information of the whole vehicle.
  • the control device also reduces the reference ratio of torque distribution for the front-drive motor in each intelligent driving mode in response to the vehicle mileage carried in the mileage information of the whole vehicle being greater than the preset mileage threshold, so as to control the first inverter circuit to reduce the current output to the front-drive motor.
  • the input end of the control device also obtains the steering information of the whole vehicle.
  • the control device also responds to the steering information of the whole vehicle carrying a target identifier, and increases the reference ratio of torque distribution for the rear-drive motor in each intelligent driving mode to control the controller to increase the current output from the second inverter circuit to the rear-drive motor.
  • an embodiment of the present application provides an electric drive system, which includes a front drive motor, a rear drive motor, a first inverter circuit, a second inverter circuit, and a control device in combination with the first aspect or in combination with any one of the above possible implementation methods of the first aspect, wherein the first inverter circuit outputs current according to the torque distribution ratio of the front drive motor output by the control device to control the rotation of the front drive motor; the second inverter circuit outputs current according to the torque distribution ratio of the rear drive motor output by the control device to control the rotation of the rear drive motor.
  • an embodiment of the present application provides an electric vehicle, comprising a power battery and an electric drive system as described in combination with the second aspect; wherein the power battery is connected to input ends of a first inverter circuit and a second inverter circuit.
  • FIG1 is a schematic diagram of a scenario of an electric vehicle provided in an embodiment of the present application.
  • FIG2 is a structural block diagram of an electric drive system provided in an embodiment of the present application.
  • FIG3 is a schematic diagram of a control flow of a motor in an embodiment of the present application.
  • FIG. 4 is another structural block diagram of the electric drive system provided in an embodiment of the present application.
  • Figure 1 is a schematic diagram of a scenario of an electric vehicle provided in an embodiment of the present application.
  • an electric vehicle 10 includes an electric drive system 101 and a power battery 102 connected to the electric drive system 101 , and the power battery 102 provides power to the electric drive system 101 .
  • the structure of the electric drive system 101 may be as shown in FIG. 2 , where the electric drive system 101 includes a control device 201 , a first inverter circuit 202 , a front drive motor 203 , a second inverter circuit 205 , and a rear drive motor 206 .
  • the input end of the control device 201 is connected to the brake device 207 and the throttle device 208
  • the output end of the control device 201 is connected to the control end of the first inverter circuit 202 and the control end of the second inverter circuit 205
  • the input end of the first inverter circuit 202 and the input end of the second inverter circuit 205 are connected to the power battery.
  • the output end of the first inverter circuit 202 is connected to the front drive motor 203, at which time the first inverter circuit 202 can transform the voltage of the power battery to output current to the front drive motor 203, thereby driving the front drive motor 203.
  • the output end of the second inverter circuit 205 is connected to the rear drive motor 206, at which time the second inverter circuit 205 can transform the voltage of the power battery to output current to the rear drive motor 206, thereby driving the rear drive motor 206.
  • the control device 201 includes a main controller 2011 and a slave controller 2012.
  • the brake device 207 and the throttle device 208 are specifically and directly connected to the input end of the main controller 2011, the output end of the main controller 2011 is specifically connected to the control end of the first inverter circuit 202, and the output end of the slave controller 2012 is specifically connected to the control end of the second inverter circuit 205.
  • the brake device 207 can output a brake signal
  • the throttle device 208 can output a throttle signal.
  • the throttle signal and the brake signal are generated by the driver stepping on the accelerator pedal or the brake pedal.
  • the brake device 207 and the throttle device 208 are directly connected to the main controller 2011, and the main controller 2011 can directly respond to the throttle signal and the brake signal, and control the torque output by the front drive motor 203 and the rear drive motor 206.
  • the slave controller 2012 is connected to the master controller 2011.
  • the slave controller 2012 can be directly connected to the master controller 2011, or the master controller 2011 and the slave controller 2012 are connected to a power CAN bus, and the master controller 2011 and the slave controller 2012 can communicate through the power CAN bus.
  • the master controller 2011 and the slave controller 2012 can be specifically implemented as a central processing unit (CPU), other general-purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • CPU central processing unit
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field-programmable gate array
  • the control device 201 further includes an anti-lock braking system 2013, which can calculate the vehicle speed according to the wheel speed sensed by the speed sensor, wherein the speed sensor is arranged on the wheel.
  • the control device 201 further includes a vehicle body electronic stability system 2014, and in this case, the vehicle body electronic stability system 2014 can also calculate the vehicle speed according to the wheel speed sensed by the speed sensor.
  • the specific calculation method of the vehicle speed can refer to the prior art, which will not be described here.
  • the communication end of the main controller 2011 is connected to the power CAN bus, and the anti-lock braking system 2013 and the body electronic stability system 2014 are also connected to the power CAN bus. Then the main controller 2011 can obtain the vehicle speed from the anti-lock braking system 2013 or the body electronic stability system 2014 through the power CAN bus.
  • the main controller 2011 and the first inverter circuit 202 are integrated together, or the main controller 2011, the first inverter circuit 202 and the front drive motor 203 can be integrated together.
  • the slave controller 2012 and the second inverter circuit 205 are integrated together, or the slave controller 2012, the second inverter circuit 205 and the second inverter circuit 205 are integrated together.
  • the road 205 and the rear drive motor 206 can be integrated together.
  • the first inverter circuit 202 and the second inverter circuit 205 can be a three-phase two-level inverter, a three-phase three-level inverter or a three-phase multi-level inverter, that is, the embodiment of the present application does not limit the specific implementation of the first inverter circuit 202 and the second inverter circuit 205, as long as the DC power output by the power battery can be converted into AC power to drive the motor.
  • the main controller 2011 may execute the control flow diagram shown in FIG. 3 , and the main controller 2011 specifically executes the following steps:
  • the main controller 2011 obtains the driving mode of the electric vehicle.
  • the electric vehicle is provided with a plurality of driving modes that can be switched.
  • a plurality of driving modes including a default driving mode, a first intelligent driving mode, a second intelligent driving mode and a third intelligent driving mode are taken as an example.
  • different types of driving modes can be set according to actual applications.
  • the driving mode may be input by the user.
  • the main controller 2011 can obtain the driving mode of the electric vehicle by detecting the user's input. For example, a button is set corresponding to a driving mode. If the main controller 2011 detects that the button corresponding to any driving mode is pressed, it is determined that the electric vehicle is in the driving mode. It is understandable that various driving modes can also be selected by the user by clicking on the vehicle screen. The embodiment of the present application does not limit how the user specifically enters the driving mode. It can be by pressing a button or clicking on the screen.
  • the main controller 2011 can determine the driving mode of the electric vehicle based on the operating parameters of the electric vehicle.
  • the operating parameters of the electric vehicle include the vehicle speed, steering wheel angle, and vehicle acceleration.
  • the main controller 2011 determines that the electric vehicle is in the default driving mode when the vehicle speed is less than a first preset speed threshold.
  • the main controller 2011 determines that the electric vehicle is in the default driving mode when the steering wheel angle is less than a preset angle, and so on. How to determine the driving mode of the electric vehicle based on the vehicle state can be adjusted according to actual applications and is not limited here.
  • the main controller 2011 obtains the operating parameters of the electric vehicle and the operating parameters of the power system.
  • the operating parameters of the electric vehicle include the vehicle speed and the steering wheel angle
  • the operating parameters of the power system include the temperature, efficiency and operating time of the front drive motor 203, and the temperature, efficiency and operating time of the rear drive motor 206.
  • the main controller 2011 may obtain the vehicle speed and the steering wheel angle from the anti-lock braking system 2013 or the vehicle electronic stability system 2014 .
  • the input end of the main controller 2011 is directly connected to the angle sensing device.
  • the angle sensing device can monitor the angle of the steering wheel and output a steering wheel angle signal.
  • the main controller 2011 can directly receive the steering wheel angle signal from the angle sensing device according to the first frequency.
  • the angle sensing device can be specifically implemented as a steering wheel angle sensor.
  • the input end of the main controller 2011 is connected to a temperature sensing device, which can be arranged on the outer shell of the motor.
  • the temperature sensing device includes two temperature sensors, one temperature sensor is arranged on the outer shell of the front drive motor 203, and the other temperature sensor is arranged on the outer shell of the rear drive motor 206.
  • the main controller 2011 can obtain the temperature of the front drive motor 203 through the temperature sensor arranged at the outer shell of the front drive motor 203, and obtain the temperature of the rear drive motor 206 through the temperature sensor arranged at the outer shell of the rear drive motor 206.
  • the main controller 2011 can measure the efficiency of the front drive motor 203 and the rear drive motor 206 according to the vehicle speed and the throttle signal. Alternatively, the main controller 2011 can obtain the current output by the first inverter circuit 202 and the actual speed of the front drive motor 203 in real time, and calculate the efficiency of the front drive motor 203 according to the current output by the first inverter circuit 202 and the actual speed of the front drive motor 203. Similarly, the main controller 2011 can also obtain the current output by the second inverter circuit 205 and the actual speed of the rear drive motor 206 in real time, and calculate the actual speed of the rear drive motor 206 according to the current output by the second inverter circuit 205 and the actual speed of the rear drive motor 206.
  • the main controller 2011 can obtain the vehicle mileage information from the vehicle body electronic stability system 2014 or the anti-lock braking system 2013. It is understandable that the vehicle mileage information is calculated based on the vehicle speed and the vehicle running time.
  • the vehicle running time is related to the running time of the front drive motor 203 and the rear drive motor 206. That is, the main controller 2011 can measure the running time of the front drive motor 203 and the rear drive motor 206 according to the vehicle mileage information.
  • the front drive motor 203 is the main drive motor and the rear drive motor 206 is the auxiliary drive motor
  • the main controller 2011 can determine that the running time of the front drive motor 203 is the running time of the vehicle, and the running time of the rear drive motor 206 can be a preset percentage of the running time of the vehicle, such as 90%.
  • the main controller 2011 responds to the throttle signal or brake signal of the electric vehicle, and outputs the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 according to the driving mode of the electric vehicle, the operating parameters of the electric vehicle and the operating parameters of the power system.
  • the main controller 2011 responds to the throttle signal or brake signal of the electric vehicle, that is, the main controller 2011 calculates the required torque of the whole vehicle according to the opening and closing degree of the throttle device 208 and the opening and closing degree of the brake device 207. Exemplarily, the main controller 2011 calculates that the required torque of the whole vehicle is 100N.
  • the main controller 2011 is provided with a plurality of torque distribution tables, each of which includes the correspondence between at least two parameters of the operating parameters of the electric vehicle and the operating parameters of the power system and a plurality of torque distribution reference ratios, such as the correspondence between the efficiency of the front drive motor and the efficiency of the rear drive motor and the first torque distribution reference ratio, the correspondence between the temperature and operating time of the front drive motor, the temperature and operating time of the rear drive motor and the second torque distribution reference ratio, and the correspondence between the vehicle speed and the steering wheel angle and the third torque distribution reference ratio.
  • the main controller 2011 searches the plurality of torque distribution tables to determine and obtain a plurality of torque distribution reference ratios according to the operating parameters of the electric vehicle and the operating parameters of the power system obtained in step S302.
  • the plurality of torque distribution tables include a first torque distribution table, which includes the correspondence between the efficiency of the front drive motor 203, the efficiency of the rear drive motor 206 and the first torque distribution reference ratio.
  • the main controller 2011 can find and determine the first torque distribution reference ratio in the first torque distribution table according to the efficiency of the front drive motor 203 and the efficiency of the rear drive motor 206 obtained in step S302.
  • the first torque distribution table can be understood as the torque distribution table corresponding to the first intelligent driving mode.
  • the first intelligent driving mode is an energy consumption mode, and the energy consumption mode can be understood as the output efficiency of the front drive motor 203 and the rear drive motor 206 is high.
  • the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 and the rear drive motor 206 is based on the consideration of motor efficiency.
  • the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is expressed as 20%
  • the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is expressed as 80%.
  • the reference ratio of torque distribution between the front drive motor 203 and the rear drive motor 206 in the first intelligent driving mode may be expressed as 2:8.
  • the main controller 2011 may modify the first torque distribution table according to the temperature of the front drive motor 203 and the temperature of the rear drive motor 206. For example, assuming that the efficiency of the front drive motor 203 and the efficiency of the rear drive motor 206 are the same, if the temperature of the front drive motor 203 is 10° and the temperature of the rear drive motor 206 is 20°, the main controller 2011 increases the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 from 20% to 25%, and reduces the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 from 80% to 75%.
  • the main controller 2011 reduces the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 from 20% to 18%, and increases the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 from 80% to 82%.
  • the main controller 2011 can increase the torque output of the front drive motor 203 by increasing the reference ratio of the torque distribution of the front drive motor 203 in the first intelligent driving mode, or when the temperature of the rear drive motor 206 is lower than that of the front drive motor 203, the main controller 2011 can increase the torque output of the rear drive motor 206 by increasing the reference ratio of the torque distribution of the first intelligent driving mode for the rear drive motor 206. It can be understood that the torque output of the motor is increased, the current output by the inverter circuit to the motor becomes larger, the heat generated by the magnetic loss and copper loss of the motor increases, and the speed of the motor heating up is accelerated.
  • the heating speed of the motor to the power battery through the cooling circuit can also be increased.
  • the reference ratio of the torque distribution of the first intelligent driving mode for the front drive motor and the rear drive motor can be further adjusted based on the temperature of the front drive motor and the temperature of the rear drive motor to adjust the torque output of the front drive motor and the rear drive motor, thereby adjusting the heating time of the front drive motor and the rear drive motor.
  • the plurality of torque distribution tables include a second torque distribution table, which includes the corresponding relationship between the temperature and running time of the front drive motor 203, the temperature and running time of the rear drive motor 206, and the second torque distribution reference ratio.
  • the main controller 2011 can find and determine the second torque distribution reference ratio in the second torque distribution table according to the temperature and running time of the front drive motor 203 and the temperature and running time of the rear drive motor 206 obtained in step S302.
  • the second torque distribution table can be understood as the torque distribution table corresponding to the second intelligent driving mode.
  • the second intelligent driving mode is a life mode
  • the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 and the rear drive motor 206 is based on the consideration of the motor life.
  • the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 is expressed as 60%
  • the torque distribution reference ratio of the second intelligent driving mode for the rear drive motor 206 is expressed as 40%.
  • the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 and the rear drive motor 206 can be expressed as 6:4.
  • the main controller 2011 can also obtain the remaining predicted life of the front drive motor 203 and the remaining predicted life of the rear drive motor 206 from the vehicle electronic stability system 2014 or the anti-lock braking system 2013 through the power CAN bus, or the main controller 2011 can determine the remaining predicted life of the front drive motor 203 based on the manufacturer's preset life curve of the front drive motor 203 and the working time of the front drive motor 203, and the main controller 2011 can determine the remaining predicted life of the rear drive motor 206 based on the manufacturer's preset life curve of the rear drive motor 206 and the working time of the rear drive motor 206.
  • the main controller 2011 can modify the second torque distribution table according to the remaining predicted life of the front drive motor 203 and the remaining predicted life of the rear drive motor 206. For example, assuming that the temperature and operating time of the front drive motor 203 are the same as the temperature and operating time of the rear drive motor 206, if the remaining predicted life of the front drive motor 203 is 500 hours and the remaining predicted life of the rear drive motor is 600 hours, the main controller 2011 will reduce the reference ratio of the torque distribution of the second intelligent driving mode for the front drive motor 203 from 60% to 53%, and increase the reference ratio of the torque distribution of the second intelligent driving mode for the rear drive motor 206 from 40% to 47%.
  • the main controller 2011 can reduce the reference ratio of the torque distribution of the second intelligent driving mode for the front drive motor 203 by reducing the reference ratio of the torque distribution of the second intelligent driving mode for the rear drive motor 206.
  • the torque distribution reference ratio is used to narrow the gap between the actual remaining life of the front drive motor 203 and the actual remaining life of the rear drive motor 206.
  • the main controller 2011 can reduce the difference between the actual remaining life of the front drive motor 203 and the actual remaining life of the rear drive motor 206 by lowering the torque distribution reference ratio for the rear drive motor 206 in the second intelligent driving mode.
  • the torque distribution reference ratio of the front drive motor and the rear drive motor in the second intelligent driving mode can be further adjusted based on the remaining predicted life of the front drive motor and the remaining predicted life of the rear drive motor, so as to adjust the torque output by the front drive motor and the rear drive motor, thereby adjusting the actual remaining life of the front drive motor and the rear drive motor.
  • the plurality of torque distribution tables include a third torque distribution table, which includes a correspondence between the vehicle speed, the steering wheel angle and the third torque distribution reference ratio.
  • the main controller 2011 can find and determine the third torque distribution reference ratio in the third torque distribution table according to the vehicle speed and the steering wheel angle obtained in step S302.
  • the third torque distribution table can be understood as a torque distribution table corresponding to the third intelligent driving mode.
  • the third intelligent driving mode is a performance mode, and the performance mode can be understood as a large operating rate of the main controller 2011.
  • the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 and the rear drive motor 206 is based on the operating rate of the main controller 2011.
  • the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 is expressed as 50%
  • the torque distribution reference ratio of the third intelligent driving mode for the rear drive motor 206 is expressed as 50%
  • the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 and the rear drive motor 206 can be expressed as 5:5.
  • the main controller 2011 may modify the third torque distribution table according to the temperature of the front drive motor 203 and the temperature of the rear drive motor 206. For example, assuming that the vehicle speed and the steering wheel angle are the same, if the temperature of the front drive motor 203 is 10° and the temperature of the rear drive motor 206 is 20°, the main controller 2011 increases the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 from 50% to 55%, and reduces the torque distribution ratio of the third intelligent driving mode for the rear drive motor 206 from 50% to 45%.
  • the main controller 2011 reduces the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 from 50% to 45%, and increases the torque distribution reference ratio of the third intelligent driving mode for the rear drive motor 206 from 50% to 55%.
  • the main controller 2011 can increase the torque output by the front drive motor 203 by increasing the reference ratio of torque distribution for the front drive motor 203 in the third intelligent driving mode, or when the temperature of the rear drive motor 206 is lower than that of the front drive motor 203, the main controller 2011 can increase the torque output by the rear drive motor 206 by increasing the reference ratio of torque distribution for the rear drive motor 206 in the third intelligent driving mode. It can be understood that when the torque output by the motor is increased, the current output by the inverter circuit to the motor becomes larger, the heat generated by the magnetic loss and copper loss of the motor increases, and the speed of heating the motor is accelerated. At this time, the speed at which the motor heats the power battery through the cooling circuit can also be increased.
  • the torque distribution reference ratio of the front drive motor and the rear drive motor in the third intelligent driving mode can be further adjusted based on the temperature of the front drive motor and the temperature of the rear drive motor to adjust the torque output by the front drive motor and the rear drive motor, thereby adjusting the temperature difference between the front drive motor and the rear drive motor.
  • the multiple driving modes also include a default driving mode
  • the reference ratio of torque distribution for the front drive motor 203 and the rear drive motor 206 in the default driving mode is preset.
  • the reference ratio of torque distribution for the front drive motor 203 in the default driving mode is 70%
  • the reference ratio of torque distribution for the rear drive motor 206 in the default driving mode is 30%. That is, the torque output by the front drive motor 203 is 70% of the torque required by the whole vehicle, and the torque output by the rear drive motor 206 is 30% of the torque required by the whole vehicle.
  • the above is a specific implementation method for determining the reference ratio of torque distribution for the front-drive motor and the rear-drive motor for each driving mode. It can be seen that the first intelligent driving mode is based on motor efficiency, the second intelligent driving mode is based on the operating rate of the controller, and the third intelligent driving mode is based on motor life.
  • the main controller 2011 may determine the torque distribution ratio between the front drive motor and the rear drive motor according to a reference torque distribution ratio between the front drive motor and the rear drive motor and a set of weights corresponding to the driving mode of the electric vehicle.
  • each driving mode corresponds to a set of weights
  • each set of weights includes multiple weight parameters
  • one weight parameter corresponds to a torque distribution table.
  • the corresponding relationship between various driving modes and each set of weights is preset, and the corresponding relationship between each weight parameter and the torque distribution table is preset.
  • the main controller 2011 determines the first set of weights corresponding to the first intelligent driving mode.
  • the first set of weights includes three weight parameters.
  • the three weight parameters in the first set of weights are 0.8, 0.1 and 0.1 respectively.
  • the weight parameter corresponding to the first torque distribution table is 0.8
  • the weight parameter corresponding to the second torque distribution table is 0.1
  • the weight parameter corresponding to the third torque distribution table is 0.1.
  • the weight parameter corresponding to the first intelligent driving mode is 0.8
  • the weight parameter corresponding to the second intelligent driving mode is 0.1
  • the weight parameter corresponding to the third intelligent driving mode is 0.1. It can be seen that the sum of the weight parameters of all intelligent driving modes is 1, that is, the weight parameter of the first intelligent driving mode is 0.8.
  • the sum of the weight parameter of the first intelligent driving mode, the weight parameter of the second intelligent driving mode, and the weight parameter of the third intelligent driving mode is 1.
  • the main controller 2011 can obtain the torque distribution ratio of the first intelligent driving mode for the front drive motor 203 and the rear drive motor 206 according to each weight parameter in the first group of weights corresponding to the first intelligent driving mode and the torque distribution reference ratio corresponding to each weight parameter. It should be explained that the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 is the actual torque distribution ratio of the front drive motor 203 and the rear drive motor 206.
  • the main controller 2011 determines a first set of weights, and the three weight parameters included in the first set of weights are 0.8, 0.1, and 0.1.
  • the main controller 2011 searches and determines in the first torque distribution table that the first torque distribution reference ratio is expressed as 2:8 according to the efficiency of the front drive motor 203 and the efficiency of the rear drive motor 206, that is, the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is 20%, and the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is 80%.
  • the main controller 2011 searches and determines in the second torque distribution table that the second torque distribution reference ratio is expressed as 6:4 according to the temperature and operating time of the front drive motor 203 and the temperature and operating time of the rear drive motor 206, that is, the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 is 60%, and the torque distribution reference ratio of the second intelligent driving mode for the rear drive motor 206 is 40%.
  • the main controller 2011 searches the third torque distribution table according to the vehicle speed and the steering wheel angle to determine that the third torque distribution reference ratio is 5:5, that is, the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 is 50%, and the torque distribution reference ratio of the third intelligent driving mode for the rear drive motor 206 is 50%.
  • the weight parameter corresponding to the first torque distribution reference ratio is 0.8
  • the weight parameter corresponding to the second torque distribution reference ratio is 0.1
  • the weight parameter corresponding to the third torque distribution reference ratio is 0.1.
  • the main controller 2011 adds the results obtained by multiplying each torque distribution reference ratio by the weight parameter corresponding to each torque distribution reference ratio, and obtains the actual torque distribution ratio of the electric vehicle for the front drive motor 203 and the rear drive motor 206 in the first intelligent driving mode.
  • the main controller 2011 determines the torque output by the front drive motor 203 and the rear drive motor 206 when the electric vehicle is in the first intelligent driving mode according to the actual torque distribution ratio of the front drive motor 203 and the rear drive motor 206 in the first intelligent driving mode and the required torque of the whole vehicle.
  • the required torque of the whole vehicle is 100N
  • the main controller 2011 can control the current output by the first inverter circuit 202 to the front drive motor 203, thereby controlling the torque output by the front drive motor 203 to be 27N.
  • the main controller 2011 can send a control instruction to the slave controller 2012, and the control instruction carries the torque output by the rear drive motor 206.
  • the slave controller 2012 controls the current output by the second inverter circuit 205 to the rear drive motor 206, thereby controlling the torque output by the rear drive motor 206 to be 73N.
  • the main controller 2011 can obtain the torque distribution ratio of the second intelligent driving mode for the front drive motor 203 and the rear drive motor 206 based on each weight parameter in the second group of weights corresponding to the second intelligent driving mode and the torque distribution reference ratio corresponding to each weight parameter.
  • the main controller 2011 determines a second set of weights, and the three weight parameters of the second set of weights are 0.25, 0.25 and 0.5.
  • the torque distribution reference ratios of the various intelligent driving modes for the front drive motor 203 and the rear drive motor 206 do not change, but the weight parameters corresponding to the various intelligent driving modes in the second intelligent driving mode are changed. That is, the first torque distribution reference ratio is still 2:8, that is, the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is 20%, and the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is 80%.
  • the second torque distribution reference ratio is still 6:4, that is, the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 is 60%, and the torque distribution reference ratio of the second intelligent driving mode for the rear drive motor 206 is 40%.
  • the third torque distribution reference ratio is still 5:5, that is, the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 is 50%, and the torque distribution reference ratio of the third intelligent driving mode for the rear drive motor 206 is 50%.
  • the weight parameter corresponding to the first torque distribution reference ratio is 0.25
  • the weight parameter corresponding to the second torque distribution reference ratio is 0.25
  • the weight parameter corresponding to the third torque distribution reference ratio is 0.5.
  • the main controller 2011 determines the torque output by the front drive motor 203 and the rear drive motor 206 when the electric vehicle is in the second intelligent driving mode according to the actual torque distribution ratio of the front drive motor 203 and the rear drive motor 206 in the second intelligent driving mode and the required torque of the whole vehicle.
  • the required torque of the whole vehicle is 100N
  • the main controller 2011 can control the current output by the first inverter circuit 202 to the front drive motor 203, thereby controlling the torque output by the front drive motor 203 to be 47.5N.
  • the main controller 2011 can send a control instruction to the slave controller 2012, and the control instruction carries the torque output by the rear drive motor 206.
  • the slave controller 2012 controls the current output by the second inverter circuit 205 to the rear drive motor 206, thereby controlling the torque output by the rear drive motor 206 to be 52.5N.
  • the main controller 2011 can obtain the torque distribution ratio of the third intelligent driving mode for the front drive motor 203 and the rear drive motor 206 based on each weight parameter in the third group of weights corresponding to the third intelligent driving mode and the torque distribution reference ratio corresponding to each weight parameter.
  • the main controller 2011 determines a third set of weights, and the three weight parameters of the third set of weights are 0.25, 0.5 and 0.25.
  • the torque distribution reference ratios of the various intelligent driving modes for the front drive motor 203 and the rear drive motor 206 do not change, and what changes are the weight parameters corresponding to the various intelligent driving modes in the third intelligent driving mode. That is, the first torque distribution reference ratio is still 2:8, that is, the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is 20%, and the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is 80%.
  • the second torque distribution reference ratio is still 6:4, that is, the torque distribution reference ratio of the second intelligent driving mode for the front drive motor 203 is 60%, and the torque distribution reference ratio of the second intelligent driving mode for the rear drive motor 206 is 40%.
  • the third torque distribution reference ratio is still 5:5, that is, the torque distribution reference ratio of the third intelligent driving mode for the front drive motor 203 is 50%, and the torque distribution reference ratio of the third intelligent driving mode for the rear drive motor 206 is 50%.
  • the weight parameter corresponding to the first torque distribution reference ratio is 0.25
  • the weight parameter corresponding to the second torque distribution reference ratio is 0.5
  • the weight parameter corresponding to the third torque distribution reference ratio is 0.25.
  • the main controller 2011 can control the current output by the first inverter circuit 202 to the front drive motor 203, thereby controlling the torque output by the front drive motor 203 to be 45N.
  • the main controller 2011 can send a control instruction to the slave controller 2012, and the control instruction carries the torque output by the rear drive motor 206.
  • the slave controller 2012 controls the current output by the second inverter circuit 205 to the rear drive motor 206, thereby controlling the torque output by the rear drive motor 206 to be 55N.
  • the embodiment of the present application comprehensively considers the influence of motor efficiency, controller operation rate and motor life, and dynamically adjusts the torque output by the motor. By implementing the embodiment of the present application, energy efficiency, power control and motor service life can be taken into account to control the motor, and the power, economy and reliability of the electric vehicle can be balanced.
  • the main controller 2011 adjusts the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 in response to the change amplitude of any one of the operating parameters of the electric vehicle and the operating parameters of the power system exceeding the preset value. For example, if the vehicle speed is greater than the first preset speed threshold, even if the electric vehicle does not switch the driving mode, the main controller 2011 changes the third torque distribution reference ratio determined by searching in the third torque distribution table according to the vehicle speed, so that under the same weight parameter, the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 changes.
  • the main controller 2011 detects that the vehicle speed is greater than the first preset speed threshold, if the electric vehicle is in the first intelligent driving mode, the second intelligent driving mode or the default driving mode, the main controller 2011 switches the electric vehicle to the third intelligent driving mode, so that the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 changes.
  • the main controller 2011 obtains the operating parameters of the electric vehicle and the operating parameters of the power system according to the first frequency, and the main controller 2011 outputs the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 according to the second frequency.
  • the first frequency is greater than the second frequency.
  • the main controller 2011 can perform multiple average operations on the motion parameters of the electric vehicle and the motion parameters of the power system before outputting the torque distribution ratio of the front drive motor 203 and the rear drive motor 206.
  • the torque distribution ratio of the front drive motor 203 and the rear drive motor 206 obtained is more accurate.
  • the main controller 2011 when the main controller 2011 detects that the speed of the electric vehicle is greater than the second preset speed threshold, the main controller 2011 increases the speed of each intelligent driving mode.
  • the reference ratio of the torque distribution of the front drive motor 203 is used to control the first inverter circuit 202 to increase the current output to the front drive motor 203. At this time, the torque output by the front drive motor 203 increases.
  • the main controller 2011 searches the first torque distribution table to determine that the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is 20%, and the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is 80%. If the main controller 2011 detects that the speed of the electric vehicle is greater than the second preset speed threshold, the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 is increased, for example, by 25%. Since the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 and the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 are added to 100%, then the torque distribution reference ratio of the first intelligent driving mode for the rear drive motor 206 is 75%.
  • the speed of the electric vehicle is greater than the second preset speed threshold, which can be considered that the electric vehicle is in a high-speed driving state. That is, when the electric vehicle is in a high-speed driving state, the main controller 2011 can increase the torque distribution reference ratio of the first intelligent driving mode for the front drive motor 203 according to aerodynamics, thereby increasing the torque output by the front drive motor 203 and reducing the torque output by the rear drive motor 206.
  • the front drive motor 203 can be a motor used to drive the front wheels, i.e., front drive
  • the rear drive motor 206 can be a motor used to drive the rear wheels, i.e., rear drive. Therefore, when the electric vehicle is in a high-speed driving state, the torque output by the front drive can be increased and the torque output by the rear drive can be reduced, thereby increasing the grip of the electric vehicle, preventing the vehicle from slipping, and improving driving safety.
  • the main controller 2011 when the main controller 2011 detects that the mileage of the electric vehicle is greater than the preset mileage threshold, the main controller 2011 reduces the reference ratio of torque distribution for the front drive motor 203 in each intelligent driving mode, and controls the first inverter circuit 202 to reduce the current output to the front drive motor 203. At this time, the torque output by the front drive motor 203 is reduced.
  • the main controller 2011 searches the first torque distribution table to determine that the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode is 20%, and the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode is 80%. If the main controller 2011 detects that the mileage of the electric vehicle is greater than the preset mileage threshold, the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode is reduced, for example, to 15%. Since the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode and the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode add up to 100%, then the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode is 85%.
  • the front drive motor 203 is a synchronous motor
  • the rear drive motor 206 is an asynchronous motor.
  • the synchronous motor is the main drive motor, that is, the front drive motor 203 is the main drive motor.
  • the main drive motor performs more work externally. If the mileage of the electric vehicle is greater than a preset mileage threshold, it can be considered that the main drive motor is overworked, and the main controller 2011 reduces the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode, thereby reducing the torque output by the front drive motor 203 and increasing the torque output by the rear drive motor 206.
  • the main drive motor can be prevented from being overworked and the auxiliary drive motor can be left idle, and the life of the two motors can be better balanced.
  • the main controller 2011 can also obtain the steering information of the electric vehicle from the vehicle electronic stability system 2014 or the anti-lock braking system 2013 through the power CAN bus, or the input end of the main controller 2011 can be connected to a steering sensor to obtain the steering information of the electric vehicle from the steering sensor.
  • the main controller 2011 when the main controller 2011 detects that the steering information of the electric vehicle carries a target identifier, the target identifier is used to determine that the electric vehicle is in a turning state. At this time, the main controller 2011 increases the torque distribution reference ratio for the rear drive motor 206 in each intelligent driving mode, and controls the second inverter circuit 205 to increase the current output to the rear drive motor 206. At this time, the torque output by the rear drive motor 206 increases.
  • the main controller 2011 searches the first torque distribution table to determine that the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode is 20%, and the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode is 80%. If the main controller 2011 determines that the electric vehicle is in a turning state, the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode is increased, for example, to 83%. Since the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode and the reference ratio of torque distribution for the rear drive motor 206 in the first intelligent driving mode are added to 100%, then the reference ratio of torque distribution for the front drive motor 203 in the first intelligent driving mode is 17% at this time.
  • the front drive motor 203 can be a motor used to drive the front wheels, that is, the front drive;
  • the rear drive motor 206 can be a motor used to drive the rear wheels, that is, the rear drive. Therefore, when the electric vehicle is in a turning state, increasing the torque output by the rear drive can help the electric vehicle turn and improve the driving performance of the electric vehicle.
  • the structure of the electric drive system 101 may be as shown in FIG. 4 , where the electric drive system 101 includes a control device 401 , a first inverter circuit 402 , a front drive motor 403 , a second inverter circuit 405 , and a rear drive motor 406 .
  • control device 401 The input end of the control device 401 is connected to the brake device 407 and the throttle device 408.
  • the control device 401 provided in the embodiment of the present application includes a vehicle controller 4012
  • the power system includes a master controller 400 and a slave controller 404 .
  • the brake device 407 and the throttle device 408 are specifically connected to the vehicle controller 4012, and the output end of the vehicle controller 4012 is connected to Power CAN bus.
  • the input ends of the master controller 400 and the slave controller 404 are connected to the power CAN bus.
  • the output end of the master controller 400 is connected to the control end of the first inverter circuit 402, the output end of the slave controller 404 is connected to the control end of the second inverter circuit 405, and the input end of the first inverter circuit 402 and the input end of the second inverter circuit 405 are connected to the power battery.
  • the output end of the first inverter circuit 402 is connected to the front drive motor 403, at which time the first inverter circuit 402 can transform the voltage of the power battery to output current to the front drive motor 403, thereby driving the front drive motor 403.
  • the output end of the second inverter circuit 405 is connected to the rear drive motor 406, at which time the second inverter circuit 405 can transform the voltage of the power battery to output current to the rear drive motor 406, thereby driving the rear drive motor 406.
  • the master controller 400 is connected to a communication terminal of the slave controller 404 .
  • the vehicle controller 4012 obtains the driving mode of the electric vehicle, the operating parameters of the electric vehicle, and the operating parameters of the power system, and the vehicle controller 4012 responds to the throttle signal or brake signal of the electric vehicle, and outputs the torque distribution ratio of the front drive motor 403 and the rear drive motor 406 according to the driving mode of the electric vehicle, the operating parameters of the electric vehicle, and the operating parameters of the power system.
  • the vehicle controller 4012 responds to the throttle signal or brake signal of the electric vehicle, and outputs the torque distribution ratio of the front drive motor 403 and the rear drive motor 406 according to the driving mode of the electric vehicle, the operating parameters of the electric vehicle, and the operating parameters of the power system.
  • the torque distribution ratio of the front drive motor 403 and the rear drive motor 406 is determined by the vehicle controller 4012, or the torque output by the front drive motor 403 and the rear drive motor 406 is calculated directly based on the required torque of the vehicle and the torque distribution ratio of the front drive motor 403 and the rear drive motor 406.
  • the first torque distribution table, the second torque distribution table, the third torque distribution table and the weight parameters corresponding to each torque distribution table are all set in the vehicle controller 4012.
  • the vehicle controller 4012 can calculate the torque output by the front drive motor 403 and the rear drive motor 406 , and send the torque output by the front drive motor 403 to the main controller 400 , and send the torque output by the rear drive motor 406 to the slave controller 404 .
  • the vehicle controller 4012 can send the vehicle's required torque, multiple torque distribution tables and their corresponding weight parameters to the main controller 400 and the slave controller 404, so that the main controller 400 controls the current output by the first inverter circuit 402 to the front-drive motor 403 based on the vehicle's required torque, the first torque distribution table, the second torque distribution table, the third torque distribution table and the weight parameters corresponding to each torque distribution table; the slave controller 404 controls the current output by the second inverter circuit 405 to the rear-drive motor 406 based on the vehicle's required torque, the first torque distribution table, the second torque distribution table, the third torque distribution table and the weight parameters corresponding to each torque distribution table.
  • the electric drive system shown in Figure 4 only uses the vehicle controller 4012 to obtain the driving mode of the electric vehicle, the operating parameters of the electric vehicle and the operating parameters of the power system, and outputs the torque distribution ratio of the front drive motor 403 and the rear drive motor 406.
  • the embodiment of the present application can still achieve the effect described in Figure 2, that is, comprehensively considering the influence of motor efficiency, controller operating speed and motor life, and dynamically adjusting the torque output by the motor.
  • the implementation of the embodiment of the present application can take into account energy efficiency, power control and motor service life, and improve the power, economy and reliability of the electric vehicle in a balanced manner.

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Abstract

提供了一种电动车辆（10）动力系统的控制装置（201）及相关设备，控制装置（201）获取电动车辆（10）的驾驶模式、电动车辆（10）的运行参数以及动力系统的运行参数，并响应于电动车辆（10）的油门信号或刹车信号，根据电动车辆（10）的驾驶模式、电动车辆（10）的运行参数以及动力系统的运行参数输出前驱电机（203）以及后驱电机（206）的扭矩分配比例。通过考虑多种因素的影响，灵活控制电机，可靠性好。

Description

一种电动车辆动力系统的控制装置及其相关设备
本申请要求在2022年11月14日提交中国国家知识产权局、申请号为202211423076.6的中国专利申请的优先权，发明名称为“一种电动车辆动力系统的控制装置及其相关设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及新能源汽车领域，尤其是一种电动车辆动力系统的控制装置及其相关设备。
背景技术
目前，车辆在运行的过程中，扭矩分配主要是由油门信号和刹车信号确定。比如说，电动车辆中的整车控制器根据油门装置的开合程度和刹车装置的开合程度，计算得到车辆的需求扭矩，并以该需求扭矩为目标控制电机转动，使得电机可以输出需求扭矩，以驱动车轮。可以看出，现有技术中的电机控制主要考虑的是油门和刹车，考虑的因素单一，导致电机控制的不够灵活。
发明内容
本申请提供了一种电动车辆动力系统的控制装置及其相关设备，通过考虑多种因素的影响，灵活控制电机，可靠性好。
第一方面，本申请实施例提供了一种电动车辆动力系统的控制装置，其中，电动车辆中设有多种驾驶模式可以切换。动力系统与控制装置位于该电动车辆中，包括前驱电机和后驱电机。可以理解的是，控制装置与动力系统不同，控制装置可以与动力系统进行通信，从动力系统中获取运行参数，也可以控制动力系统中前驱电机和后驱电机的转动。
具体实现中，控制装置获取电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数，并响应于电动车辆的油门信号或刹车信号，根据电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数输出前驱电机以及后驱电机的扭矩分配比例。需要说明的是，电动车辆的运行参数包括整车速度和方向盘转角，动力系统的运行参数包括前驱电机的温度、效率和运行时长，以及后驱电机的温度、效率和运行时长。
本申请实施例综合考虑了电机效率、控制器运行速率以及电机寿命的影响，对电机输出的扭矩进行动态调整，实施本申请实施例，可以兼顾能效、动力操控以及电机使用寿命来控制电机，均衡提升电动车辆的动力性、经济性和使用可靠性。
结合第一方面，在第一种可能的实现方式中，电动车辆运行于多种驾驶模式中的任意一种驾驶模式时，控制装置可以响应于电动车辆的运行参数和动力系统的运行参数中任意一个的变化幅度超过预设值，调整前驱电机以及后驱电机的扭矩分配比例。
结合第一方面或结合第一方面第一种可能的实现方式，在第二种可能的实现方式中，上述控制装置可以具体实现为整车控制器，上述动力系统包括主控制器和从控制器。那么，整车控制器根据扭矩分配比例分别向主控制器和从控制器发送控制指令，此时主控制器和从控制器根据整车控制器发送的控制指令分别调整前驱电机和后驱电机输出的扭矩。
结合第一方面或结合第一方面第一种可能的实现方式，在第三种可能的实现方式中，上述控制装置可以具体实现为主控制器和从控制器。其中，主控制器可以根据扭矩分配比例调整前驱电机输出的扭矩，并根据后驱电机的扭矩分配比例向从控制器发送控制指令，此时从控制根据主控制器发送的控制指令调整后驱电机输出的扭矩。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第四种可能的实现方式中，电动车辆包括油门装置和刹车装置，该油门装置可以接受驾驶员触发并输出油门信号，该刹车装置可以接受驾驶员触发并输出刹车信号。控制装置的输入端直接连接油门装置和刹车装置，以接受油门信号和刹车信号。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第五种可能的实现方式中，电动车辆包括转角感测装置，该转角感测装置可以监测方向盘转过的角度并输出方向盘转角信号，该控制装置的输入端直接连接转角感测装置，以接收方向盘转角信号。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第六种可能的实现方式中，前驱电机和后驱电机分别设有温度感测装置，该温度感测装置分别获取前驱电机的温度和后驱电机的温度并输出温度信号，此时控制装置用于直接连接温度感测装置，以接收温度信号。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第七种可能的实现方式中，控制装置按照第一频率获取电动车辆的运行参数和动力系统的运行参数，并且控制装置按照第二频率输出前驱电机及所述后驱电机的扭矩分配比例。其中，第一频率大于第二频率。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第八种可能的实现方式中，控制装置中储存有多个扭矩分配表和多组权重。其中，多个扭矩分配表包括电动车辆的运行参数和动力系统的运行参数中至少两个参数与多个扭矩分配参考比例的对应关系。多组权重中的每组权重对应一种驾驶模式，且每组权重包括多个权重参数。多个权重参数中的一个权重参数对应多个扭矩分配表中的一个扭矩分配表。具体实现中，控制装置根据电动车辆的运行参数和动力系统的运行参数，查找多个扭矩分配表并确定多个扭矩分配参考比例；并且控制装置根据电动车辆的驾驶模式对应的一组权重和多个扭矩分配参考比例，输出前驱电机及后驱电机的扭矩分配比例。
结合第一方面第八种可能的实现方式，在第九种可能的实现方式中，多个扭矩分配表包括第一扭矩分配表，多个扭矩分配参考比例包括第一扭矩分配参考比例。其中第一扭矩分配表包括前驱电机的效率、后驱电机的效率与第一扭矩分配参考比例的对应关系，控制装置可以根据获取得到的前驱电机的效率以及后驱电机的效率，在第一扭矩分配表中查找确定第一扭矩分配参考比例。
结合第一方面第九种可能的实现方式，在第十种可能的实现方式中，多个扭矩分配表包括第二扭矩分配表，多个扭矩分配参考比例包括第二扭矩分配参考比例。其中第二扭矩分配表包括前驱电机的温度和运行时长、后驱电机的温度和运行时长与第二扭矩分配参考比例的对应关系，控制装置可以根据获取得到的前驱电机的温度和运行时长以及后驱电机的温度和运行时长，在第二扭矩分配表中查找确定第二扭矩分配参考比例。
结合第一方面第十种可能的实现方式，在第十一种可能的实现方式中，多个扭矩分配表包括第三扭矩分配表，多个扭矩分配参考比例包括第三扭矩分配参考比例，其中第三扭矩分配表包括整车速度、方向盘转角与第三扭矩分配参考比例的对应关系，控制装置可以根据获取得到的整车速度以及方向盘转角，在第三扭矩分配表中查找确定第三扭矩分配参考比例。
结合第一方面第十一种可能的实现方式，在第十二种可能的实现方式中，控制装置根据电动车辆的驾驶模式，确定一组权重；并根据第一扭矩分配参考比例及其对应的权重参数、第二扭矩分配参考比例及其对应的权重参数、第三扭矩分配参考比例及其对应的权重参数，计算得到电动车辆的驾驶模式所对应的扭矩分配比例。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第十三种可能的实现方式中，控制装置的输入端还获取所述电动车辆的车速。在本申请实施例中，控制装置还响应于电动车辆的车速大于第一预设速度阈值，增大每种智能驾驶模式针对前驱电机的扭矩分配参考比例，以控制第一逆变电路增大向前驱电机输出的电流。在具体实践中，前驱电机可以是用来驱动前轮的电机，即前驱；后驱电机可以是用来驱动后轮的电机，即后驱。因此，在电动车辆处于高速行驶状态，可以增大前驱输出的扭矩，降低后驱输出的扭矩，从而增大电动车辆的抓地力，避免车辆打滑，提高行车的安全性。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第十四种可能的实现方式中，控制装置的输入端还获取整车的里程信息。在本申请实施例中，控制装置还响应于整车的里程信息中携带的整车里程大于预设里程阈值，减小每种智能驾驶模式针对前驱电机的扭矩分配参考比例，以控制第一逆变电路减小向前驱电机输出的电流。实施本申请实施例，可以较好均衡两个电机之间的寿命。
结合第一方面或结合第一方面上述任意一种可能的实现方式，在第十五种可能的实现方式中，控制装置的输入端还获取整车的转向信息。在本申请实施例中，控制装置还响应于整车的转向信息携带目标标识，增大每种智能驾驶模式针对后驱电机的扭矩分配参考比例，以控制从控制器增大第二逆变电路向后驱电机输出的电流。实施本申请，在电动车辆处于转弯状态下，增大后驱输出的扭矩，可以帮助电动车辆转弯，提升电动车辆的驾驶性能。
第二方面，本申请实施例提供了一种电驱动系统，该电驱动系统包括前驱电机、后驱电机、第一逆变电路、第二逆变电路以及结合第一方面或结合第一方面上述任意一种可能实现方式中的控制装置，其中第一逆变电路根据控制装置输出的前驱电机的扭矩分配比例输出电流，以控制前驱电机的转动；第二逆变电路根据控制装置输出的后驱电机的扭矩分配比例输出电流，以控制后驱电机的转动。
第三方面，本申请实施例提供了一种电动车辆，该电动车辆包括动力电池以及如结合第二方面所描述的电驱动系统；其中动力电池连接第一逆变电路和第二逆变电路的输入端。
应理解的是，本申请上述多个方面的实现和有益效果可互相参考。
附图说明
图1为本申请实施例中提供的电动车辆的场景示意图；
图2为本申请实施例中提供的电驱动系统的一结构框图；
图3为本申请实施例中电机的控制流程示意图；
图4为本申请实施例中提供的电驱动系统的另一结构框图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
下面结合附图来对本申请的技术方案的实施作进一步的详细描述。
参见图1，图1为本申请实施例提供的电动车辆的场景示意图。如图1所示，电动车辆10包括电驱动系统101以及与电驱动系统101连接的动力电池102，动力电池102向电驱动系统101提供电源。
在一种实施例中，电驱动系统101的结构可以如图2所示，电驱动系统101包括控制装置201、第一逆变电路202、前驱电机203、第二逆变电路205以及后驱电机206。
具体实现中，控制装置201的输入端连接刹车装置207和油门装置208，控制装置201的输出端连接第一逆变电路202的控制端和第二逆变电路205的控制端，第一逆变电路202的输入端和第二逆变电路205的输入端连接动力电池。并且，第一逆变电路202的输出端连接前驱电机203，此时第一逆变电路202可以将动力电池的电压进行变换，以向前驱电机203输出电流，从而驱动前驱电机203。第二逆变电路205的输出端连接后驱电机206，此时第二逆变电路205可以将动力电池的电压进行变换，以向后驱电机206输出电流，从而驱动后驱电机206。
该控制装置201包括主控制器2011和从控制器2012。此时，刹车装置207和油门装置208具体直接连接的是主控制器2011的输入端，主控制器2011的输出端具体连接第一逆变电路202的控制端，从控制器2012的输出端具体连接第二逆变电路205的控制端。可以理解的是，刹车装置207可以输出刹车信号，油门装置208可以输出油门信号。其中，油门信号和刹车信号是由驾驶员踩下油门踏板或刹车踏板触发而产生的。在本申请实施例中，刹车装置207和油门装置208直接连接主控制器2011，主控制器2011可以直接响应油门信号和刹车信号，并控制前驱电机203和后驱电机206输出的扭矩。
从控制器2012连接主控制器2011。示例性的，从控制器2012可以直接与主控制器2011连接，或者主控制器2011和从控制器2012连接至动力CAN总线，则主控制器2011和从控制器2012可以通过动力CAN总线进行通信。
主控制器2011和从控制器2012可以具体实现为中央处理单元(central processing unit，CPU)、其他通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application specific integrated circuit，ASIC)、现成可编程门阵列(field-programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。
控制装置201还包括制动防抱死系统2013，该制动防抱死系统2013可以根据速度传感器感测到的轮速来计算整车车速，其中，该速度传感器设置在车轮上。或者，控制装置201还包括车身电子稳定系统2014，此时也可以由该车身电子稳定系统2014根据速度传感器感测到的轮速来计算整车车速。整车车速的具体计算方式可以参考现有技术，此处不作赘述。
主控制器2011的通信端连接动力CAN总线，制动防抱死系统2013和车身电子稳定系统2014也连接动力CAN总线，则主控制器2011可以通过动力CAN总线从制动防抱死系统2013或车身电子稳定系统2014中获取整车车速。
在一种实施例中，主控制器2011和第一逆变电路202集成在一起，或者主控制器2011、第一逆变电路202和前驱电机203可以集成在一起。
在一种实施例中，从控制器2012和第二逆变电路205集成在一起，或者从控制器2012、第二逆变电 路205和后驱电机206可以集成在一起。
示例性的，第一逆变电路202和第二逆变电路205可以是三相两电平逆变器、三相三电平逆变器或者三相多电平逆变器，即本申请实施例不对第一逆变电路202和第二逆变电路205的具体实现进行限制，只要可以将动力电池输出的直流电转换为驱动电机的交流电即可。
下面结合附图对主控制器具体如何考虑多种因素来对电机进行控制进行示例性说明。
在一种实施例中，主控制器2011可以执行图3中示出的控制流程示意图，此时主控制器2011具体执行步骤如下：
S301、主控制器2011获取电动车辆的驾驶模式。其中，电动车辆中设有多种驾驶模式可以切换。需要说明的是，本申请实施例以多种驾驶模式包括默认驾驶模式、第一智能驾驶模式、第二智能驾驶模式以及第三智能驾驶模式为例，在具体实现中，可以根据实际应用设置不同种类的驾驶模式。
在一种实施例中，驾驶模式可以是由用户输入的。此时主控制器2011可以通过检测用户的输入来获取电动车辆的驾驶模式。比如说，一种驾驶模式对应设置一个按钮，若主控制器2011检测到任一种驾驶模式对应的按钮被按下，则确定电动车辆处于该驾驶模式下。可以理解的是，各种驾驶模式也可以是用户通过点击车辆屏幕来选定，本申请实施例不对用户具体如何输入驾驶模式进行限制，可以是通过按下按钮，也可以是通过点击屏幕等方式。
在一种实施例中，主控制器2011可以根据电动车辆的运行参数判断电动车辆所处的驾驶模式。该电动车辆的运行参数包括整车车速、方向盘转角和整车加速度等。比如说，主控制器2011在整车车速小于第一预设速度阈值的情况下，确定电动车辆处于默认驾驶模式。或者，主控制器2011在方向盘转角小于预设角度的情况下，确定电动车辆处于默认驾驶模式等等。具体如何根据车辆状态判断电动车辆所处的驾驶模式可以根据实际应用进行调整，此处不作限制。
S302、主控制器2011获取电动车辆的运行参数以及动力系统的运行参数。其中，电动车辆的运行参数包括整车速度和方向盘转角，动力系统的运行参数包括前驱电机203的温度、效率和运行时长，以及后驱电机206的温度、效率和运行时长。
具体实现中，主控制器2011可以从制动防抱死系统2013或车身电子稳定系统2014中获取整车速度和方向盘转角。
或者，主控制器2011的输入端直接连接转角感测装置。此时该转角感测装置可以监测方向盘转过的角度，并输出方向盘转角信号。此时，主控制器2011可以按照第一频率直接从转角感测装置中接收该方向盘转角信号。示例性的，该转角感测装置可以具体实现为方向盘转角传感器。
在一种实施例中，主控制器2011的输入端连接温度感测装置，该温度感测装置可以设置在电机的外壳壳体。示例性的，该温度感测装置包括两个温度传感器，一个温度传感器设置在前驱电机203的外壳壳体，另一个温度传感器设置在后驱电机206的外壳壳体。此时，主控制器2011可以通过设置在前驱电机203的外壳壳体处的温度传感器获取前驱电机203的温度，以及通过设置在后驱电机206的外壳壳体处的温度传感器获取后驱电机206的温度。
在一种实施例中，主控制器2011可以根据整车车速以及油门信号来衡量前驱电机203和后驱电机206的效率。或者，主控制器2011可以实时获取第一逆变电路202输出的电流和前驱电机203的实际转速，并根据第一逆变电路202输出的电流和前驱电机203的实际转速来计算前驱电机203的效率。同理的，主控制器2011也可以实时获取第二逆变电路205输出的电流和后驱电机206的实际转速，并根据第二逆变电路205输出的电流和后驱电机206的实际转速计算后驱电机206的实际转速。
在一种实施例中，主控制器2011可以从车身电子稳定系统2014或制动防抱死系统2013获取整车里程信息。可以理解的是，整车里程信息是根据整车车速以及整车运行时间计算得到。而整车运行时间与前驱电机203和后驱电机206的运行时长有关。即主控制器2011可以根据整车里程信息来衡量前驱电机203和后驱电机206的运行时长。比如说，前驱电机203是主驱电机，后驱电机206是辅驱电机，那么主控制器2011可以确定前驱电机203的运行时长即为整车运行时间，而后驱电机206的运行时长可以是整车运行时间的预设百分比，例如90％。
S303、主控制器2011响应于电动车辆的油门信号或刹车信号，根据电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数，输出前驱电机203和后驱电机206的扭矩分配比例。
具体实现中，主控制器2011响应于电动车辆的油门信号或刹车信号，即主控制器2011根据油门装置208的开合程度以及刹车装置207的开合程度，计算整车需求扭矩。示例性的，主控制器2011计算得到整车需求扭矩为100N。
主控制器2011中设有多个扭矩分配表，该多个扭矩分配表中的每个扭矩分配表包括电动车辆的运行参数和动力系统的运行参数中的至少两个参数与多个扭矩分配参考比例之间的对应关系，例如前驱电机的效率和后驱电机的效率分别与第一扭矩分配参考比例之间的对应关系，前驱电机的温度和运行时长、后驱电机的温度和运行时长分别于第二扭矩分配参考比例之间的对应关系，以及整车车速和方向盘转角分别于第三扭矩分配参考比例之间的对应关系。此时，主控制器2011根据步骤S302获取得到的电动车辆的运行参数、动力系统的运行参数，查找多个扭矩分配表确定得到多个扭矩分配参考比例。
在一种实施例中，多个扭矩分配表包括第一扭矩分配表，该第一扭矩分配表包括前驱电机203的效率、后驱电机206的效率与第一扭矩分配参考比例之间的对应关系。此时，主控制器2011可以根据步骤S302获取得到的前驱电机203的效率以及后驱电机206的效率，在第一扭矩分配表中查找确定第一扭矩分配参考比例。此时，第一扭矩分配表可以理解为第一智能驾驶模式对应的扭矩分配表。第一智能驾驶模式是能耗模式，能耗模式可以理解为前驱电机203和后驱电机206的输出效率较高，此时第一智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例是基于电机效率的考虑。示例性的，第一智能驾驶模式针对前驱电机203的扭矩分配参考比例表示为20％，则第一智能驾驶模式针对后驱电机206的扭矩分配参考比例表示为80％。或者，第一智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例可以表示为2:8。
可选的，在一种实施例中，主控制器2011可以根据前驱电机203的温度和后驱电机206的温度对第一扭矩分配表进行修正。比如说，假设前驱电机203的效率以及后驱电机206的效率相同，若前驱电机203的温度是10°，后驱电机206的温度是20°，主控制器2011将第一智能驾驶模式针对前驱电机203的扭矩分配参考比例从20％提高为25％，并将第一智能驾驶模式针对去后驱电机206的扭矩分配参考比例从80％降低为75％。或者，若前驱电机203的温度为10°，后驱电机206的温度是5℃，主控制器2011将第一智能驾驶模式针对前驱电机203的扭矩分配参考比例从20％降低为18％，并将第一智能驾驶模式针对后驱电机206的扭矩分配参考比例从80％提高为82％。总的来说，在前驱电机203的温度低于后驱电机206的温度的情况下，主控制器2011可以通过提高第一智能驾驶模式针对前驱电机203的扭矩分配参考比例来提高前驱电机203输出的扭矩，或者在后驱电机206的温度低于前驱电机203的温度的情况下，主控制器2011可以通过提高第一智能驾驶模式针对后驱电机206的扭矩分配参考比例来提高后驱电机206输出的扭矩。可以理解的是，电机输出的扭矩提高，逆变电路向电机输出的电流变大，电机的磁耗和铜耗产生的热量增大，电机升温的速度加快，此时也可以提高电机通过冷却回路对动力电池的加热速度。实施本申请实施例，可以进一步基于前驱电机的温度和后驱电机的温度对第一智能驾驶模式针对前驱电机和后驱电机的扭矩分配参考比例进行调整，以调整前驱电机和后驱电机输出的扭矩，从而调整前驱电机和后驱电机的升温时间。
在一种实施例中，多个扭矩分配表包括第二扭矩分配表，该第二扭矩分配表包括前驱电机203的温度和运行时长、后驱电机206的温度和运行时长与第二扭矩分配参考比例之间的对应关系。此时，主控制器2011可以根据步骤S302获取得到的前驱电机203的温度和运行时长、后驱电机206的温度和运行时长，在第二扭矩分配表中查找确定第二扭矩分配参考比例。此时，第二扭矩分配表可以理解为第二智能驾驶模式对应的扭矩分配表。此时，第二智能驾驶模式是寿命模式，此时第二智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例是基于电机寿命的考虑。示例性的，第二智能驾驶模式针对前驱电机203的扭矩分配参考比例表示为60％，则第二智能驾驶模式针对后驱电机206的扭矩分配参考比例表示为40％。或者，第二智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例可以表示为6:4。
可选的，在一种实施例中，主控制器2011还可以通过动力CAN总线从车身电子稳定系统2014或制动防抱死系统2013获取前驱电机203的剩余预测寿命和后驱电机206的剩余预测寿命，或者主控制器2011可以根据前驱电机203的厂家预设寿命曲线以及前驱电机203的工作时间确定前驱电机203的剩余预测寿命，以及主控制器2011可以根据后驱电机206的厂家预设寿命曲线以及后驱电机206的工作时间确定后驱电机206的剩余预测寿命。
此时，主控制器2011可以根据前驱电机203的剩余预测寿命和后驱电机206的剩余预测寿命对第二扭矩分配表进行修正。比如说，假设前驱电机203的温度和运行时长与后驱电机206的温度和运行时长分别相同，若前驱电机203的剩余预测寿命是500小时，后驱电机的剩余预测寿命是600小时，主控制器2011将第二智能驾驶模式针对前驱电机203的扭矩分配参考比例从60％降低为53％，并将第二智能驾驶模式针对后驱电机206的扭矩分配参考比例从40％提高为47％。总的来说，在前驱电机203的剩余预测寿命小于后驱电机206的剩余预测寿命的情况下，主控制器2011可以通过降低第二智能驾驶模式针对前驱电机203 的扭矩分配参考比例来缩小前驱电机203的实际剩余寿命与后驱电机206的实际剩余寿命之间差距。
同理的，在前驱电机203的剩余预测寿命大于后驱电机206的剩余预测寿命的情况下，主控制器2011可以通过降低第二智能驾驶模式针对后驱电机206的扭矩分配参考比例来缩小前驱电机203的实际剩余寿命与后驱电机206的实际剩余寿命之间差距。
实施本申请实施例，可以进一步基于前驱电机的剩余预测寿命和后驱电机的剩余预测寿命对第二智能驾驶模式针对前驱电机和后驱电机的扭矩分配参考比例进行调整，以调整前驱电机和后驱电机输出的扭矩，从而调整前驱电机和后驱电机的实际剩余寿命。
在一种实施例中，多个扭矩分配表包括第三扭矩分配表，该第三扭矩分配表包括整车车速、方向盘转角与第三扭矩分配参考比例之间的对应关系。此时，主控制器2011可以根据步骤S302获取得到的整车车速以及方向盘转角，在第三扭矩分配表中查找确定第三扭矩分配参考比例。此时，第三扭矩分配表可以理解为第三智能驾驶模式对应的扭矩分配表。第三智能驾驶模式是性能模式，性能模式可以理解为主控制器2011的运行速率较大，此时第三智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例是基于主控制器2011的运行速率考虑的。示例性的，第三智能驾驶模式针对前驱电机203的扭矩分配参考比例表示为50％，则第三智能驾驶模式针对后驱电机206的扭矩分配参考比例表示为50％。或者，第三智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例可以表示为5:5。
可选的，在一种实施例中，主控制器2011可以根据前驱电机203的温度和后驱电机206的温度对第三扭矩分配表进行修正。比如说，假设整车车速和方向盘转角相同，若前驱电机203的温度是10°，后驱电机206的温度是20°，主控制器2011将第三智能驾驶模式针对前驱电机203的扭矩分配参考比例从50％提高为55％，并将第三智能驾驶模式针对后驱电机206的扭矩分配比例从50％降低为45％。或者，若前驱电机203的温度为10°，后驱电机206的温度是5℃，主控制器2011将第三智能驾驶模式针对前驱电机203的扭矩分配参考比例从50％降低为45％，并将第三智能驾驶模式针对后驱电机206的扭矩分配参考比例从50％提高为55％。总的来说，在前驱电机203的温度低于后驱电机206的温度的情况下，主控制器2011可以通过提高第三智能驾驶模式针对前驱电机203的扭矩分配参考比例来提高前驱电机203输出的扭矩，或者在后驱电机206的温度低于前驱电机203的温度的情况下，主控制器2011可以通过提高第三智能驾驶模式针对后驱电机206的扭矩分配参考比例来提高后驱电机206输出的扭矩。可以理解的是，电机输出的扭矩提高，逆变电路向电机输出的电流变大，电机的磁耗和铜耗产生的热量增大，电机升温的速度加快，此时也可以提高电机通过冷却回路对动力电池的加热速度。
实施本申请实施例，可以进一步基于前驱电机的温度和后驱电机的温度对第三智能驾驶模式针对前驱电机和后驱电机的扭矩分配参考比例进行调整，以调整前驱电机和后驱电机输出的扭矩，从而调整前驱电机与后驱电机之间的温差。
在一种实施例中，多种驾驶模式还包括默认驾驶模式，默认驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例是预先设置的，例如默认驾驶模式针对前驱电机203的扭矩分配参考比例是70％，则此时默认驾驶模式针对后驱电机206的扭矩分配参考比例是30％。即前驱电机203输出的扭矩为整车需求扭矩的70％，后驱电机206输出的扭矩为整车需求扭矩的30％。
上述为各个驾驶模式确定针对前驱电机和后驱电机的扭矩分配参考比例的具体实现方式，可以看出，第一智能驾驶模式是基于电机效率考虑的，第二智能驾驶模式是基于控制器的运行速率考虑的，第三智能驾驶模式是基于电机寿命考虑的。
主控制器2011可以根据前驱电机和后驱电机的扭矩分配参考比例以及电动车辆的驾驶模式对应的一组权重，确定前驱电机和后驱电机的扭矩分配比例。
具体实现中，每种驾驶模式对应一组权重，而每组权重包括多个权重参数，并且一个权重参数对应一个扭矩分配表。其中，各种驾驶模式与各组权重之间的对应关系是预先设置的，各个权重参数与扭矩分配表之间的对应关系是预先设置的。
示例性的，主控制器2011在获取得到电动车辆处于第一智能驾驶模式的情况下，确定第一智能驾驶模式对应的第一组权重。该第一组权重包括三个权重参数，示例性的，第一组权重中的三个权重参数分别为0.8、0.1和0.1。那么在电动车辆处于第一智能驾驶模式的情况下，第一扭矩分配表对应的权重参数为0.8，第二扭矩分配表对应的权重参数为0.1，第三扭矩分配表对应的权重参数为0.1。其中每个扭矩分配表与驾驶模式之间也具有对应关系，因此也可以说，在电动车辆处于第一智能驾驶模式的情况下，第一智能驾驶模式对应的权重参数为0.8，第二智能驾驶模式对应的权重参数为0.1，以及第三智能驾驶模式对应的权重参数为0.1。可以看出，所有智能驾驶模式的权重参数之和为1，即第一智能驾驶模式的权重参 数、第二智能驾驶模式的权重参数以及第三智能驾驶模式的权重参数之和为1。
在一种实施例中，主控制器2011可以根据第一智能驾驶模式对应的第一组权重中的每个权重参数以及每个权重参数对应的扭矩分配参考比例，得到第一智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配比例。需要解释的是，该前驱电机203和后驱电机206的扭矩分配比例即为前驱电机203和后驱电机206的扭矩分配实际比例。
示例性的，在电动车辆处于第一智能驾驶模式的情况下，主控制器2011确定第一组权重，该第一组权重包括的三个权重参数为0.8、0.1和0.1。并且，主控制器2011根据前驱电机203的效率以及后驱电机206的效率，在第一扭矩分配表中查找确定第一扭矩分配参考比例表示为2:8，即第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。主控制器2011根据前驱电机203的温度和运行时长、后驱电机206的温度和运行时长，在第二扭矩分配表中查找确定第二扭矩分配参考比例表示为6:4，即第二智能驾驶模式针对前驱电机203的扭矩分配参考比例为60％，第二智能驾驶模式针对后驱电机206的扭矩分配参考比例为40％。主控制器2011根据整车车速以及方向盘转角，在第三扭矩分配表中查找确定第三扭矩分配参考比例表示为5:5，即第三智能驾驶模式针对前驱电机203的扭矩分配参考比例为50％，第三智能驾驶模式针对后驱电机206的扭矩分配参考比例为50％。
其中，第一扭矩分配参考比例对应的权重参数为0.8，第二扭矩分配参考比例对应的权重参数为0.1，第三扭矩分配参考比例对应的权重参数为0.1。此时，主控制器2011将各个扭矩分配参考比例分别与每个扭矩分配参考比例对应的权重参数相乘后得到的结果相加，得到电动车辆在第一智能驾驶模式下针对前驱电机203和后驱电机206的扭矩分配实际比例，则第一智能驾驶模式针对前驱电机203的扭矩分配实际比例具体用公式表示为：20％×0.8+50％×0.1+60％×0.1＝27％；第一智能驾驶模式针对后驱电机206的扭矩分配实际比例具体用公式表示为：80％×0.8+50％×0.1+40％×0.1＝73％。
主控制器2011根据第一智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配实际比例以及整车需求扭矩，确定在电动车辆处于第一智能驾驶模式下前驱电机203和后驱电机206输出的扭矩。比如说，整车需求扭矩是100N，在电动车辆处于第一智能驾驶模式下，前驱电机203输出的扭矩为100×27％＝27N，后驱电机206输出的扭矩为100×73％＝73N。
此时，主控制器2011可以通过控制第一逆变电路202向前驱电机203输出的电流，从而控制前驱电机203输出的扭矩为27N。并且，主控制器2011可以向从控制器2012发送控制指令，该控制指令携带后驱电机206输出的扭矩，从控制器2012通过控制第二逆变电路205向后驱电机206输出的电流，从而控制后驱电机206输出的扭矩为73N。
在一种实施例中，主控制器2011可以根据第二智能驾驶模式对应的第二组权重中的每个权重参数以及每个权重参数对应的扭矩分配参考比例，得到第二智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配比例。
示例性的，在电动车辆处于第二智能驾驶模式的情况下，主控制器2011确定第二组权重，该第二组权重的三个权重参数0.25、0.25和0.5。
需要说明的是，电动车辆从第一智能驾驶模式切换到第二智能驾驶模式，各种智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例没有发生变化，变化的是在第二智能驾驶模式下各种智能驾驶模式对应的权重参数。即第一扭矩分配参考比例还是2:8，即第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。第二扭矩分配参考比例还是6:4，即第二智能驾驶模式针对前驱电机203的扭矩分配参考比例为60％，第二智能驾驶模式针对后驱电机206的扭矩分配参考比例为40％。第三扭矩分配参考比例还是5:5，即第三智能驾驶模式针对前驱电机203的扭矩分配参考比例为50％，第三智能驾驶模式针对后驱电机206的扭矩分配参考比例为50％。
其中，第一扭矩分配参考比例对应的权重参数为0.25，第二扭矩分配参考比例对应的权重参数为0.25，第三扭矩分配参考比例对应的权重参数为0.5。此时，前驱电机203的扭矩分配实际比例具体用公式表示为：20％×0.25+50％×0.25+60％×0.5＝47.5％；后驱电机206的扭矩分配实际比例具体用公式表示为：80％×0.25+50％×0.25+40％×0.5＝52.5％。
主控制器2011根据第二智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配实际比例以及整车需求扭矩，确定在电动车辆处于第二智能驾驶模式下，前驱电机203和后驱电机206输出的扭矩。比如说，整车需求扭矩是100N，在电动车辆处于第二智能驾驶模式下，前驱电机203输出的扭矩为 100×47.5％＝47.5N，后驱电机206输出的扭矩为100×52.5％＝52.5N。
此时，主控制器2011可以通过控制第一逆变电路202向前驱电机203输出的电流，从而控制前驱电机203输出的扭矩为47.5N。并且，主控制器2011可以向从控制器2012发送控制指令，该控制指令携带后驱电机206输出的扭矩，从控制器2012通过控制第二逆变电路205向后驱电机206输出的电流，从而控制后驱电机206输出的扭矩为52.5N。
在一种实施例中，主控制器2011可以根据第三智能驾驶模式对应的第三组权重中的每个权重参数以及每个权重参数对应的扭矩分配参考比例，得到第三智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配比例。
示例性的，在电动车辆处于第三智能驾驶模式的情况下，主控制器2011确定第三组权重，该第三组权重的三个权重参数0.25、0.5和0.25。
同理的，电动车辆从第一智能驾驶模式或第二智能驾驶模式切换到第三智能驾驶模式，各种智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配参考比例没有发生变化，变化的是在第三智能驾驶模式下各种智能驾驶模式对应的权重参数。即第一扭矩分配参考比例还是2:8，即第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。第二扭矩分配参考比例还是6:4，即第二智能驾驶模式针对前驱电机203的扭矩分配参考比例为60％，第二智能驾驶模式针对后驱电机206的扭矩分配参考比例为40％。第三扭矩分配参考比例还是5:5，即第三智能驾驶模式针对前驱电机203的扭矩分配参考比例为50％，第三智能驾驶模式针对后驱电机206的扭矩分配参考比例为50％。
其中，第一扭矩分配参考比例对应的权重参数为0.25，第二扭矩分配参考比例对应的权重参数为0.5，第三扭矩分配参考比例对应的权重参数为0.25。此时，前驱电机203的扭矩分配实际比例具体用公式表示为：20％×0.25+50％×0.5+60％×0.25＝45％；后驱电机206的扭矩分配实际比例具体用公式表示为：80％×0.25+50％×0.5+40％×0.25＝55％。
主控制器2011根据第三智能驾驶模式针对前驱电机203和后驱电机206的扭矩分配实际比例以及整车需求扭矩，确定在电动车辆处于第三智能驾驶模式下，前驱电机203和后驱电机206输出的扭矩。比如说，整车需求扭矩是100N，在电动车辆处于第三智能驾驶模式下，前驱电机203输出的扭矩为100×45％＝45N，后驱电机206输出的扭矩为100×55％＝55N。
此时，主控制器2011可以通过控制第一逆变电路202向前驱电机203输出的电流，从而控制前驱电机203输出的扭矩为45N。并且，主控制器2011可以向从控制器2012发送控制指令，该控制指令携带后驱电机206输出的扭矩，从控制器2012通过控制第二逆变电路205向后驱电机206输出的电流，从而控制后驱电机206输出的扭矩为55N。
综上所述，在不同的智能驾驶模式下，各个智能驾驶模式对应的权重参数不同。所以在不同的智能驾驶模式下，经过各个智能驾驶模式对应的权重参数调整得到的扭矩分配比例不同。可以看出，本申请实施例综合考虑了电机效率、控制器运行速率以及电机寿命的影响，对电机输出的扭矩进行动态调整，实施本申请实施例，可以兼顾能效、动力操控以及电机使用寿命来控制电机，均衡提升电动车辆的动力性、经济性和使用可靠性。
在一种实施例中，主控制器2011响应于电动车辆的运行参数和动力系统的运行参数中任意一个的变化幅度超过预设值，调整前驱电机203和后驱电机206的扭矩分配比例。比如说，整车车速大于第一预设速度阈值，即使电动车辆没有切换驾驶模式，主控制器2011根据整车车速在第三扭矩分配表中查找确定的第三扭矩分配参考比例发生变化，使得在同样的权重参数的情况下，前驱电机203和后驱电机206的扭矩分配比例发生变化。或者，主控制器2011在监测到整车车速大于第一预设速度阈值，若电动车辆处于第一智能驾驶模式、第二智能驾驶模式或者默认驾驶模式，主控制器2011将电动车辆切换至第三智能驾驶模式，使得前驱电机203和后驱电机206的扭矩分配比例发生变化。
在一种实施例中，主控制器2011按照第一频率获取电动车辆的运行参数以及动力系统的运行参数，而主控制器2011按照第二频率输出前驱电机203和后驱电机206的扭矩分配比例。其中，第一频率大于第二频率。此时，主控制器2011可以对电动车辆的运动参数和动力系统的运动参数进行多次取平均运算之后才输出前驱电机203和后驱电机206的扭矩分配比例，此时得到的前驱电机203和后驱电机206的扭矩分配比例更加准确。
在一种实施例中，无论电动车辆处于第一智能驾驶模式、第二智能驾驶模式还是第三智能驾驶模式，当主控制器2011检测到电动车辆的车速大于第二预设速度阈值，主控制器2011增大每种智能驾驶模式针 对前驱电机203的扭矩分配参考比例，控制第一逆变电路202增大向前驱电机203输出的电流。此时，前驱电机203输出的扭矩增大。
示例性的，主控制器2011从第一扭矩分配表查找确定第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。若主控制器2011检测到电动车辆的车速大于第二预设速度阈值，则将第一智能驾驶模式针对前驱电机203的扭矩分配参考比例增大，比如增大为25％。由于第一智能驾驶模式针对前驱电机203的扭矩分配参考比例与第一智能驾驶模式针对后驱电机206的扭矩分配参考比例相加为100％，那么此时第一智能驾驶模式针对后驱电机206的扭矩分配参考比例则为75％。需要解释的是，电动车辆的车速大于第二预设速度阈值可以认为电动车辆处于高速行驶状态。即在电动车辆处于高速行驶状态，主控制器2011可以根据空气动力学增大第一智能驾驶模式针对前驱电机203的扭矩分配参考比例，从而增大前驱电机203输出的扭矩，并降低后驱电机206输出的扭矩。在具体实践中，前驱电机203可以是用来驱动前轮的电机，即前驱；后驱电机206可以是用来驱动后轮的电机，即后驱。因此，在电动车辆处于高速行驶状态，可以增大前驱输出的扭矩，降低后驱输出的扭矩，从而增大电动车辆的抓地力，避免车辆打滑，提高行车的安全性。
在一种实施例中，无论电动车辆处于第一智能驾驶模式、第二智能驾驶模式还是第三智能驾驶模式，当主控制器2011检测到电动车辆里程大于预设里程阈值，主控制器2011减小每种智能驾驶模式针对前驱电机203的扭矩分配参考比例，控制第一逆变电路202减小向前驱电机203输出的电流。此时，前驱电机203输出的扭矩减小。
示例性的，主控制器2011从第一扭矩分配表查找确定第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。若主控制器2011检测到电动车辆里程大于预设里程阈值，则将第一智能驾驶模式针对前驱电机203的扭矩分配参考比例减小，比如减小为15％。由于第一智能驾驶模式针对前驱电机203的扭矩分配参考比例与第一智能驾驶模式针对后驱电机206的扭矩分配参考比例相加为100％，那么此时第一智能驾驶模式针对后驱电机206的扭矩分配参考比例则为85％。需要解释的是，车辆中设有两个电机，这两个电机可以是不同类型的电机，比如说前驱电机203是同步电机，后驱电机206是异步电机。一般而言，同步电机是主驱电机，即前驱电机203是主驱电机。在车辆行驶过程中，主驱电机对外做功较多，那么在电动车辆里程大于预设里程阈值的情况下，可以认为主驱电机过劳，则主控制器2011减小第一智能驾驶模式针对前驱电机203的扭矩分配参考比例，从而减小前驱电机203输出的扭矩，并增大后驱电机206输出的扭矩。实施本申请实施例，可以避免主驱过劳，辅驱闲置，可以较好均衡两个电机之间的寿命。
在一种实施例中，主控制器2011还可以通过动力CAN总线从车身电子稳定系统2014或制动防抱死系统2013获取电动车辆的转向信息，或者主控制器2011的输入端可以连接转向传感器，从该转向传感器中获取电动车辆的转向信息。
无论电动车辆处于第一智能驾驶模式、第二智能驾驶模式还是第三智能驾驶模式，当主控制器2011检测到电动车辆的转向信息携带目标标识，该目标标识用于确定电动车辆处于转弯状态。此时主控制器2011增大每种智能驾驶模式针对后驱电机206的扭矩分配参考比例，控制第二逆变电路205增大向后驱电机206输出的电流。此时，后驱电机206输出的扭矩增大。
示例性的，主控制器2011从第一扭矩分配表查找确定第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为20％，第一智能驾驶模式针对后驱电机206的扭矩分配参考比例为80％。若主控制器2011确定电动车辆处于转弯状态，则将第一智能驾驶模式针对后驱电机206的扭矩分配参考比例增大比如增大为83％。由于第一智能驾驶模式针对前驱电机203的扭矩分配参考比例与第一智能驾驶模式针对后驱电机206的扭矩分配参考比例相加为100％，那么此时第一智能驾驶模式针对前驱电机203的扭矩分配参考比例为17％。在具体实践中，前驱电机203可以是用来驱动前轮的电机，即前驱；后驱电机206可以是用来驱动后轮的电机，即后驱。因此，在电动车辆处于转弯状态下，增大后驱输出的扭矩，可以帮助电动车辆转弯，提升电动车辆的驾驶性能。
在一种实施例中，电驱动系统101的结构可以如图4所示，电驱动系统101包括控制装置401、第一逆变电路402、前驱电机403、第二逆变电路405以及后驱电机406。
其中，控制装置401的输入端连接刹车装置407和油门装置408。区别于图2中示出的控制装置201，本申请实施例提供的控制装置401包括整车控制器4012，动力系统包括主控制器400、从控制器404。
此时，刹车装置407和油门装置408具体连接的是整车控制器4012，整车控制器4012的输出端连接 动力CAN总线。主控制器400和从控制器404的输入端连接该动力CAN总线。主控制器400的输出端连接第一逆变电路402的控制端，从控制器404的输出端连接第二逆变电路405的控制端，第一逆变电路402的输入端和第二逆变电路405的输入端连接动力电池。并且，第一逆变电路402的输出端连接前驱电机403，此时第一逆变电路402可以将动力电池的电压进行变换，以向前驱电机403输出电流，从而驱动前驱电机403。第二逆变电路405的输出端连接后驱电机406，此时第二逆变电路405可以将动力电池的电压进行变换，以向后驱电机406输出电流，从而驱动后驱电机406。
在一种实施例中，主控制器400连接从控制器404的通信端。
具体实现中，整车控制器4012获取电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数，并且，整车控制器4012响应于电动车辆的油门信号或刹车信号，根据电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数，输出前驱电机403和后驱电机406的扭矩分配比例。具体实现方式参考步骤S301至步骤S303的描述。
不同的是，本申请实施例是由整车控制器4012来确定前驱电机403和后驱电机406的扭矩分配比例，也可以是直接根据整车需求扭矩以及前驱电机403和后驱电机406的扭矩分配比例，计算得到前驱电机403和后驱电机406输出的扭矩。
第一扭矩分配表、第二扭矩分配表和第三扭矩分配表以及每个扭矩分配表对应的权重参数都设置在整车控制器4012中。
在一种实施例中，整车控制器4012可以计算得到前驱电机403和后驱电机406输出的扭矩，并向主控制器400下发前驱电机403输出的扭矩，以及向从控制器404下发后驱电机406输出的扭矩。
可选的，在一种实施例中，整车控制器4012可以向主控制器400和从控制器404下发整车需求扭矩、多个扭矩分配表及其对应的权重参数，使得主控制器400基于整车需求扭矩，以及第一扭矩分配表、第二扭矩分配表、第三扭矩分配表以及每个扭矩分配表对应的权重参数控制第一逆变电路402向前驱电机403输出的电流；从控制器404基于整车需求扭矩，以及第一扭矩分配表、第二扭矩分配表、第三扭矩分配表以及每个扭矩分配表对应的权重参数控制第二逆变电路405向后驱电机406输出的电流。
可以看出，图4中示出的电驱动系统，只是由整车控制器4012来对电动车辆的驾驶模式、电动车辆的运行参数以及动力系统的运行参数进行获取，以及对前驱电机403和后驱电机406的扭矩分配比例进行输出，本申请实施例依然可以实现如图2中所描述的效果，即综合考虑电机效率、控制器运行速率以及电机寿命的影响，对电机输出的扭矩进行动态调整，实施本申请实施例，可以兼顾能效、动力操控以及电机使用寿命，均衡提升电动车辆的动力性、经济性和使用可靠性。
需要说明的是，上述术语“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。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (15)

  1. 一种电动车辆动力系统的控制装置，其特征在于，所述电动车辆包括多种驾驶模式，所述动力系统包括前驱电机及后驱电机，所述控制装置用于控制所述动力系统中所述前驱电机及所述后驱电机的扭矩分配比例，所述控制装置用于：
    获取所述电动车辆的驾驶模式；
    获取所述电动车辆的运行参数，所述电动车辆的运行参数包括整车速度和方向盘转角；
    获取所述动力系统的运行参数，所述动力系统的运行参数包括所述前驱电机及所述后驱电机的温度、效率和运行时长；
    响应于所述电动车辆的油门信号或刹车信号，根据所述电动车辆的驾驶模式、所述电动车辆的运行参数和所述动力系统的运行参数输出所述前驱电机及所述后驱电机的扭矩分配比例。
  2. 根据权利要求1所述的控制装置，其特征在于，所述电动车辆运行于所述多种驾驶模式中的任意一种驾驶模式时，所述控制装置用于：
    响应于所述电动车辆的运行参数和所述动力系统的运行参数中任意一个的变化幅度超过预设值，调整所述前驱电机及所述后驱电机的扭矩分配比例。
  3. 根据权利要求1-2任一项所述的控制装置，其特征在于，所述控制装置包括整车控制器，所述动力系统包括主控制器和从控制器，其中：
    所述整车控制器用于根据所述扭矩分配比例分别向所述主控制器和从控制器发送控制指令；
    所述主控制器和所述从控制器用于根据所述整车控制器发送的控制指令分别调整所述前驱电机和所述后驱电机输出的扭矩。
  4. 根据权利要求1-2任一项所述的控制装置，其特征在于，所述控制装置包括主控制器和从控制器，其中：
    所述主控制器用于根据所述扭矩分配比例调整所述前驱电机输出的扭矩、并根据所述后驱电机的扭矩分配比例向所述从控制器发送控制指令；
    所述从控制器用于根据所述主控制器发送的控制指令调整所述后驱电机输出的扭矩。
  5. 根据权利要求1-4任一项所述的控制装置，所述电动车辆包括油门装置和刹车装置，所述油门装置用于接受触发并输出所述油门信号，所述刹车装置用于接受触发并输出所述刹车信号，所述控制装置的输入端用于直接连接所述油门装置和所述刹车装置，以接收所述油门信号和所述刹车信号。
  6. 根据权利要求1-5任一项所述的控制装置，所述电动车辆包括转角感测装置，所述转角感测装置用于监测并输出所述方向盘转角信号，所述控制装置的输入端用于直接连接所述转角感测装置，以接收所述方向盘转角信号。
  7. 根据权利要求1-6任一项所述的控制装置，其特征在于，所述前驱电机和所述后驱电机分别设有温度感测装置，所述温度感测装置用于获取所述前驱电机的温度和所述后驱电机的温度并输出温度信号，所述控制装置用于直接连接所述温度感测装置，以接收所述温度信号。
  8. 根据权利要求1-7任一项所述的控制装置，其特征在于，所述控制装置用于按照第一频率获取所述电动车辆的运行参数和所述动力系统的运行参数；
    所述控制装置用于按照第二频率输出所述前驱电机及所述后驱电机的扭矩分配比例；
    其中，所述第一频率大于所述第二频率。
  9. 根据权利要求1-8任一项所述的控制装置，其特征在于，所述控制装置包括多个扭矩分配表和多组权重，所述多个扭矩分配表包括所述电动车辆的运行参数和所述动力系统的运行参数中至少两个参数与多个扭矩分配参考比例的对应关系，所述多组权重中的每组权重对应一种驾驶模式，且所述每组权重包括 多个权重参数，所述多个权重参数中的一个权重参数对应所述多个扭矩分配表中的一个扭矩分配表，所述控制装置用于：
    根据所述电动车辆的运行参数和所述动力系统的运行参数，查找所述多个扭矩分配表并确定多个扭矩分配参考比例；
    根据所述电动车辆的驾驶模式对应的一组所述权重和所述多个扭矩分配参考比例，输出所述前驱电机及所述后驱电机的扭矩分配比例。
  10. 根据权利要求9所述的控制装置，其特征在于，所述多个扭矩分配表包括第一扭矩分配表，所述多个扭矩分配参考比例包括第一扭矩分配参考比例，其中所述第一扭矩分配表包括所述前驱电机的效率、所述后驱电机的效率与所述第一扭矩分配参考比例的对应关系，所述控制装置还用于：
    根据获取得到的所述前驱电机的效率以及所述后驱电机的效率，在所述第一扭矩分配表中查找确定所述第一扭矩分配参考比例。
  11. 根据权利要求10所述的控制装置，其特征在于，所述多个扭矩分配表包括第二扭矩分配表，所述多个扭矩分配参考比例包括第二扭矩分配参考比例，其中所述第二扭矩分配表包括所述前驱电机的温度和运行时长、所述后驱电机的温度和运行时长与所述第二扭矩分配参考比例的对应关系，所述控制装置还用于：
    根据获取得到的所述前驱电机的温度和运行时长以及所述后驱电机的温度和运行时长，在所述第二扭矩分配表中查找确定所述第二扭矩分配参考比例。
  12. 根据权利要求11所述的控制装置，其特征在于，所述多个扭矩分配表包括第三扭矩分配表，所述多个扭矩分配参考比例包括第三扭矩分配参考比例，其中所述第三扭矩分配表包括整车速度、方向盘转角与第三扭矩分配参考比例的对应关系，所述控制装置还用于：
    根据获取得到的所述整车速度以及所述方向盘转角，在所述第三扭矩分配表中查找确定所述第三扭矩分配参考比例。
  13. 根据权利要求12所述的控制装置，其特征在于，所述控制装置用于：
    根据所述电动车辆的驾驶模式，确定一组权重；
    根据所述第一扭矩分配参考比例及其对应的权重参数、所述第二扭矩分配参考比例及其对应的权重参数、所述第三扭矩分配参考比例及其对应的权重参数，计算得到所述电动车辆的驾驶模式所对应的扭矩分配比例。
  14. 一种电驱动系统，其特征在于，所述电驱动系统包括前驱电机、后驱电机、第一逆变电路、第二逆变电路以及如权利要求1-13任一项所述的控制装置，所述第一逆变电路用于输出电流驱动所述前驱电机，所述第二逆变电路用于输出电流驱动所述后驱电机，所述第一逆变电路和所述第二逆变电路分别用于根据所述控制装置输出的所述扭矩分配比例调整输出电流。
  15. 一种电动车辆，其特征在于，所述电动车辆包括动力电池以及如权利要求14所述的电驱动系统。
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