Torque distribution method, device, vehicle and storage medium for hybrid vehicle

Abstract

This invention discloses a torque distribution method, device, vehicle, and storage medium for hybrid vehicles. The method includes: determining a preset number of engine efficiency benchmarks based on the universal characteristic curve of the engine; when the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, determining the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency benchmarks; and determining the target output torque of the motor based on the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, maximizing its operation within the ideal high-efficiency range. This avoids the situation where the engine torque remains constant after reaching the high-efficiency range, thereby improving the fuel-saving capability of the hybrid vehicle.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, and in particular to a torque distribution method, device, vehicle, and storage medium for a hybrid vehicle. Background Technology

[0002] Hybrid vehicles are vehicles whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided individually or jointly by each drive system, depending on the actual driving conditions. In the initial stages of vehicle operation, when the battery is fully charged, the electric motor drives the vehicle to meet its driving needs. As the battery charge decreases to a certain limit, the auxiliary power (internal combustion engine) starts. When the vehicle's power demand is high, the auxiliary power and the main battery simultaneously provide energy to the drive system. When the vehicle's power demand is low, the auxiliary power provides energy to the drive system and charges the main battery. Thus, based on environmental protection requirements and related policies aimed at addressing pollution and energy shortages, hybrid vehicles effectively achieve energy conservation and emission reduction by rationally utilizing the electric motor to provide driving force at different stages of vehicle operation. This reduces engine operating time, lowers engine output, or adjusts the engine operating conditions to the high-efficiency range.

[0003] Achieving a reasonable distribution of output between the internal combustion engine and the power battery is key to improving the overall efficiency of the drive system. While internal combustion engine efficiency has reached approximately 36% to 43% with advancements in internal combustion engine technology, it still falls short compared to electric motors, which can easily exceed 96%. Therefore, in a full-cycle driving condition, minimizing engine operating time and ensuring the engine operates within its high-efficiency range, by allocating system torque around the engine's efficiency zone, is crucial for effectively reducing fuel consumption.

[0004] In the prior art, patent document CN105015543A discloses the following technical solution: In hybrid mode, the driving torque of the vehicle is determined according to driving needs; based on the driving torque of the vehicle, several set torque distribution values ​​of the engine are obtained; the equivalent fuel consumption rate of the engine and the electric motor is obtained under each set torque distribution value; and the effective fuel consumption rate of the engine corresponding to the driving torque provided by the engine when no torque distribution is obtained; the equivalent fuel consumption rate and the effective fuel consumption rate of the engine are compared. When the former is small, the corresponding set torque distribution value is a favorable torque distribution value, and torque distribution is performed according to the favorable torque distribution value; when the latter is small, it is an unfavorable torque distribution value, and torque distribution is not performed. This technical solution uses the equivalent fuel consumption rate of the overall powertrain as a reference to obtain a favorable torque distribution value and perform torque distribution, so that the vehicle always operates at the lowest energy consumption point and improves the overall vehicle economy. However, when comparing the equivalent fuel consumption rate and the effective fuel consumption rate, this patent does not start from the universal characteristics of the engine itself, but only compares the fuel consumption rate when torque is distributed and not distributed by relevant conversion. It cannot completely control the engine operating point in the high-efficiency range and cannot improve the fuel-saving potential of hybrid vehicles. Summary of the Invention

[0005] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the object of the present invention is to provide a torque distribution method, device, vehicle, and storage medium for a hybrid vehicle.

[0006] The present invention proposes a torque distribution method for hybrid vehicles, the method comprising: determining a preset number of engine efficiency baselines based on the universal characteristic curve of the engine; when the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, determining the target output torque of the engine according to the positional relationship between the total torque of the power end and the engine efficiency baselines; and determining the target output torque of the motor according to the target output torque of the engine and the total torque of the power end.

[0007] In addition, the torque distribution method for a hybrid vehicle according to embodiments of the present invention may also have the following additional technical features:

[0008] Furthermore, the engine efficiency baseline includes the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve.

[0009] Furthermore, determining a preset number of engine efficiency baselines based on the engine universal characteristic curve includes: using the line connecting the optimal torques corresponding to each engine speed in the engine universal characteristic data as the highest efficiency intermediate torque curve; and performing an additive conversion between the highest efficiency intermediate torque curve and the motor torque output capability at each engine speed to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve.

[0010] Furthermore, the method also includes: correcting the maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve according to the engine universal characteristic curve to obtain the corrected maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve.

[0011] Further, determining the target output torque of the engine based on the positional relationship between the total torque at the power end and the engine efficiency baseline includes: when the total torque at the power end is below the maximum efficiency minimum torque curve, setting the target output torque of the engine to zero; when the total torque at the power end is above the maximum efficiency minimum torque curve and below the maximum efficiency intermediate torque curve, using the highest efficiency minimum torque corresponding to the engine speed in the maximum efficiency minimum torque curve as the target output torque of the engine; when the total torque at the power end is above the maximum efficiency intermediate torque curve and below the maximum efficiency maximum torque curve, using the highest efficiency intermediate torque corresponding to the engine speed in the maximum efficiency intermediate torque curve as the target output torque of the engine; and when the total torque at the power end is above the maximum efficiency maximum torque curve, using the highest efficiency maximum torque corresponding to the engine speed in the maximum efficiency maximum torque curve as the target output torque of the engine.

[0012] Further, determining the target output torque of the motor based on the target output torque of the engine and the total torque of the power end includes: calculating the difference between the total torque of the power end and the target output torque of the engine; and using the difference as the target output torque of the motor.

[0013] Furthermore, the method also includes: when the vehicle is in the hybrid drive mode and the battery charge is less than the second preset charge, controlling the target output torque of the engine to increase to the minimum torque for maximum efficiency, and increasing it according to a preset torque increment until the battery charge is greater than the first preset charge, wherein the first preset charge is greater than the second preset charge.

[0014] According to the torque distribution method of the hybrid vehicle of the present invention, a preset number of engine efficiency benchmarks are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency benchmarks. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, so as to be in the ideal high-efficiency range as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency range, thereby improving the fuel-saving capability of the hybrid vehicle.

[0015] To address the aforementioned problems, this invention also proposes a torque distribution device for a hybrid vehicle, comprising: a first determining module for determining a preset number of engine efficiency baselines based on the engine's universal characteristic curve; a second determining module for determining the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency baselines when the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge; and a third determining module for determining the target output torque of the electric motor based on the target output torque of the engine and the total torque of the power end.

[0016] According to the torque distribution device of the hybrid vehicle of the present invention, a preset number of engine efficiency benchmarks are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency benchmarks. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, so as to be in the ideal high-efficiency range as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency range, thereby improving the fuel-saving capability of the hybrid vehicle.

[0017] To address the aforementioned problems, the present invention also proposes a vehicle, comprising: a torque distribution device for a hybrid vehicle as described in the above embodiments; or, a processor, a memory, and a torque distribution program for a hybrid vehicle stored in the memory and executable on the processor, wherein the torque distribution program for the hybrid vehicle, when executed by the processor, implements the torque distribution method for a hybrid vehicle as described in any of the above embodiments.

[0018] According to the vehicle of the present invention, a preset number of engine efficiency benchmarks are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency benchmarks. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, so as to be in the ideal high-efficiency region as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency region, thereby improving the fuel-saving capability of the hybrid vehicle.

[0019] To address the aforementioned problems, the present invention also proposes a computer storage medium storing a torque distribution program for a hybrid vehicle. When the torque distribution program for the hybrid vehicle is executed by a processor, it implements the torque distribution method for a hybrid vehicle as described in any of the above embodiments.

[0020] According to an embodiment of the present invention, when a processor executes a torque distribution program for a hybrid vehicle stored on a computer-readable storage medium, a preset number of engine efficiency baselines are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency baselines. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency baselines, so as to be in the ideal high-efficiency region as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency region, thereby improving the fuel-saving capability of the hybrid vehicle.

[0021] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0023] Figure 1 This is a flowchart of a torque distribution method for a hybrid vehicle according to an embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the universal characteristic curve of an engine according to an embodiment of the present invention;

[0025] Figure 3This is a schematic diagram illustrating the effect of determining the target output torque of an engine based on the positional relationship between the total torque at the power end and the engine efficiency baseline according to an embodiment of the present invention before application.

[0026] Figure 4 This is a schematic diagram illustrating the effect of determining the target output torque of an engine based on the positional relationship between the total torque at the power end and the engine efficiency baseline according to an embodiment of the present invention.

[0027] Figure 5 This is a schematic diagram of the structure of a torque distribution device for a hybrid vehicle according to an embodiment of the present invention. Detailed Implementation

[0028] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0029] The following is for reference. Figures 1-5 A torque distribution method, apparatus, vehicle, and storage medium for a hybrid vehicle according to embodiments of the present invention are described.

[0030] Figure 1 This is a flowchart of a torque distribution method for a hybrid vehicle according to an embodiment of the present invention. Figure 1 As shown, a torque distribution method for a hybrid vehicle includes the following steps:

[0031] Step S1: Determine a preset number of engine efficiency baselines based on the engine universal characteristic curve.

[0032] Specifically, the engine efficiency baseline is the line connecting the points where the engine achieves the highest thermal efficiency torque at each engine speed. A preset number of engine efficiency baselines divides the universal operating range into multiple efficiency zones. In hybrid drive mode, the total torque on the power side is compared with the range of multiple torque zones divided according to the engine's universal characteristics. This allows the engine's operating range to be adjusted in real time around the preset number of engine efficiency baselines, maximizing its operation within the ideal high-efficiency zone. This avoids the situation where the engine torque remains constant once it reaches the high-efficiency zone, thus improving the fuel economy of hybrid vehicles. It's understandable that the number of engine efficiency baselines can be set according to actual conditions; the more baselines available, the more precise the engine's on-demand torque output adjustment.

[0033] Step S2: When the vehicle is in hybrid drive mode and the battery charge is greater than the first preset charge, the target output torque of the engine is determined based on the positional relationship between the total torque of the power end and the engine efficiency baseline.

[0034] Specifically, when the vehicle is in hybrid drive mode and the battery charge is greater than the first preset charge, the battery charge is considered sufficient. At this time, the vehicle can be powered by both the engine and the electric motor. Therefore, the fuel-saving capability of the hybrid vehicle can be improved by precisely adjusting the engine's target output torque in real time around the engine efficiency baseline.

[0035] In a specific embodiment, the wheel-side torque and power required for characteristic performance indicators can be determined based on vehicle parameters (such as vehicle weight, frontal area, rolling resistance, engine universal characteristics, gearbox ratio, and transmission efficiency) and performance characteristic indicators (such as vehicle speed and gradient). The total torque of the vehicle's powertrain can be calculated from the wheel-side torque. Therefore, the target output torque of the engine is determined based on the positional relationship between the total powertrain torque and the engine efficiency baseline. This allows the engine's target output torque to be dynamically adjusted in real-time around the engine efficiency baseline, thereby improving the fuel efficiency of the hybrid vehicle. Taking a P2 architecture vehicle as an example, the total torque of the powertrain = wheel-side torque / rear axle ratio / gearbox ratio.

[0036] Step S3: Determine the target output torque of the motor based on the engine's target output torque and the total torque at the power end.

[0037] Specifically, when the vehicle is in hybrid drive mode and the battery charge is greater than the first preset charge, after determining the engine's target output torque based on the positional relationship between the total torque of the power end and the engine efficiency baseline, in order to keep the vehicle's wheel-side torque and power unchanged, torque compensation is required through the motor. That is, the target output torque of the motor is determined based on the engine's target output torque and the total torque of the power end.

[0038] In one embodiment of the present invention, the engine efficiency baseline includes the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve.

[0039] Specifically, this embodiment of the invention uses three engine efficiency baselines for illustration. These baselines include, for example, the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve. That is, when the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge level, the target output torque of the engine is determined based on the positional relationship between the total torque of the power unit and the three engine efficiency baselines. Furthermore, the target output torque of the electric motor is determined based on the target output torque of the engine and the total torque of the power unit.

[0040] In one embodiment of the present invention, determining a preset number of engine efficiency baselines based on the engine universal characteristic curve includes: taking the line connecting the optimal torque corresponding to each engine speed in the engine universal characteristic data as the highest efficiency intermediate torque curve; and performing an additive conversion between the highest efficiency intermediate torque curve and the motor torque output capability at each engine speed to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve.

[0041] In a specific embodiment, the torque output capability of the motor under battery enable can be determined by combining battery and motor parameters. It is understood that when determining the torque output capability of the motor under battery enable, the battery and motor parameters need to be matched; that is, the greater the motor's torque output capability, the larger the corresponding battery capacity. Specifically, the motor's torque output capability at each speed = 9550 * motor power / motor speed. Here, the motor power is calculated from the battery charge and its corresponding power (parameters provided by the battery manufacturer) * efficiency. When calculating the torque output after the motor is fitted to the engine, it needs to be determined based on the specific hardware architecture of the vehicle. This embodiment of the invention uses a P2 architecture vehicle as an example. In the P2 architecture, since the engine and motor are directly connected, the motor speed is the same as the engine speed. Based on this motor speed and the above formula for calculating the motor's torque output capability at each speed, the torque output after the motor is fitted to the engine can be calculated, which is the motor torque output capability at each engine speed. Based on the highest efficiency intermediate torque curve, the engine torque at various speeds is converted by motor addition to obtain the engine torque value under motor participation conditions. Connecting the engine torque values ​​at each speed forms the highest efficiency maximum torque curve and the highest efficiency minimum torque curve. Specifically, the engine torque value at each speed on the highest efficiency maximum torque curve can be obtained by summing the engine torque value at each speed on the highest efficiency intermediate torque curve with the motor torque output capability; the engine torque value at each speed on the highest efficiency minimum torque curve can be obtained by the difference between the engine torque value at each speed on the highest efficiency intermediate torque curve and the motor torque output capability. It can be understood that, based on vehicle performance calculations and battery power compensation capabilities, it can be ensured that the battery enables the motor torque to fully cover the engine's highest efficiency minimum torque range in pure electric mode.

[0042] In one embodiment of the present invention, the method further includes: correcting the maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve according to the engine universal characteristic curve to obtain the corrected maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve.

[0043] Specifically, by adding the highest efficiency intermediate torque curve to the motor torque output capability at various engine speeds to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve, the highest efficiency maximum torque curve and the highest efficiency minimum torque curve may be in a high fuel consumption rate range. Therefore, it is necessary to correct the highest efficiency maximum torque curve and the highest efficiency minimum torque curve according to the engine universal characteristic curve so that the changing trend of the corrected highest efficiency maximum torque curve and the highest efficiency minimum torque curve is consistent with the changing trend of the iso-fuel consumption line of the engine universal characteristic curve.

[0044] In a specific embodiment, the highest efficiency maximum torque curve, the highest efficiency intermediate torque curve, and the highest efficiency minimum torque curve are used to perform Simulink vehicle dynamics and fuel economy simulation. Under normal vehicle speed tracking conditions, the engine's operating point and frequency of use are determined in the cyclic operating conditions. Through this iterative calculation, the highest efficiency maximum torque curve, the highest efficiency intermediate torque curve, and the highest efficiency minimum torque curve are repeatedly corrected before performance simulation is performed until the fuel-saving effect meets the vehicle's requirements. For example, as shown... Figure 2 As shown, the curve for the minimum torque at the highest efficiency is L1, the curve for the intermediate torque at the highest efficiency is L2, and the curve for the maximum torque at the highest efficiency is L3.

[0045] In one embodiment of the present invention, determining the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency baseline includes: when the total torque of the power end is below the maximum efficiency minimum torque curve, setting the target output torque of the engine to zero; when the total torque of the power end is above the maximum efficiency minimum torque curve and below the maximum efficiency intermediate torque curve, using the maximum efficiency minimum torque corresponding to the engine speed in the maximum efficiency minimum torque curve as the target output torque of the engine; when the total torque of the power end is above the maximum efficiency intermediate torque curve and below the maximum efficiency maximum torque curve, using the maximum efficiency intermediate torque corresponding to the engine speed in the maximum efficiency intermediate torque curve as the target output torque of the engine; and when the total torque of the power end is above the maximum efficiency maximum torque curve, using the maximum efficiency maximum torque corresponding to the engine speed in the maximum efficiency maximum torque curve as the target output torque of the engine.

[0046] In a specific embodiment, such as Figure 2As shown, when the total torque A at the power end is below the maximum efficiency minimum torque curve L1, the target output torque of the engine is set to zero; when the total torque B at the power end is above the maximum efficiency minimum torque curve L1 and below the maximum efficiency intermediate torque curve L2, the maximum efficiency minimum torque C corresponding to the engine speed in the maximum efficiency minimum torque curve L1 is taken as the target output torque of the engine; when the total torque D at the power end is above the maximum efficiency intermediate torque curve L2 and below the maximum efficiency maximum torque curve L3, the maximum efficiency intermediate torque E corresponding to the engine speed in the maximum efficiency intermediate torque curve L2 is taken as the target output torque of the engine; when the total torque F at the power end is above the maximum efficiency maximum torque curve L3, the maximum efficiency maximum torque G corresponding to the engine speed in the maximum efficiency maximum torque curve L3 is taken as the target output torque of the engine. That is, the total torque of the power end is compared with the engine efficiency baseline (maximum torque curve of maximum efficiency, intermediate torque curve of maximum efficiency, and minimum torque curve of maximum efficiency). During the comparison, the target output torque of the engine is determined by the principle of "choosing the lower one". The engine operating range is dynamically adjusted in real time around the engine efficiency baseline to significantly reduce engine intervention conditions and effectively reduce engine output consumption.

[0047] In practical applications, embodiments of the present invention determine the target output torque of the engine based on the positional relationship between the total torque at the power end and the engine efficiency baseline, and verify this in a simulation model. Before application, the engine's high fuel consumption point output is as follows: Figure 3 As shown, the engine's high fuel consumption point output after application is as follows: Figure 4 As shown. By Figure 3 and Figure 4 As can be seen, the embodiments of the present invention can effectively reduce unnecessary high fuel consumption points in the engine, thereby improving the fuel-saving capability of hybrid vehicles.

[0048] In one embodiment of the present invention, determining the target output torque of the motor based on the target output torque of the engine and the total torque of the power end includes: calculating the difference between the total torque of the power end and the target output torque of the engine; and using the difference as the target output torque of the motor.

[0049] Specifically, since determining the engine's target output torque based on the relationship between the total torque at the power end and the engine efficiency baseline effectively reduces the engine's output torque, this reduced torque is compensated for by the electric motor. Therefore, the electric motor's target output torque is the difference between the total torque at the power end and the engine's target output torque. It should be noted that, as mentioned earlier, the total torque at the power end can be determined based on vehicle parameters and performance characteristic indicators, which is existing technology and will not be elaborated upon here.

[0050] In one embodiment of the present invention, the method further includes: when the vehicle is in a hybrid drive mode and the battery charge is less than a second preset charge, controlling the target output torque of the engine to increase to the minimum torque for maximum efficiency, and increasing it according to a preset torque increment until the battery charge is greater than a first preset charge, wherein the first preset charge is greater than the second preset charge.

[0051] Specifically, when the vehicle is in hybrid drive mode and the battery charge is less than a second preset charge level, the battery is considered insufficient. In this case, the engine needs to increase its output torque to charge the battery until the battery charge exceeds a first preset charge level. After the battery charge exceeds the first preset charge level, the engine's target output torque is determined based on the relationship between the total torque of the powertrain and the engine efficiency baseline. Torque compensation is then applied to the engine to improve the hybrid vehicle's fuel efficiency. It can be understood that when the battery charge is greater than the first preset charge level, the battery is in a charge-holding or discharging state; when the battery charge is less than the second preset charge level, the battery is in a charging state. In a specific embodiment, when the engine increases its output torque to charge the battery, the engine's target output torque is increased to the maximum efficiency minimum torque. If the battery charge is greater than the first preset charge level, the system switches to a state where the motor dynamically compensates for the engine torque. If the charge level is not greater than the first preset charge level, the engine's target output torque is controlled to increase by a preset torque increment based on the maximum efficiency minimum torque until the battery charge exceeds the first preset charge level. The preset torque increment is executed based on the engine's universal characteristic data; specifically, 10% of the difference between the maximum efficiency maximum torque and the maximum efficiency minimum torque is set as the preset torque increment.

[0052] According to the torque distribution method of the hybrid vehicle of the present invention, a preset number of engine efficiency benchmarks are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency benchmarks. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, so as to be in the ideal high-efficiency range as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency range, thereby improving the fuel-saving capability of the hybrid vehicle.

[0053] Further embodiments of the present invention disclose a torque distribution device 10 for a hybrid vehicle, such as... Figure 5As shown, the torque distribution device 10 of the hybrid vehicle includes: a first determining module 11, a second determining module 12, and a third determining module 13. The first determining module 11 is used to determine a preset number of engine efficiency baselines based on the engine's universal characteristic curve; the second determining module 12 is used to determine the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency baselines when the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge; the third determining module 13 is used to determine the target output torque of the electric motor based on the target output torque of the engine and the total torque of the power end.

[0054] In one embodiment of the present invention, the engine efficiency baseline includes the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve.

[0055] In one embodiment of the present invention, the first determining module 11 determines a preset number of engine efficiency baselines based on the engine universal characteristic curve, including: taking the line connecting the optimal torque corresponding to each engine speed in the engine universal characteristic data as the highest efficiency intermediate torque curve; and performing a conversion between the highest efficiency intermediate torque curve and the motor torque output capability at each engine speed to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve.

[0056] In one embodiment of the present invention, the device 10 further includes a correction module for: correcting the maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve according to the universal characteristic curve of the engine, so as to obtain the corrected maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve.

[0057] In one embodiment of the present invention, the second determining module 12 determines the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency baseline, including: when the total torque of the power end is below the maximum efficiency minimum torque curve, setting the target output torque of the engine to zero; when the total torque of the power end is above the maximum efficiency minimum torque curve and below the maximum efficiency intermediate torque curve, taking the maximum efficiency minimum torque corresponding to the engine speed in the maximum efficiency minimum torque curve as the target output torque of the engine; when the total torque of the power end is above the maximum efficiency intermediate torque curve and below the maximum efficiency maximum torque curve, taking the maximum efficiency intermediate torque corresponding to the engine speed in the maximum efficiency intermediate torque curve as the target output torque of the engine; when the total torque of the power end is above the maximum efficiency maximum torque curve, taking the maximum efficiency maximum torque corresponding to the engine speed in the maximum efficiency maximum torque curve as the target output torque of the engine.

[0058] In one embodiment of the present invention, the third determining module 13 determines the target output torque of the motor based on the target output torque of the engine and the total torque of the power end, including: calculating the difference between the total torque of the power end and the target output torque of the engine; and using the difference as the target output torque of the motor.

[0059] In one embodiment of the present invention, the device 10 further includes a control module for: when the vehicle is in a hybrid drive mode and the battery charge is less than a second preset charge, controlling the target output torque of the engine to increase to the minimum torque for maximum efficiency, and increasing it according to a preset torque increment until the battery charge is greater than the first preset charge, wherein the first preset charge is greater than the second preset charge.

[0060] It should be noted that the torque distribution device 10 of the hybrid vehicle in this embodiment of the invention performs torque distribution in a manner similar to that of the torque distribution method of the hybrid vehicle in this embodiment of the invention. For details, please refer to the description in the method section. To reduce redundancy, it will not be repeated here.

[0061] According to the torque distribution device 10 of the hybrid vehicle of the present invention, a preset number of engine efficiency reference lines are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency reference lines. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency reference lines, so as to be in the ideal high-efficiency region as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency region, thereby improving the fuel-saving capability of the hybrid vehicle.

[0062] Further embodiments of the present invention disclose a vehicle, including: a torque distribution device for a hybrid vehicle as described in any of the above embodiments; or, a processor, a memory, and a torque distribution program for a hybrid vehicle stored in the memory and executable on the processor, wherein the torque distribution program for the hybrid vehicle, when executed by the processor, implements the torque distribution method for a hybrid vehicle as described in any of the above embodiments.

[0063] It should be noted that the specific implementation method of torque distribution in the vehicle of the present invention is similar to that of the torque distribution method of the hybrid vehicle of the present invention. For details, please refer to the description in the method section. In order to reduce redundancy, it will not be repeated here.

[0064] According to the vehicle of the present invention, a preset number of engine efficiency benchmarks are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency benchmarks. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency benchmarks, so as to be in the ideal high-efficiency region as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency region, thereby improving the fuel-saving capability of the hybrid vehicle.

[0065] Further embodiments of the present invention disclose a computer storage medium storing a torque distribution program for a hybrid vehicle, wherein the torque distribution program for the hybrid vehicle, when executed by a processor, implements the torque distribution method for the hybrid vehicle as described in any of the above embodiments.

[0066] According to an embodiment of the present invention, when a processor executes a torque distribution program for a hybrid vehicle stored on a computer-readable storage medium, a preset number of engine efficiency baselines are determined based on the universal characteristic curve of the engine. When the vehicle is in hybrid drive mode and the battery charge is greater than a first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency baselines. The target output torque of the motor is determined according to the target output torque of the engine and the total torque of the power end. This allows the engine operating range to be adjusted in real time around the preset number of engine efficiency baselines, so as to be in the ideal high-efficiency region as much as possible. This changes the situation where the engine torque remains unchanged after being in the high-efficiency region, thereby improving the fuel-saving capability of the hybrid vehicle.

[0067] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0068] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A torque distribution method for a hybrid vehicle, characterized in that, The method includes: A preset number of engine efficiency baselines are determined based on the engine universal characteristic curve; When the vehicle is in hybrid drive mode and the battery charge is greater than the first preset charge, the target output torque of the engine is determined according to the positional relationship between the total torque of the power end and the engine efficiency baseline. The target output torque of the motor is determined based on the target output torque of the engine and the total torque of the power end. The engine efficiency baseline includes the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve. Based on the engine universal characteristic curve, a preset number of engine efficiency baselines are determined, including: The line connecting the optimal torques at each engine speed in the engine's universal characteristic data is taken as the intermediate torque curve for the highest efficiency. The highest efficiency intermediate torque curve is calculated by adding and converting it with the motor torque output capability at each engine speed to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve.

2. The torque distribution method for a hybrid vehicle according to claim 1, characterized in that, Also includes: The maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve are corrected based on the engine universal characteristic curve to obtain the corrected maximum efficiency maximum torque curve and the maximum efficiency minimum torque curve.

3. The torque distribution method for a hybrid vehicle according to claim 1, characterized in that, The target output torque of the engine is determined based on the positional relationship between the total torque at the power end and the engine efficiency baseline, including: When the total torque of the power end is below the curve of maximum efficiency minimum torque, the target output torque of the engine is set to zero. When the total torque of the power end is above the highest efficiency minimum torque curve and below the highest efficiency intermediate torque curve, the highest efficiency minimum torque corresponding to the engine speed in the highest efficiency minimum torque curve is taken as the target output torque of the engine. When the total torque of the power end is above the highest efficiency intermediate torque curve and below the highest efficiency maximum torque curve, the highest efficiency intermediate torque corresponding to the engine speed in the highest efficiency intermediate torque curve is taken as the target output torque of the engine. When the total torque of the power end is above the highest efficiency maximum torque curve, the highest efficiency maximum torque corresponding to the engine speed in the highest efficiency maximum torque curve is taken as the target output torque of the engine.

4. The torque distribution method for a hybrid vehicle according to claim 1, characterized in that, Determining the target output torque of the motor based on the target output torque of the engine and the total torque of the power unit includes: Calculate the difference between the total torque at the power end and the target output torque of the engine; The difference is used as the target output torque of the motor.

5. The torque distribution method for a hybrid vehicle according to claim 1, characterized in that, Also includes: When the vehicle is in the hybrid drive mode and the battery charge is less than the second preset charge, the target output torque of the engine is controlled to increase to the minimum torque for maximum efficiency, and then increased according to the preset torque increment until the battery charge is greater than the first preset charge, wherein the first preset charge is greater than the second preset charge.

6. A torque distribution device for a hybrid vehicle, characterized in that, include: The first determining module is used to determine a preset number of engine efficiency baselines based on the engine universal characteristic curve; The second determining module is used to determine the target output torque of the engine based on the positional relationship between the total torque of the power end and the engine efficiency baseline when the vehicle is in hybrid drive mode and the battery charge is greater than the first preset charge. The third determining module is used to determine the target output torque of the motor based on the target output torque of the engine and the total torque of the power end. The engine efficiency baseline includes the maximum efficiency maximum torque curve, the maximum efficiency intermediate torque curve, and the maximum efficiency minimum torque curve. Based on the engine universal characteristic curve, a preset number of engine efficiency benchmarks are determined. The first determining module is used to: The line connecting the optimal torques at each engine speed in the engine's universal characteristic data is taken as the intermediate torque curve for the highest efficiency. The highest efficiency intermediate torque curve is calculated by adding and converting it with the motor torque output capability at each engine speed to obtain the highest efficiency maximum torque curve and the highest efficiency minimum torque curve.

7. A vehicle, characterized in that, include: The torque distribution device for a hybrid vehicle as described in claim 6; or, A processor, a memory, and a torque distribution program for a hybrid vehicle stored in the memory and executable on the processor, wherein the torque distribution program for the hybrid vehicle, when executed by the processor, implements the torque distribution method for a hybrid vehicle as described in any one of claims 1-5.

8. A computer storage medium, characterized in that, The computer-readable storage medium stores a torque distribution program for a hybrid vehicle, which, when executed by a processor, implements the torque distribution method for a hybrid vehicle as described in any one of claims 1-5.

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