An e-power architecture dump truck power distribution control method and system

Abstract

The application discloses an E-power architecture dump truck power distribution control method and system, mainly relates to the power distribution technical field, in order to solve the existing engine and battery power distribution is not reasonable, engine working efficiency is low and other problems. Including: according to the front axle main motor speed corresponding rated torque, rear axle main motor speed corresponding rated torque and throttle opening, the front and rear axle demand torque is calculated;Further according to the front axle gear corresponding speed ratio and rear axle gear corresponding speed ratio, the wheel end demand power is calculated;According to the wheel end demand power and the state of charge, the engine operating power is determined;According to the engine universal characteristic, the universal characteristic power curve and the BSFC curve tangent point are obtained, and then the engine economic curve is obtained;Determine the engine net power corresponding to the working condition point in the economic curve;According to the engine operating power and the wheel end demand power, the final working condition point is determined in the economic curve corresponding to several working condition points.

Description

Technical Field

[0001] This application relates to the field of power distribution control technology, and in particular to a power distribution control method and system for an E-power architecture dump truck. Background Technology

[0002] With traditional energy sources becoming increasingly scarce and environmental pollution worsening, new energy vehicles have become a major research focus for automakers. As dual-carbon goals are advanced, the battle against air pollution intensifies, and emission standards are gradually upgraded, companies are conducting research on new energy transformation to varying degrees. Among these, E-Power vehicles avoid the hassle of charging and range anxiety, demonstrating good economy and applicability.

[0003] Dump trucks play a vital role in economic development, accounting for a significant portion of the truck industry. As a production tool, dump trucks are closely related to economic development, especially infrastructure construction. Due to their widespread market demand, dump trucks are positioned by most automakers as a key model for their new energy transformation.

[0004] However, the E-Power architecture dump truck uses a series hybrid system. The engine is only used to drive the generator to produce electricity. The electricity generated by the generator is temporarily stored in the battery and used to power the drive motor as needed. The entire vehicle is driven by the drive motor. Currently, there is no power distribution control method applicable to the E-Power dump truck that can solve problems such as unreasonable power distribution between the engine and battery and low engine efficiency, considering the state of the engine, generator, battery, wheel-end power demand, battery SOC matching parking mode, hybrid mode, and pure electric mode. Summary of the Invention

[0005] In view of the above-mentioned shortcomings of the prior art, the present invention provides an E-power architecture dump truck power distribution control method and device to solve the above-mentioned technical problems.

[0006] Firstly, this application provides a power distribution control method for an E-power architecture dump truck. The method includes: calculating the required torque for the front and rear axles based on the rated torque corresponding to the speed of the front axle main motor, the rated torque corresponding to the speed of the rear axle main motor, and the throttle opening; then calculating the required power at the wheel ends based on the gear ratios corresponding to the gear positions of the front and rear axles; determining the engine operating power based on the required power at the wheel ends and the state of charge; obtaining the tangent point between the universal characteristic isopower curve and the BSFC curve based on the engine's universal characteristics, thereby obtaining the engine's economic curve; determining the net engine power corresponding to the operating point in the economic curve; and determining the final operating point among several operating points corresponding to the economic curve based on the engine operating power and the required power at the wheel ends.

[0007] Furthermore, based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening, the required torque for the front and rear axles is calculated; subsequently, based on the gear ratios corresponding to the front and rear axle gears, the required power at the wheel ends is calculated, specifically including: according to the formula: T 前桥 = Rated torque corresponding to front axle main motor speed * throttle opening * 2; T 后桥 =Rated torque corresponding to the rear axle main motor speed * Throttle opening * 2, calculate the required torque for the front and rear axles; where T 前桥 T represents the required torque for the front axle. 后桥 This indicates the required torque for the rear axle; according to the formula: T whl = Front axle gear ratio * T 前桥 +Rear axle gear ratio *T 后桥 and W Whl =T whl *Wheel speed / 9550, calculate the required power at the wheel end; where W Whl Power required for the wheel end.

[0008] Furthermore, the engine operating power is determined based on the wheel-end power demand and state of charge, specifically including: when the vehicle is in parking mode, detecting the state of charge percentage; when the state of charge is less than a first percentage, supplying power to the vehicle's electrical systems as needed; when the state of charge is greater than or equal to the first percentage, operating according to a preset minimum operating point; and charging the battery, with the charging upper limit being a second percentage of the state of charge.

[0009] Furthermore, the engine operating power is determined based on the wheel-end power demand and state of charge (SBC). Specifically, this includes: detecting the SBC percentage when the vehicle is in hybrid mode; and determining the engine operating power P when the SBC is less than a first percentage and the wheel-end power demand is greater than or equal to a first power. 发动机 = Engine maximum power; when the state of charge is less than the first percentage, and the wheel-end power demand is less than the first power but greater than or equal to the second power, the engine operating power P 发动机 = Engine maximum power; when the state of charge is less than the first percentage and the wheel-end power demand is less than the second power, the engine operating power P 发动机 = Wheel-end power demand / Electric drive axle efficiency + Battery continuous charging power; When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is greater than or equal to the third power, the engine operating power P 发动机 = Engine maximum power; when the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the third power but greater than or equal to the fourth power, the engine operating power P 发动机= Engine maximum power; when the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fourth power and greater than or equal to the fifth power, the engine operating power P 发动机 = Wheel-end power demand / Electric drive axle efficiency + Battery continuous charging power; When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fifth power, the engine operates according to the preset setpoint; when the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is greater than or equal to the third power, the engine operating power P 发动机 = Engine maximum power; when the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the third power and greater than or equal to the fourth power, the engine operating power P 发动机 = Wheel-end power demand / Electric drive axle efficiency - Battery continuous discharge power; When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the fourth power and greater than or equal to the sixth power, the engine operates according to the preset set point; when the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the sixth power, the engine operates according to the preset minimum operating point.

[0010] Furthermore, when the vehicle is in pure electric mode, the state of charge percentage is detected; when the state of charge is greater than the fourth percentage and the wheel-end power demand is greater than or equal to the seventh power, the vehicle engine operating power P_engine = wheel-end power demand - battery maximum discharge power; when the state of charge is greater than the fourth percentage and the wheel-end power demand is less than the seventh power, pure electric operation is performed.

[0011] Furthermore, the net engine power corresponding to the operating point in the economic curve is determined, specifically by calculating the net engine power according to the formula: Net engine power = (Engine speed * Engine torque / 9550 - Preset accessory power) * Generator efficiency.

[0012] Furthermore, based on the engine operating power and wheel-end power demand, the final operating point is determined from several operating points corresponding to the economic curve. Specifically, this includes: arranging the engine net power values ​​from the several operating points of the economic curve in descending order based on the engine operating power; selecting the first engine net power value greater than the engine operating power from the several engine net power values ​​and recording the ranking n of the engine net power values; extracting the candidate speed and candidate torque corresponding to the engine net power value; when the vehicle speed and torque are the candidate speed and candidate torque, reading the maximum battery charging limit from the BMS; according to the formula: P x=Speed ​​* Torque / 9550, calculate the current power at the selected economic operating point; when the difference between the current power and the wheel-end demand power is greater than the battery's maximum charging limit, select the engine net power value in the n-1 operating point for calculation, until the difference between the current power and the wheel-end demand power is less than the battery's maximum charging limit.

[0013] Secondly, this application provides an E-power architecture power distribution control system for dump trucks. The system includes: a calculation module, used to calculate the required torque for the front and rear axles based on the rated torque corresponding to the speed of the front axle main motor, the rated torque corresponding to the speed of the rear axle main motor, and the throttle opening; and then calculate the required power at the wheel ends based on the gear ratios corresponding to the gear positions of the front and rear axles; a determination module, used to determine the engine operating power based on the required power at the wheel ends and the state of charge; and also used to obtain the tangent point between the universal characteristic isopower curve and the BSFC curve based on the engine's universal characteristics, thereby obtaining the engine's economic curve; determine the net engine power corresponding to the operating point in the economic curve; and further used to determine the final operating point among several operating points corresponding to the economic curve based on the engine operating power and the required power at the wheel ends.

[0014] Those skilled in the art will understand that the present invention has at least the following beneficial effects:

[0015] This application proposes an E-power architecture dump truck power distribution control method and system. This control method fully considers the states of the engine, generator, and battery. By matching the wheel-end power demand and battery SOC with parking mode, hybrid mode, and pure electric mode, it ensures that the engine operating point is always stable at the economic operating point, improving engine operation smoothness and achieving energy saving and emission reduction. This method fully considers the generator's working efficiency and the battery's charging and discharging power limits, optimizing the power distribution strategy between the engine and battery. In other words, this application considers the battery's operating state, including charging power limits and SOC state, ensuring the battery operates under optimal conditions and extending battery life. It ensures the engine always operates at the economic operating point, improving engine efficiency and achieving fuel savings. Considering the generator efficiency makes power calculation and distribution more accurate, allocating the engine and battery driving points according to the power demand under different operating conditions, better matching the power requirements of actual driving conditions. Attached Figure Description

[0016] The following description refers to some embodiments of this disclosure, in which:

[0017] Figure 1 This is a flowchart of an E-power architecture dump truck power distribution control method provided in an embodiment of this application.

[0018] Figure 2This is a schematic diagram of the internal structure of an E-power architecture dump truck power distribution control system provided in an embodiment of this application. Detailed Implementation

[0019] Those skilled in the art should understand that the embodiments described below are merely preferred embodiments of this disclosure and do not imply that this disclosure can only be implemented through these preferred embodiments. These preferred embodiments are merely used to explain the technical principles of this disclosure and are not intended to limit the scope of protection of this disclosure. Based on the preferred embodiments provided by this disclosure, all other embodiments obtained by those skilled in the art without creative effort should still fall within the scope of protection of this disclosure.

[0020] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0021] The technical solutions proposed in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0022] This application provides an E-power architecture dump truck power distribution control method, such as... Figure 1 As shown in the embodiments of this application, the method mainly includes the following steps:

[0023] Step 110: Calculate the required torque for the front and rear axles based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening; then calculate the required power at the wheel ends based on the gear ratios corresponding to the front and rear axle gears.

[0024] Specifically, the formula can be: T 前桥 = Rated torque corresponding to front axle main motor speed * throttle opening * 2; T 后桥 =Rated torque corresponding to the rear axle main motor speed * Throttle opening * 2, calculate the required torque for the front and rear axles; where T 前桥 T represents the required torque for the front axle. 后桥 This indicates the required torque for the rear axle; according to the formula: T whl = Front axle gear ratio * T 前桥 +Rear axle gear ratio *T 后桥 and W Whl =T whl *Wheel speed / 9550, calculate the required power at the wheel end; where WWhl Power required for the wheel end.

[0025] Step 120: Determine the engine operating power based on the wheel end power requirement and state of charge.

[0026] As an example,

[0027] When the vehicle is in parking mode, the state of charge (SBC) percentage is detected. If the SBC is less than a first percentage, power is supplied to the vehicle's electrical systems as needed. If the SBC is greater than or equal to the first percentage, the vehicle operates according to a preset minimum operating point and charges the battery, with the charging limit being a second percentage of the SBC. It should be noted that the first percentage can be 30%; the preset minimum operating point can be a speed of 1400 rpm and a torque of 700 Nm; and the second percentage can be 50%.

[0028] As an example two

[0029] When the vehicle is in hybrid mode, the percentage of state of charge is detected;

[0030] When the state of charge is less than a first percentage (e.g., 30%) and the wheel-end power demand is greater than or equal to a first power (e.g., 170 kW), the engine operating power P 发动机 = Engine maximum power; when the state of charge is less than the first percentage and the wheel-end power demand is less than the first power but greater than or equal to the second power (e.g., 90 kW), the engine operating power P 发动机 = Engine maximum power; when the state of charge is less than the first percentage and the wheel-end power demand is less than the second power, the engine operating power P 发动机 =Power required at wheel end / Efficiency of electric drive axle + Power required for continuous battery charging.

[0031] For example: when the state of charge is less than 30%, a. the wheel end power requirement is ≥170kW: engine operating power P_engine = engine maximum power;

[0032] b. 90kW≤wheel-end power requirement≤170kW: Engine operating power P_engine = engine maximum power;

[0033] c. Wheel-end power requirement < 90kW: Engine operating power P_engine = Wheel-end power requirement / Electric drive axle efficiency + Battery continuous charging power.

[0034] When the state of charge is greater than or equal to the first percentage and less than the third percentage (the third percentage can be 40%), and the wheel-end power demand is greater than or equal to the third power (e.g., 270 kW), the engine operating power P 发动机 =Maximum engine power;

[0035] When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the third power but greater than or equal to the fourth power (the fourth power can be 210 kW), the engine operating power P 发动机 =Maximum engine power;

[0036] When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fourth power but greater than or equal to the fifth power (the fifth power can be 80 kW), the engine operating power P 发动机 = Wheel-end power demand / Electric drive axle efficiency + Battery continuous charging power;

[0037] When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fifth power, the engine operates according to the preset point.

[0038] For example: when the state of charge is greater than or equal to 30% and less than 40%, a. the wheel end power requirement is ≥270kW: engine operating power P_engine = engine maximum power;

[0039] b. 210kW≤wheel-end power requirement<270kW: engine operating power P_engine = engine maximum power;

[0040] c. 80kW≤wheel-end power requirement<210kW: Engine operating power P_engine = wheel-end power requirement / electric drive axle efficiency + battery continuous charging power;

[0041] e. Wheel end power requirement <80kW: Engine operates at fixed time, battery charging.

[0042] When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage (the fourth percentage can be 80%), and the wheel-end power demand is greater than or equal to the third power, the engine operating power P 发动机 =Maximum engine power;

[0043] When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the third power and greater than or equal to the fourth power, the engine operating power P 发动机 = Wheel-end power demand / Electric drive bridge efficiency - Battery continuous discharge power;

[0044] When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel end power demand is less than the fourth power but greater than or equal to the sixth power (the sixth power can be 110 kW), the engine operates according to the preset set point;

[0045] When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the sixth power, the engine operates according to the preset minimum operating point.

[0046] For example: when the state of charge is greater than or equal to 40% and less than 80%, a. the wheel end power requirement is ≥270kW: engine operating power P_engine = engine maximum power;

[0047] b. 210kW≤wheel-end power demand<270kW: Engine operating power P_engine = wheel-end power demand / electric drive bridge efficiency - battery continuous discharge power;

[0048] c. 110kW ≤ wheel end power requirement < 210kW: engine operates at fixed point;

[0049] d. Wheel end power requirement < 110kW: Engine operates at its lowest point.

[0050] It should be noted that the minimum operating point can be: 1400 rpm, 700 Nm torque; the fixed operating point can be: 1480 rpm, 980 Nm torque; and the maximum power point can be: 2050 rpm engine speed, 1080 Nm torque.

[0051] As an example of location three

[0052] When the vehicle is in pure electric mode, detect the percentage of state of charge.

[0053] When the state of charge is greater than the fourth percentage and the wheel-end power demand is greater than or equal to the seventh power, the vehicle engine operating power P_engine = wheel-end power demand - battery maximum discharge power;

[0054] When the state of charge is greater than the fourth percentage and the wheel-end power demand is less than the seventh power, it operates in pure electric mode.

[0055] Step 130: Based on the universal characteristics of the engine, obtain the tangent point between the universal characteristic isopower curve and the BSFC curve, and then obtain the engine economic curve; determine the net engine power corresponding to the operating point in the economic curve.

[0056] Specifically, determining the engine net power corresponding to the operating point in the economic curve can be done as follows: It should be noted that the operating point only includes speed and torque.

[0057] The engine net power is calculated using the formula: Engine speed * Engine torque / 9550 - Preset accessory power) * Generator efficiency.

[0058] Step 140: Based on the engine operating power and the wheel end demand power, determine the final operating point from among several operating points corresponding to the economic curve.

[0059] Specifically, it can be arranged in descending order of the net power value of the engine from several operating points on the economic curve based on the engine's operating power.

[0060] Select the first engine net power value that is greater than the engine operating power from a number of engine net power values, and record the sorting order n of the engine net power values; extract the candidate speed and candidate torque corresponding to the engine net power value;

[0061] When the vehicle's speed and torque are the selected speed and torque, read the maximum battery charging limit from the BMS (BATTERY MANAGEMENT SYSTEM);

[0062] According to the formula: P x =Speed ​​* Torque / 9550, calculate the current power at the selected economic operating point;

[0063] When the difference between the current power and the wheel-end power requirement is greater than the battery's maximum charging limit, the net engine power value at the n-1 operating point is selected for calculation until the difference between the current power and the wheel-end power requirement is less than the battery's maximum charging limit.

[0064] besides, Figure 2 This application provides an E-power architecture power distribution control system for dump trucks. For example... Figure 2 As shown in the embodiments of this application, the system mainly includes:

[0065] The calculation module 210 is used to calculate the required torque of the front and rear axles based on the rated torque corresponding to the speed of the front axle main motor, the rated torque corresponding to the speed of the rear axle main motor, and the throttle opening; and then calculate the required power at the wheel ends based on the gear ratio corresponding to the gear position of the front axle and the gear ratio corresponding to the gear position of the rear axle.

[0066] The determination module 220 is used to determine the engine operating power based on the wheel-end power demand and state of charge; it is also used to obtain the tangent point between the universal characteristic isopower curve and the BSFC curve based on the engine's universal characteristics, thereby obtaining the engine's economic curve; it determines the engine net power corresponding to the operating point in the economic curve; and it is also used to determine the final operating point among several operating points corresponding to the economic curve based on the engine operating power and the wheel-end power demand.

[0067] The technical solutions of this disclosure have been described in conjunction with the preceding embodiments. However, it will be readily understood by those skilled in the art that the scope of protection of this disclosure is not limited to these specific embodiments. Without departing from the technical principles of this disclosure, those skilled in the art can disassemble and combine the technical solutions in the above embodiments, and can also make equivalent changes or substitutions to the relevant technical features. Any changes, equivalent substitutions, improvements, etc., made within the technical concept and / or technical principles of this disclosure will fall within the scope of protection of this disclosure.

Claims

1. A power distribution control method for an E-power architecture dump truck, characterized in that, The method includes: Based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening, calculate the required torque for the front and rear axles; then, based on the gear ratios corresponding to the front and rear axle gears, calculate the required power at the wheel ends. The engine operating power is determined based on the wheel-end power demand and state of charge. Based on the universal characteristics of the engine, the point of tangency between the universal characteristic isopower curve and the BSFC curve is obtained, and then the engine economic curve is obtained; the net power of the engine corresponding to the operating point in the economic curve is determined. Based on the engine operating power and the wheel end demand power, the final operating point is determined from several operating points corresponding to the economic curve. Based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening, calculate the required torque for the front and rear axles; then, based on the gear ratios corresponding to the front and rear axle gears, calculate the required power at the wheel ends, specifically including: According to the formulas: Tfront axle = Rated torque corresponding to the front axle main motor speed * Throttle opening * 2; Trear axle = Rated torque corresponding to the rear axle main motor speed * Throttle opening * 2, calculate the required torque for the front and rear axles; where Tfront axle represents the required torque for the front axle, and Trear axle represents the required torque for the rear axle; according to the formulas: WWhl Twhl = Front axle gear ratio * Tfront axle + Rear axle gear ratio * Trear axle and WWhl = Twhl * Wheel speed / 9550, calculate the required power at the wheel end; where WWhl is the required power at the wheel end; The engine operating power is determined based on the wheel-end power requirement and state of charge, specifically including: When the vehicle is in hybrid mode, the percentage of state of charge is detected; When the state of charge is less than the first percentage and the wheel-end power demand is greater than or equal to the second power, the engine operating power P_engine = the engine maximum power. When the state of charge is less than the first percentage and the wheel-end power demand is less than the second power, the engine operating power P_engine = wheel-end power demand / electric drive axle efficiency + battery continuous charging power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel end power demand is greater than or equal to the fourth power, the engine operating power P_engine = the engine maximum power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fourth power and greater than or equal to the fifth power, the engine operating power P_engine = wheel-end power demand / electric drive axle efficiency + battery continuous charging power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fifth power, the engine operates according to the preset set point; When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is greater than or equal to the third power, the engine operating power P_engine = the engine maximum power. When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the third power and greater than or equal to the fourth power, the engine operating power P_engine = wheel-end power demand / electric drive bridge efficiency - battery continuous discharge power. When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel end power demand is less than the fourth power and greater than or equal to the sixth power, the engine operates according to the preset set point; When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the sixth power, the engine operates according to the preset minimum operating point.

2. The power distribution control method for dump trucks based on the E-power architecture according to claim 1, characterized in that, The engine operating power is determined based on the wheel-end power demand and state of charge, specifically including: When the vehicle is in parking mode, the state of charge percentage is detected. When the state of charge is less than the first percentage, the vehicle's electrical system is powered as needed. When the state of charge is greater than or equal to the first percentage, the vehicle operates according to the preset minimum operating point and charges the battery, with the charging limit being the second percentage of the state of charge.

3. The power distribution control method for dump trucks based on the E-power architecture according to claim 1, characterized in that, The engine operating power is determined based on the wheel-end power requirement and state of charge, specifically including: When the vehicle is in pure electric mode, detect the percentage of state of charge. When the state of charge is greater than the fourth percentage and the wheel-end power demand is greater than or equal to the seventh power, the vehicle engine operating power P_engine = wheel-end power demand - battery maximum discharge power; When the state of charge is greater than the fourth percentage and the wheel-end power demand is less than the seventh power, it operates in pure electric mode.

4. The power distribution control method for dump trucks based on the E-power architecture according to claim 1, characterized in that, Determining the engine's net power corresponding to the operating point in the economic curve specifically includes: The engine net power is calculated using the formula: Engine speed * Engine torque / 9550 - Preset accessory power) * Generator efficiency.

5. The power distribution control method for dump trucks based on the E-power architecture according to claim 1, characterized in that, Based on the engine operating power and wheel-end power demand, the final operating point is determined from several operating points corresponding to the economic curve, specifically including: The net power values ​​of the engine at several operating points on the economic curve are arranged from largest to smallest according to the engine's operating power. Select the first engine net power value that is greater than the engine operating power from a number of engine net power values, and record the sorting order n of the engine net power values; extract the candidate speed and candidate torque corresponding to the engine net power value; When the vehicle's speed and torque are the selected speed and torque, read the maximum battery charging limit from the BMS; Based on the formula: Px = speed * torque / 9550, calculate the current power at the selected economic operating point; When the difference between the current power and the wheel-end power requirement is greater than the battery's maximum charging limit, the net engine power value at the n-1 operating point is selected for calculation until the difference between the current power and the wheel-end power requirement is less than the battery's maximum charging limit.

6. An E-power architecture power distribution control system for dump trucks, characterized in that, The system includes: The calculation module is used to calculate the required torque for the front and rear axles based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening; and then calculate the required power at the wheel ends based on the gear ratio corresponding to the front axle gear and the gear ratio corresponding to the rear axle gear. The determination module is used to determine the engine operating power based on the wheel-end power demand and state of charge; it is also used to obtain the tangent point between the universal characteristic isopower curve and the BSFC curve based on the engine's universal characteristics, thereby obtaining the engine's economic curve; it determines the engine net power corresponding to the operating point in the economic curve; and it is also used to determine the final operating point among several operating points corresponding to the economic curve based on the engine operating power and the wheel-end power demand. Based on the rated torque corresponding to the front axle main motor speed, the rated torque corresponding to the rear axle main motor speed, and the throttle opening, calculate the required torque for the front and rear axles; then, based on the gear ratios corresponding to the front and rear axle gears, calculate the required power at the wheel ends, specifically including: According to the formulas: Tfront axle = Rated torque corresponding to the front axle main motor speed * Throttle opening * 2; Trear axle = Rated torque corresponding to the rear axle main motor speed * Throttle opening * 2, calculate the required torque for the front and rear axles; where Tfront axle represents the required torque for the front axle, and Trear axle represents the required torque for the rear axle; according to the formulas: WWhl Twhl = Front axle gear ratio * Tfront axle + Rear axle gear ratio * Trear axle and WWhl = Twhl * Wheel speed / 9550, calculate the required power at the wheel end; where WWhl is the required power at the wheel end; The engine operating power is determined based on the wheel-end power requirement and state of charge, specifically including: When the vehicle is in hybrid mode, the percentage of state of charge is detected; When the state of charge is less than the first percentage and the wheel-end power demand is greater than or equal to the second power, the engine operating power P_engine = the engine maximum power. When the state of charge is less than the first percentage and the wheel-end power demand is less than the second power, the engine operating power P_engine = wheel-end power demand / electric drive axle efficiency + battery continuous charging power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel end power demand is greater than or equal to the fourth power, the engine operating power P_engine = the engine maximum power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fourth power and greater than or equal to the fifth power, the engine operating power P_engine = wheel-end power demand / electric drive axle efficiency + battery continuous charging power. When the state of charge is greater than or equal to the first percentage and less than the third percentage, and the wheel-end power demand is less than the fifth power, the engine operates according to the preset set point; When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is greater than or equal to the third power, the engine operating power P_engine = the engine maximum power. When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the third power and greater than or equal to the fourth power, the engine operating power P_engine = wheel-end power demand / electric drive bridge efficiency - battery continuous discharge power. When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel end power demand is less than the fourth power and greater than or equal to the sixth power, the engine operates according to the preset set point; When the state of charge is greater than or equal to the third percentage and less than or equal to the fourth percentage, and the wheel-end power demand is less than the sixth power, the engine operates according to the preset minimum operating point.

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