Torque distribution method and device for hybrid vehicle, vehicle and storage medium
By optimizing torque distribution based on battery SOC and engine speed in the parallel mode of hybrid vehicles, the problem of low battery charge is solved, extending battery life and range, improving driving performance and safety, and increasing engine efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BEIQI FOTON MOTOR CO LTD
- Filing Date
- 2023-06-29
- Publication Date
- 2026-07-31
AI Technical Summary
In the parallel mode of hybrid electric vehicles, existing technologies have failed to effectively consider the battery's state of charge (SOC) and the engine's operating range, resulting in low battery charge, reduced driving performance, and driving safety issues.
By obtaining the battery's SOC and the engine's current speed, the preset torque table is consulted to determine the motor's power generation torque requirement. The torque of the engine and motor is then allocated based on the engine's optimal operating range, and the motor's power generation torque requirement is corrected to optimize torque distribution.
It extends battery life and driving range, improves vehicle performance and driving safety, and at the same time improves engine efficiency, saving energy and reducing emissions.
Smart Images
Figure CN116674523B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a torque distribution method, device, vehicle, and storage medium for a hybrid electric vehicle. Background Technology
[0002] Hybrid vehicles currently commonly use pure electric mode, series mode, and parallel mode. Among them, parallel mode is a mode in which the engine and motor can output torque to drive the vehicle simultaneously. Therefore, how to distribute the torque between the engine and motor is crucial.
[0003] In related technologies, after the vehicle enters parallel mode, the required torque is obtained by analyzing the accelerator pedal opening, and the engine steady-state required torque is calculated based on the required torque. The engine steady-state required torque is used as the engine's execution torque. The difference between the driver's required torque and the engine's actual torque is calculated to determine the motor's torque. When the difference is not less than zero, the difference is used as the motor's execution torque; when the difference is less than zero, the motor is controlled to enter the generator mode.
[0004] However, when the motor is in a low-temperature state, or when the SOC (State of Charge) is low and the motor's usable capacity is low, the torque allocated to the motor may not reach the current maximum capacity after the engine's efficient operating range is determined. This can lead to a lack of capacity during driving. Moreover, if the battery is not charged in time, it may lead to excessive power consumption and battery failure, high voltage drop in the whole vehicle, and other problems affecting driving safety. Summary of the Invention
[0005] This application provides a torque distribution method, device, vehicle, and storage medium for hybrid electric vehicles to solve the problems in related technologies where torque is typically distributed in parallel mode based on the engine's steady-state torque demand, ignoring the battery's state of charge (SOC), which can easily lead to low battery charge, reduced vehicle performance, and decreased driving safety.
[0006] A first aspect of this application provides a torque distribution method for a hybrid electric vehicle, wherein the hybrid electric vehicle includes a battery, an engine, and a motor, and the method includes the following steps: obtaining the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode; determining the power generation torque demand of the motor based on the current SOC and the current speed; determining a first distribution torque of the engine based on the actual demand torque and the optimal operating range of the engine, and / or the power generation torque demand; determining a second distribution torque of the motor based on the first distribution torque and the actual demand torque; correcting the power generation torque demand using the second distribution torque, or controlling the motor to output the second distribution torque.
[0007] Optionally, in one embodiment of this application, determining the power generation torque demand of the motor based on the current SOC and the current speed includes: querying a preset torque table using the current SOC and the current speed as indexes to obtain the initial power generation torque demand of the motor; and using the minimum value among the initial power generation torque demand, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor as the final power generation torque demand of the motor.
[0008] Optionally, in one embodiment of this application, determining the first allocated torque of the engine based on the actual required torque and the engine's optimal operating range, and / or the power generation required torque, includes: if the actual required torque is less than the upper limit of the optimal operating range, then determining the first allocated torque of the engine based on the actual required torque, the upper limit, and the power generation required torque; if the actual required torque is greater than or equal to the upper limit, then determining the first allocated torque of the engine based on the actual required torque and the upper limit.
[0009] Optionally, in one embodiment of this application, determining the first allocated torque of the engine based on the actual required torque, the upper limit value, and the power generation required torque includes: determining the minimum first torque among the power generation required torque and the maximum driving torque of the motor; summing the first torque and the actual required torque to obtain a second torque, and using the minimum value among the second torque and the upper limit value as the first allocated torque.
[0010] Optionally, in one embodiment of this application, determining the first allocated torque of the engine based on the actual required torque and the upper limit value includes: calculating a third torque by subtracting the actual required torque from the maximum driving torque of the motor, and using the maximum value between the third torque and the upper limit value as the first allocated torque.
[0011] A second aspect of this application provides a torque distribution device for a hybrid electric vehicle, wherein the hybrid electric vehicle includes a battery, an engine, and a motor, and the device includes: an acquisition module for acquiring the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode; a determination module for determining the power generation torque demand of the motor based on the current SOC and the current speed; and a distribution module for determining a first distribution torque of the engine based on the actual demand torque and the optimal operating range of the engine, and / or the power generation torque demand, determining a second distribution torque of the motor based on the first distribution torque and the actual demand torque, correcting the power generation torque demand using the second distribution torque, or controlling the motor to output the second distribution torque.
[0012] Optionally, in one embodiment of this application, the determining module is configured to: query a preset torque table using the current SOC and the current speed as indexes to obtain the initial power generation torque required by the motor; and use the minimum value among the initial power generation torque required, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor as the final power generation torque required by the motor.
[0013] Optionally, in one embodiment of this application, the allocation module is configured to: if the actual required torque is less than the upper limit of the optimal operating range, determine the first allocated torque of the engine based on the actual required torque, the upper limit, and the power generation required torque; if the actual required torque is greater than or equal to the upper limit, determine the first allocated torque of the engine based on the actual required torque and the upper limit.
[0014] Optionally, in one embodiment of this application, the allocation module is further configured to: determine the minimum first torque among the power generation demand torque and the maximum drive torque of the motor; sum the first torque and the actual demand torque to obtain a second torque, and use the minimum value among the second torque and the upper limit value as the first allocated torque.
[0015] Optionally, in one embodiment of this application, the allocation module is further configured to: calculate a third torque by subtracting the actual required torque from the maximum driving torque of the motor, and use the maximum value between the third torque and the upper limit value as the first allocated torque.
[0016] A third aspect of this application provides a hybrid electric vehicle, including: a battery, an engine, and a motor; a hybrid power controller, configured to acquire the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode; determine the power generation torque demand of the motor based on the current SOC and the current speed; determine a first distribution torque of the motor based on the actual demand torque and the optimal operating range of the engine, and / or the power generation torque demand; determine a second distribution torque of the motor based on the first distribution torque and the actual demand torque; correct the power generation torque demand using the second distribution torque, or control the motor to output the second distribution torque.
[0017] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the torque distribution method for a hybrid electric vehicle as described in the above embodiments.
[0018] Therefore, this application has at least the following beneficial effects:
[0019] The embodiments of this application can allocate the torque of the motor and engine in parallel mode according to the battery's SOC and the engine's optimal operating range. By taking the SOC into account, it can avoid situations such as vehicle malfunctions caused by low battery power, thereby extending the battery's lifespan and driving range, and improving vehicle driving performance and driving safety. At the same time, by taking the engine's optimal operating range into account, it can improve the engine's working efficiency, which can not only extend the driving range but also save energy and reduce emissions.
[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:
[0022] Figure 1 This is a simplified structural diagram of the P2 powertrain system scheme for a hybrid power project provided according to an embodiment of this application;
[0023] Figure 2 This is a flowchart of a torque distribution method for a hybrid electric vehicle according to an embodiment of this application;
[0024] Figure 3 This is a schematic diagram of the optimal operating range of an engine according to an embodiment of this application;
[0025] Figure 4 This is an example diagram illustrating the calculation of engine torque according to an embodiment of this application;
[0026] Figure 5 This is an example diagram illustrating the calculation of engine torque according to one embodiment of this application;
[0027] Figure 6 This is an example diagram illustrating the calculation of engine torque according to another embodiment of this application;
[0028] Figure 7 This is a block diagram of a torque distribution device for a hybrid electric vehicle according to an embodiment of this application. Detailed Implementation
[0029] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0030] like Figure 1As shown, the powertrain system of a hybrid electric vehicle can include a hybrid engine system, a P2 module, a hybrid transmission system, an ISG (Integrated Starter Generator, motor controller), and an HCU (Hybrid Control Unit, hybrid controller). In parallel mode, the clutch is engaged, and power is transmitted through the engine, clutch, motor, and transmission to the wheels, enabling vehicle movement.
[0031] based on Figure 1 The system shown in this application presents a torque distribution method for hybrid electric vehicles, which will be discussed below. Figure 2 The torque distribution method of hybrid electric vehicles is explained.
[0032] like Figure 2 As shown, the torque distribution method of this hybrid vehicle includes the following steps:
[0033] In step S101, the current SOC of the battery and the current speed of the engine in parallel mode are obtained.
[0034] It is understood that the embodiments of this application can obtain the SOC of the battery and the current speed of the engine in the parallel mode of a hybrid electric vehicle in a variety of ways, such as by using sensors, etc., without making any specific limitations.
[0035] In step S102, the torque required for power generation of the motor is determined based on the current SOC and the current speed.
[0036] It is understandable that the torque required for power generation refers to the torque required by the motor to generate electricity. If the torque required for power generation is greater than 0, it means that the battery needs to be charged. If the torque required for power generation is less than 0, it means that the battery does not need to be charged and the motor can output torque.
[0037] In this embodiment of the application, determining the power generation torque required by the motor based on the current SOC and the current speed includes: using the current SOC and the current speed as indexes to query a preset torque table to obtain the initial power generation torque required by the motor, and using the minimum value among the initial power generation torque required, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor as the final power generation torque required by the motor.
[0038] The preset torque gauge can be pre-calibrated and is not specifically limited.
[0039] It is understood that, based on the current SOC and current speed, the preliminary torque required for power generation of the motor can be obtained by looking up a table, and then compared with the torque corresponding to the maximum charging power of the battery and the maximum driving torque of the motor to take the minimum value to determine the final torque required for power generation.
[0040] Taking the preset torque table shown in Table 1 as an example, after the vehicle enters the parallel mode, the embodiment of this application can preliminarily determine the torque required for motor power generation based on the current SOC of the battery and the engine speed. Table 1 is the preset torque table.
[0041] Table 1
[0042]
[0043] Based on the motor charging torque obtained from the lookup table, this embodiment can further allocate it using the maximum capacity of the battery and the motor. If the maximum capacity of the battery and the motor is not exceeded, the initial allocated torque of the motor is the torque obtained from the lookup table in Table 1; otherwise, the value obtained from the lookup table in Table 1 is limited by the maximum capacity of the battery and the motor. The motor's power generation torque is expressed as follows:
[0044] TISGGeTqReq=Min(TBatToISGTqMax,TISGTqMax,TISGGeTqInit)
[0045] Wherein, TISGTqMax represents the maximum capacity of the battery, TISGTqMax represents the maximum capacity of the motor, and TISGGeTqInit represents the initial state in which the motor needs to generate electricity based on the vehicle status.
[0046] In step S103, the first distribution torque of the engine is determined based on the actual required torque and the engine's optimal operating range, and / or the required torque for power generation. The second distribution torque of the motor is determined based on the first distribution torque and the actual required torque. The required torque for power generation is corrected using the second distribution torque, or the motor is controlled to output the second distribution torque.
[0047] Among them, the optimal operating range of the engine is as follows Figure 3 As shown, two curves are marked: the upper limit of the engine's optimal operating range, TEngEcoUpLmt, and the lower limit of the engine's optimal operating range, TEngEcoDownLmt. The actual torque requirement can be calculated based on the wheel-end torque requirement.
[0048] It is understood that the embodiments of this application can determine the engine torque by initially allocating the motor torque, confirm the allocated torque of the engine to see if it is within the engine's optimal operating range, and then allocate torque based on one or more of the actual required torque, the engine's optimal operating range, and the torque required for power generation. Since the SOC situation is taken into account, situations such as vehicle malfunctions due to low battery power can be avoided, thereby extending battery life and driving range, and improving vehicle driving performance and driving safety. At the same time, considering the engine's optimal operating range can improve engine efficiency, which can not only extend the driving range but also save energy and reduce emissions.
[0049] In the embodiment of the present application, the first allocated torque of the engine is determined according to the actual required torque, the optimal operating range of the engine, and / or the power generation required torque, including: if the actual required torque is less than the upper limit value of the optimal operating range, the first allocated torque of the engine is determined according to the actual required torque, the upper limit value, and the power generation required torque; if the actual required torque is greater than or equal to the upper limit value, the first allocated torque of the engine is determined according to the actual required torque and the upper limit value.
[0050] It can be understood that the embodiment of the present application can determine the torque distribution method in the parallel mode according to the actual required torque. When the actual required torque is small or general, torque distribution can be performed according to the power generation required torque, the optimal operating range of the engine, and the actual capabilities of the motor. When the actual required torque is large, torque distribution can be performed according to the optimal operating range of the engine and the actual capabilities of the motor.
[0051] In the embodiment of the present application, determining the first allocated torque of the engine according to the actual required torque, the upper limit value, and the power generation required torque includes: determining the first torque that is the minimum of the power generation required torque and the maximum driving torque of the motor; performing a summation calculation on the first torque and the actual required torque to obtain a second torque, and taking the minimum value of the second torque and the upper limit value as the first allocated torque.
[0052] It can be understood that the embodiment of the present application can distribute the torque of the engine through the same calculation method when the actual required torque is small or general, and determine the actual operating range of the engine according to the actual required torque during the calculation. Since the battery charging demand and the actual required torque are fully considered during torque distribution, situations such as battery power depletion can be effectively avoided, and the engine can operate in different ranges for different required torques. Therefore, the rationality of torque distribution can be effectively improved, and the vehicle driving performance can be enhanced.
[0053] Take Figure 3 the optimal operating range of the engine shown as an example. The optimal operating range can be divided into multiple ranges. The torque distribution strategy when the actual required torque is small or general is as follows:
[0054] 1. When the actual required torque is small
[0055] When TWhlTrq2Eng < TEngEcoDownLmt, that is, the wheel-end required torque (small) is in range A. According to the motor capabilities and the power generation demand of the battery, the engine operates in area A or B. The embodiment of the present application can utilize, for example, Figure 4The allocated torque of the engine is calculated by the calculation method shown below. Here, TMotGenTqLimt2Eng represents the maximum capacity of the motor, TWhlTrq2Eng represents the required torque converted to the output of the engine end from the wheel end demand torque, and TEngEcoUpLmt represents the upper limit of the optimal operation of the engine.
[0056] a. If the battery requires a large amount of power generation energy, the operating point of the engine does not exceed the optimal upper limit TEngEcoUpLmt.
[0057] b. If the battery requires a large amount of power generation energy and the motor capacity is small, the operating point of the engine does not exceed Area A or Area B.
[0058] c. If the battery requires a small amount of power generation energy and the motor capacity is small, the operating point of the engine is in Area A.
[0059] 2. When the actual required torque is average
[0060] When TEngEcoDownLmt < TWhlTrq2Eng < TEngEcoUpLm, that is, the wheel end demand torque is in interval B, the engine operates in Area B (optimal operating interval) and does not exceed the upper limit of the optimal operation of the engine. In the embodiment of the present application, the allocated torque of the engine can be calculated according to the Figure 5 calculation method shown below.
[0061] In the embodiment of the present application, determining the first allocated torque of the engine according to the actual required torque and the upper limit value includes: calculating the difference between the actual required torque and the maximum driving torque of the motor to obtain the third torque, and taking the maximum value of the third torque and the upper limit value as the first allocated torque.
[0062] It can be understood that in the embodiment of the present application, when the actual required torque is large, the allocated torque of the engine can be increased, and the engine preferentially operates at the optimal economic upper limit, so as to improve the operating efficiency of the engine while meeting the actual torque requirements of the vehicle and ensuring the power output of the vehicle.
[0063] Take Figure 3 the optimal operating interval of the engine shown below as an example. The optimal operating interval can be divided into multiple intervals. The torque allocation strategy when the actual required torque is large is as follows:
[0064] When TEngEcoUpLmt < TWhlTrq2Eng, that is, the wheel end demand torque (large) is in interval C, the engine preferentially operates at the optimal economic upper limit, and the remaining required torque is supplemented by the motor. Here, in the embodiment of the present application, the allocated torque of the engine can be determined by the Figure 6 calculation method shown below.
[0065] After determining the final motor torque based on the engine's final requested torque, the calculation method for the motor's required torque is as follows:
[0066] TISGReq=TWhlTrq2Eng-TEngReq,
[0067] Where TWhlTrq2Eng represents the torque demanded at the wheel end converted to the torque demanded at the engine end, TISGReq represents the torque demanded by the motor, and TEngReq represents the torque demanded by the engine.
[0068] According to the torque distribution method for hybrid electric vehicles proposed in this application, the torque of the motor and engine in parallel mode is distributed based on the battery's SOC and the engine's optimal operating range. Since the SOC is taken into account, situations such as vehicle malfunctions due to low battery charge can be avoided, thereby extending battery life and driving range, and improving vehicle driving performance and safety. At the same time, considering the engine's optimal operating range can improve engine efficiency, which not only extends the driving range but also saves energy and reduces emissions.
[0069] Next, with reference to the accompanying drawings, a torque distribution device for a hybrid electric vehicle according to an embodiment of this application is described.
[0070] Figure 7 This is a block diagram of a torque distribution device for a hybrid electric vehicle according to an embodiment of this application.
[0071] like Figure 7 As shown, the torque distribution device 10 of the hybrid vehicle includes: an acquisition module 100, a determination module 200, and a distribution module 300.
[0072] The acquisition module 100 is used to acquire the current state of charge (SOC) of the battery and the current speed of the motor in parallel mode; the determination module 200 is used to determine the power generation torque required by the motor based on the current SOC and the current speed; the allocation module 300 is used to determine the first allocation torque of the motor based on the actual torque required and the optimal operating range of the motor, and / or the power generation torque required, determine the second allocation torque of the motor based on the first allocation torque and the actual torque required, correct the power generation torque required by the second allocation torque, or control the motor to output the second allocation torque.
[0073] Optionally, in one embodiment of this application, the determining module 200 is used to: query a preset torque table using the current SOC and current speed as indexes to obtain the initial power generation torque required by the motor; and use the minimum value among the initial power generation torque required, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor as the final power generation torque required by the motor.
[0074] Optionally, in one embodiment of this application, the allocation module 300 is used to: determine the first allocated torque of the engine based on the actual required torque, the upper limit value, and the power generation required torque if the actual required torque is less than the upper limit value of the optimal operating range; and determine the first allocated torque of the engine based on the actual required torque and the upper limit value if the actual required torque is greater than or equal to the upper limit value.
[0075] Optionally, in one embodiment of this application, the allocation module 300 is further configured to: determine the minimum first torque among the power generation demand torque and the maximum drive torque of the motor; sum the first torque and the actual demand torque to obtain a second torque, and use the minimum value between the second torque and the upper limit value as the first allocation torque.
[0076] Optionally, in one embodiment of this application, the allocation module 300 is further configured to: calculate the difference between the actual required torque and the maximum driving torque of the motor to obtain a third torque, and use the maximum value between the third torque and the upper limit value as the first allocation torque.
[0077] It should be noted that the foregoing explanation of the torque distribution method embodiment for hybrid electric vehicles also applies to the torque distribution device of the hybrid electric vehicle in this embodiment, and will not be repeated here.
[0078] The torque distribution device for hybrid electric vehicles proposed in this application distributes the torque of the motor and engine in parallel mode according to the battery's SOC and the engine's optimal operating range. By considering the SOC, it can avoid situations such as vehicle malfunctions caused by low battery power, thereby extending battery life and driving range, and improving vehicle driving performance and safety. At the same time, considering the engine's optimal operating range can improve engine efficiency, which can not only extend the driving range but also save energy and reduce emissions.
[0079] In addition, this application embodiment also provides a hybrid electric vehicle, which includes a battery, an engine, and a motor.
[0080] The hybrid power controller is used to acquire the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode; determine the generator torque demand of the motor based on the current SOC and current speed; determine the first distribution torque of the engine based on the actual demand torque and the engine's optimal operating range, and / or the generator torque demand; determine the second distribution torque of the motor based on the first distribution torque and the actual demand torque; correct the generator torque demand using the second distribution torque, or control the motor to output the second distribution torque.
[0081] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method for a hybrid electric vehicle as described above.
[0082] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0083] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0084] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.
[0085] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.
[0086] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable storage medium. When executed, the program includes one or a combination of the steps of the method embodiments.
[0087] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.
Claims
1. A torque distribution method for a hybrid vehicle, characterized by, The hybrid electric vehicle includes a battery, an engine, and a motor, wherein the method includes the following steps: Obtain the current state of charge (SOC) of the battery and the current engine speed in parallel mode; The required torque for power generation of the motor is determined based on the current SOC and the current speed. The first allocated torque of the engine is determined based on the actual required torque and the engine's optimal operating range, and / or the required torque for power generation. The second allocated torque of the motor is determined based on the first allocated torque and the actual required torque. The required torque for power generation is corrected using the second allocated torque, or the motor is controlled to output the second allocated torque. The determination of the first allocated torque of the engine based on the actual required torque and the engine's optimal operating range, and / or the required torque for power generation includes: If the actual required torque is less than the upper limit of the optimal operating range, then the first distribution torque of the engine is determined based on the actual required torque, the upper limit, and the power generation required torque. If the actual required torque is greater than or equal to the upper limit value, then the first distribution torque of the engine is determined based on the actual required torque and the upper limit value.
2. The torque distribution method for a hybrid vehicle according to claim 1, characterized by, Determining the generator torque demand of the motor based on the current SOC and the current speed includes: Using the current SOC and the current speed as indexes, a preset torque table is queried to obtain the initial power generation torque required by the motor; The final power generation torque of the motor is determined by the minimum value among the initial power generation demand torque, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor.
3. The torque distribution method for a hybrid electric vehicle according to claim 1, characterized in that, Determining the first distribution torque of the engine based on the actual torque demand, the upper limit value, and the power generation torque demand includes: Determine the first torque that is the minimum between the power generation demand torque and the maximum drive torque of the motor; The second torque is obtained by summing the first torque and the actual required torque, and the minimum value between the second torque and the upper limit value is taken as the first allocated torque.
4. The torque distribution method for a hybrid vehicle according to claim 1, characterized by, Determining the first distribution torque of the engine based on the actual required torque and the upper limit value includes: The third torque is calculated by subtracting the actual required torque from the maximum driving torque of the motor, and the maximum value between the third torque and the upper limit value is used as the first allocated torque.
5. A torque distribution device for a hybrid vehicle, characterized by comprising: The hybrid vehicle includes a battery, an engine, and a motor, wherein the device includes: The acquisition module is used to acquire the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode. The determination module is used to determine the power generation torque required by the motor based on the current SOC and the current speed; The distribution module is used to determine a first distribution torque of the engine based on the actual required torque and the engine's optimal operating range, and / or the required torque for power generation; determine a second distribution torque of the motor based on the first distribution torque and the actual required torque; correct the required torque for power generation using the second distribution torque; or control the motor to output the second distribution torque. The allocation module is used for: If the actual required torque is less than the upper limit of the optimal operating range, then the first distribution torque of the engine is determined based on the actual required torque, the upper limit, and the power generation required torque. If the actual required torque is greater than or equal to the upper limit value, then the first distribution torque of the engine is determined based on the actual required torque and the upper limit value.
6. The torque distribution device of a hybrid vehicle according to claim 5, characterized by The determining module is used for: Using the current SOC and the current speed as indexes, a preset torque table is queried to obtain the initial power generation torque required by the motor; The final power generation torque of the motor is determined by the minimum value among the initial power generation demand torque, the torque corresponding to the maximum charging power of the battery, and the maximum driving torque of the motor.
7. A hybrid vehicle characterized by comprising: The hybrid vehicle includes the torque distribution device as described in any one of claims 5-6, and the hybrid vehicle further includes: Batteries, engines, and motors; A hybrid power controller is configured to acquire the current state of charge (SOC) of the battery and the current speed of the engine in parallel mode; determine the generator torque demand of the motor based on the current SOC and the current speed; determine a first distribution torque of the engine based on the actual demand torque and the optimal operating range of the engine, and / or the generator torque demand; determine a second distribution torque of the motor based on the first distribution torque and the actual demand torque; and use the second distribution torque to correct the generator torque demand, or control the motor to output the second distribution torque.
8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the torque distribution method for a hybrid electric vehicle as described in any one of claims 1-4.