A torque distribution method, device and equipment for a hybrid heavy truck

Abstract

The present application provides a torque distribution method, device and equipment for a hybrid heavy-duty truck. The torque distribution method for a hybrid heavy-duty truck provided in the present application, the hybrid heavy-duty truck is composed of a fuel trailer and an electric drive trailer; the method includes: obtaining the static torque demand according to the pedal position at the current moment and the vehicle speed at the current moment; obtaining the dynamic torque demand according to the pedal position at the current moment, the pedal position at the previous moment, the time difference between the current moment and the previous moment, and the dynamic response coefficient of the fuel trailer; determining the overall torque demand according to the static torque demand and the dynamic torque demand; searching the target distribution ratio that matches the vehicle speed and the overall torque demand at the current moment from the pre-established torque distribution table; and distributing torque to the fuel trailer and the electric drive trailer according to the target distribution ratio. The torque distribution method, device and equipment for a hybrid heavy-duty truck provided in the present application can improve the power, economy and safety of hybrid heavy-duty trucks.

Description

Technical Field

[0001] The present application relates to the technical field of torque distribution, and in particular to a method, device and equipment for distributing torque of a hybrid heavy truck. Background Art

[0002] With the development of new energy vehicle technology, hybrid heavy trucks are gaining more and more attention in the market because they combine the advantages of fuel and electric drive, can provide good fuel economy and lower emissions. Hybrid heavy trucks can optimize energy use and power distribution under different driving conditions, but with the advancement and development of technology, the power, economy and safety of hybrid heavy trucks need to be further improved. Summary of the invention

[0003] In view of this, the present application provides a torque distribution method, device and equipment for a hybrid heavy truck, so as to improve the power, economy and safety of the hybrid heavy truck.

[0004] Specifically, the present application is implemented through the following technical solutions:

[0005] In a first aspect, the present application provides a torque distribution method for a hybrid heavy truck, wherein the hybrid heavy truck is composed of a fuel trailer and an electric drive trailer; the method comprises:

[0006] Obtain static torque demand according to the pedal position and vehicle speed at the current moment;

[0007] Obtaining a dynamic torque demand according to a pedal position at a current moment, a pedal position at a previous moment, a time difference between a current moment and a previous moment, and a dynamic response coefficient of the hybrid heavy truck;

[0008] determining an overall torque requirement based on the static torque requirement and the dynamic torque requirement;

[0009] Searching a target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio between the fuel trailer and the electric drive trailer under different vehicle speeds and torque demands; each record represents the torque distribution ratio when the fuel trailer and the electric drive trailer achieve the best performance and energy efficiency under a specific vehicle speed and torque demand; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck;

[0010] Torque is distributed to the fuel trailer and the electric drive trailer according to the target distribution ratio.

[0011] A second aspect of the present application provides a torque distribution device for a hybrid heavy truck, the hybrid heavy truck being composed of a fuel trailer and an electric drive trailer; the device comprising a determination module, a search module and a control module;

[0012] The determination module is used to obtain the static torque requirement according to the pedal position at the current moment and the vehicle speed at the current moment;

[0013] The determination module is further used to obtain the dynamic torque demand according to the pedal position at the current moment, the pedal position at the previous moment, the time difference between the current moment and the previous moment, and the dynamic response coefficient of the hybrid heavy truck;

[0014] The determination module is used to determine the overall torque requirement according to the static torque requirement and the dynamic torque requirement;

[0015] The search module is used to search for a target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio of the fuel trailer and the electric drive trailer under different vehicle speeds and torque requirements; each record represents the torque distribution ratio of the fuel trailer and the electric drive trailer when the fuel trailer achieves the best performance and energy efficiency under a specific vehicle speed and torque requirement; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck;

[0016] The control module is used to distribute torque to the fuel trailer and the electric drive trailer according to the target distribution ratio.

[0017] The third aspect of the present application provides a torque distribution device for a hybrid heavy truck, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of any one of the methods provided in the first aspect of the present application are implemented.

[0018] The torque distribution method, device and equipment of the hybrid heavy truck provided in the present application determines the overall torque demand, and searches the pre-established torque distribution table for the target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand, and then distributes the torque to the fuel trailer and the electric drive trailer according to the target distribution ratio. In this way, on the first hand, the pre-established torque distribution table is used to determine the target distribution ratio. Since the pre-established torque distribution table is obtained through simulation analysis, when the torque distribution is performed based on the torque distribution table, the torque output of the engine and the motor can be dynamically adjusted according to the real-time driving conditions and vehicle requirements to ensure that the fuel trailer and the electric drive trailer are always in the optimal working state, so that the motor can provide instant high torque output, make up for the shortcomings of the engine, enhance the overall power, and maximize energy efficiency, reduce fuel consumption and battery energy consumption, so as to improve economy; on the second hand, when determining the overall torque demand, by obtaining the static torque demand and the dynamic torque The demand is then used to determine the overall torque demand based on the static torque demand and the dynamic torque demand. In this way, since the static torque demand is determined based on the current pedal position and vehicle speed, it can directly reflect the driver's current acceleration or deceleration demand, while the dynamic torque demand can compensate for the response lag of the system by considering the change in pedal position and the time difference. By combining the static torque demand and the dynamic torque demand, sudden changes in power output can be avoided, and smoother acceleration and deceleration can be achieved, which can not only improve the vehicle's handling stability, but also avoid excessive engine work or untimely response, reduce the burden and wear on the engine, and improve the overall reliability of the system to improve safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A flow chart of Embodiment 1 of the torque distribution method for a hybrid heavy truck provided in the present application;

[0020] Figure 2 This is a flow chart of Embodiment 2 of the torque distribution method for a hybrid heavy truck provided in this application;

[0021] Figure 3 This is a flow chart of Embodiment 3 of the torque distribution method for a hybrid heavy truck provided in the present application;

[0022] Figure 4 A flowchart of a fourth embodiment of a torque distribution method for a hybrid heavy truck provided in the present application;

[0023] Figure 5 A hardware structure diagram of the torque distribution device of the hybrid heavy truck where the torque distribution device of the hybrid heavy truck provided in the present application is located;

[0024] Figure 6 This is a schematic structural diagram of Embodiment 1 of the torque distribution device for a hybrid heavy truck provided in this application. DETAILED DESCRIPTION

[0025] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application.

[0026] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0027] It should be understood that although the terms first, second, third, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0028] Specific embodiments are given below to introduce the technical solution of the present application in detail.

[0029] Figure 1 This is a flow chart of the first embodiment of the torque distribution method for a hybrid heavy truck provided in this application. Figure 1 The method provided in this embodiment is used to distribute torque to a hybrid heavy truck, wherein the hybrid heavy truck is composed of a fuel trailer and an electric drive trailer. The method may include:

[0030] S101. Obtain a static torque requirement according to a current pedal position and a current vehicle speed.

[0031] It should be noted that the torque distribution method of the hybrid heavy truck provided in this embodiment is used to distribute torque to the hybrid heavy truck, which is composed of a fuel trailer and an electric drive trailer, wherein the fuel trailer is the main traction vehicle of the hybrid heavy truck, which is equipped with an engine and is responsible for providing the main traction power for the entire hybrid heavy truck. The electric drive trailer refers to the trailer part equipped with an electric drive system, which has an independent motor and battery and can provide auxiliary power for the vehicle.

[0032] Specifically, the torque distribution device (which may be a controller on a hybrid heavy truck) may determine the static torque demand according to the pedal position and vehicle speed at the current moment. The static torque demand refers to the maximum torque required by the hybrid heavy truck under a certain operating condition or operating point without considering time changes and dynamic responses.

[0033] Optionally, in a possible implementation, the static torque requirement may be obtained through the following steps:

[0034] (1) Searching for a target torque demand table and a target compensation torque table corresponding to the current driving mode from among a plurality of pre-established torque demand tables and a plurality of pre-established compensation torque tables.

[0035] Specifically, the pre-established multiple torque demand tables and the pre-established multiple compensation torque tables are torque demand tables and compensation torque tables corresponding to different driving modes, and one driving mode corresponds to one torque demand table and one compensation torque table. When obtaining the static torque demand, the corresponding target torque demand table and target compensation torque table are directly searched from the pre-established multiple torque demand tables and multiple compensation torque tables according to the current driving mode.

[0036] (2) searching the target torque demand corresponding to the pedal position at the current moment and the vehicle speed at the current moment from the target torque demand table; wherein the torque demand table is used to record the torque demands under different pedal positions and vehicle speeds.

[0037] Specifically, the torque demand table records the torque demand corresponding to different pedal positions and vehicle speeds. In specific implementation, different pedal positions and vehicle speeds of hybrid heavy trucks can be tested in advance under laboratory conditions, and the torque data at different pedal positions and vehicle speeds can be recorded during the test to obtain multiple sets of data; then the torque demand table can be established based on these multiple sets of data.

[0038] In this step, according to the pedal position and vehicle speed at the current moment, the corresponding relationship including the pedal position and vehicle speed is searched in the torque demand table, and then the torque recorded in the searched corresponding relationship is determined as the target torque demand.

[0039] (3) searching the target compensation torque corresponding to the pedal position at the current moment and the vehicle speed at the current moment from the target compensation torque table; wherein the compensation torque table is used to record the compensation torques at different pedal positions and vehicle speeds; and the compensation torque at each set of pedal positions and vehicle speeds is used to characterize the difference between the actual torque actually output by the engine and the theoretical value at the pedal position and vehicle speed.

[0040] Specifically, the compensation torque table is used to record the difference between the actual output torque of the engine and the theoretical calculated torque at different pedal positions and vehicle speeds. This difference takes into account the actual torque output deviation caused by external factors (such as temperature, fuel quality, engine aging, etc.).

[0041] In specific implementation, the system error test can be carried out in advance through experiments, and the difference between the actual torque actually output by the engine and the theoretical value at different pedal positions and vehicle speeds can be recorded to obtain the compensation torque. Then, a table is established based on the compensation torque at different pedal positions and vehicle speeds to obtain the compensation torque table.

[0042] In this step, the corresponding relationship between the pedal position and the vehicle speed can be searched from the compensation torque table according to the current pedal position and the vehicle speed, and then the compensation torque recorded in the searched corresponding relationship is determined as the target compensation torque.

[0043] (4) Determine the sum of the target torque requirement and the target compensation torque as the static torque requirement.

[0044] Specifically, referring to the above description, after respectively finding the target torque demand and the target compensation torque from the pre-established torque demand table and the compensation torque table, in this step, the sum of the target torque demand and the target compensation torque is determined as the static torque demand.

[0045] For example, in one possible implementation, the pedal position at the current moment is: the pedal opening is 50%, and the vehicle speed at the current moment is 80. The target torque demand corresponding to the pedal opening of 50% and the vehicle speed of 80 is found from the torque demand table, and then the target compensation torque corresponding to the pedal opening of 50% and the vehicle speed of 80 is found from the compensation torque table, and then the sum of the target torque demand and the target compensation torque is determined as the static torque demand.

[0046] The method provided in this embodiment uses a predefined torque demand table and a compensation torque table. The torque distribution device can accurately calculate the static torque demand based on the driver input (pedal position) and the current vehicle speed, and at the same time correct the difference between the actual and theoretical through a compensation mechanism, thereby improving the accuracy of the calculated static torque demand.

[0047] S102, obtaining a dynamic torque demand according to a pedal position at a current moment, a pedal position at a previous moment, a time difference between the current moment and the previous moment, and a dynamic response coefficient of the engine of the fuel trailer.

[0048] Optionally, in a possible implementation manner, the specific implementation process of this step may include:

[0049] (1) Determine the rate of change of the pedal position based on the current pedal position, the pedal position at the previous moment, and the time difference between the current moment and the previous moment.

[0050] Specifically, the rate of change of the pedal position can be determined by the following formula:

[0051] ;

[0052] in, is the rate of change of pedal position;

[0053] is the pedal position at the previous moment;

[0054] is the pedal position at the current moment;

[0055] The time difference between the current moment and the previous moment.

[0056] (2) Determining the dynamic torque requirement according to the change rate and the dynamic response coefficient.

[0057] Specifically, the dynamic torque requirement can be determined by the following formula:

[0058] ;

[0059] in, is the dynamic torque requirement;

[0060] is the rate of change of pedal position;

[0061] is the dynamic response coefficient.

[0062] It should be noted that the dynamic response coefficient of the hybrid heavy truck characterizes the relationship between the accelerator pedal change rate and the overall output torque change. The dynamic response coefficient is obtained based on experiments and simulations. For the experimental and simulation process of obtaining the dynamic response coefficient, please refer to the relevant description of the relevant technology, which will not be repeated here.

[0063] S103: Determine an overall torque requirement according to the static torque requirement and the dynamic torque requirement.

[0064] Specifically, the overall torque requirement can be determined according to the following formula:

[0065] ;

[0066] in, is the overall torque requirement;

[0067] is the static torque requirement;

[0068] is the dynamic torque requirement.

[0069] S104. Searching for a target distribution ratio that matches the current vehicle speed and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio between the fuel trailer and the electric trailer under different vehicle speeds and torque demands; each record represents the torque distribution ratio when the fuel trailer and the electric trailer achieve optimal performance and energy efficiency under specific vehicle speeds and torque demands; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck.

[0070] The torque distribution table is a table that records the optimal torque distribution ratio between the fuel trailer and the electric trailer at different vehicle speeds and overall torque requirements. Each record represents the torque distribution ratio when the two achieve optimal performance and energy efficiency under a specific vehicle speed and torque requirement. For example, Table 1 is a torque distribution table shown in an exemplary embodiment of the present application:

[0071] Table 1 Torque distribution table

[0072]

[0073] It should be noted that in a possible implementation, a simulation model of a hybrid heavy truck can be created, which includes the power system characteristics, transmission system characteristics, and the relationship between vehicle speed and torque demand of a fuel trailer and an electric drive trailer. Furthermore, key parameters in the simulation model are set, such as engine performance, motor performance, transmission system efficiency, etc. Then, the simulation model is run at different vehicle speeds and overall torque requirements, and the performance and energy efficiency of the fuel trailer and the electric drive trailer under each operating condition are recorded. The optimal torque distribution ratio under each operating condition is found through optimization algorithms (such as genetic algorithms, simulated annealing algorithms, etc.).

[0074] It should be noted that, referring to the previous description, it can be understood that the optimization result represents the optimal torque distribution ratio between the fuel trailer and the electric drive trailer under specific vehicle speed and torque requirements.

[0075] In this step, based on the calculated overall torque demand and the current vehicle speed, the corresponding relationship between the vehicle speed and the overall torque demand can be directly searched from the torque distribution table, and then the torque distribution ratio recorded in the corresponding relationship found is determined as the target distribution ratio.

[0076] It should be noted that the torque distribution table is obtained through simulation analysis, which records the optimal torque distribution ratio between the fuel trailer and the electric drive trailer under different vehicle speeds and overall torque requirements. By looking up the target distribution ratio in the table, the torque distribution device can adjust the torque distribution strategy in real time to ensure that the hybrid heavy truck can achieve the best operating effect under various working conditions.

[0077] S105. Distribute torque to the fuel trailer and the electric drive trailer according to the target distribution ratio.

[0078] Optionally, in a possible implementation manner, the specific implementation process of this step may include:

[0079] (1) Calculating a towing vehicle torque demand and a trailer torque demand according to the target allocation ratio and the overall torque demand.

[0080] Specifically, the towing vehicle torque demand and the trailer torque demand can be calculated by the following formula:

[0081] ;

[0082] ;

[0083] in, Torque requirement for trailer;

[0084] is the overall torque requirement;

[0085] is the trailer torque requirement;

[0086] Assign a ratio to the goal.

[0087] (2) Calculating the effective power of the engine of the fuel trailer according to the trailer torque demand and the engine speed at the current moment.

[0088] Specifically, the effective power of the engine can be calculated by the following formula:

[0089] ;

[0090] in, is the effective power of the engine;

[0091] Torque requirement for trailer;

[0092] is the engine speed at the current moment.

[0093] (3) Calculating the mean effective pressure of the engine according to the effective power, the engine speed at the current moment, and the displacement of the engine.

[0094] Specifically, the mean effective pressure of the engine can be calculated by the following formula:

[0095] ;

[0096] in, is the mean effective pressure of the engine;

[0097] is the effective power of the engine;

[0098] is the engine speed at the current moment;

[0099] is the displacement of the engine.

[0100] (4) Calculating the flywheel torque of the engine based on the mean effective pressure, the displacement of the engine, and the ignition efficiency of the engine.

[0101] Specifically, the flywheel torque of the engine can be calculated by the following formula:

[0102] ;

[0103] in, is the flywheel torque of the engine;

[0104] is the mean effective pressure of the engine;

[0105] is the displacement of the engine;

[0106] The ignition efficiency of the engine.

[0107] (5) Controlling the engine to output according to the flywheel torque, and controlling the electric motor of the electric drive trailer to output according to the trailer torque requirement.

[0108] Specifically, through precise torque control and coordination, it can ensure that the engine and electric motor can work together effectively to maximize the vehicle's fuel economy and handling stability.

[0109] It should be noted that in one possible implementation, when the electric trailer is detached or cannot work normally due to a malfunction, the torque distribution device will detect a communication interruption or a fault signal. At this time, it will control the fuel trailer to take over autonomously to ensure the stability and safety of the vehicle.

[0110] In addition, in actual operation, due to limiting factors such as torque limitation, battery management system current limitation, fault diagnosis limitation, etc., the actual output torque of the fuel trailer and / or electric drive trailer is limited. Therefore, when the distributed torque of the fuel trailer and the electric drive trailer is calculated, the torque is not immediately distributed to the fuel trailer and the electric drive trailer accordingly. Instead, the distributed torque is corrected to adapt to these limitations.

[0111] The method provided in this embodiment determines the overall torque demand, and searches for the target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table, and then distributes torque to the fuel trailer and the electric drive trailer according to the target distribution ratio. In this way, on the first hand, the pre-established torque distribution table is used to determine the initial torque distribution ratio. Since the pre-established torque distribution table is obtained through simulation analysis, when the torque distribution is performed based on the torque distribution table, the torque output of the engine and the motor can be dynamically adjusted according to the real-time driving conditions and vehicle requirements to ensure that the fuel trailer and the electric drive trailer are always in the optimal working state, so that the motor can provide instant high torque output to make up for the shortcomings of the engine, enhance the overall power, and at the same time reduce unnecessary fuel consumption and battery energy consumption, so as to maximize energy efficiency and improve economy; on the second hand, when determining the overall torque demand, by obtaining the static torque demand and Dynamic torque demand, and then determine the overall torque demand based on the static torque demand and the dynamic torque demand. In this way, since the static torque demand is determined based on the current pedal position and vehicle speed, it can directly reflect the driver's current acceleration or deceleration needs, and the dynamic torque demand can compensate for the response lag of the system by considering the changes in the pedal position and the time difference. By combining the static torque demand and the dynamic torque demand, sudden changes in power output can be avoided, and smoother acceleration and deceleration can be achieved, which can not only improve the vehicle's handling stability, but also avoid excessive engine work or untimely response, reduce the burden and wear on the engine, and improve the overall reliability of the system to improve safety.

[0112] In summary, through accurate calculation of the overall torque demand and optimization of the preset torque distribution table, both fuel trailers and electric trailers can achieve the most efficient working state under different driving conditions, thereby improving the overall power performance of hybrid heavy trucks, effectively reducing energy consumption and equipment wear, and improving the economy, safety and reliability of the vehicle.

[0113] Figure 2 This is a flow chart of the second embodiment of the torque distribution method for a hybrid heavy truck provided in this application. Figure 2 Based on the above embodiment, the steps of establishing the torque distribution table include:

[0114] S201. Establish a dynamics model of the hybrid heavy truck, and perform dynamics simulations under different working conditions based on the dynamics model to obtain simulation results.

[0115] Specifically, in a possible implementation, establishing the dynamic model of the hybrid heavy truck includes:

[0116] (1) Based on a first functional relationship between the output power of the engine and the output torque of the engine and the engine speed, and a second functional relationship between the output power of the motor and the output torque of the motor and the motor speed, a third functional relationship between the total output power of the hybrid heavy truck and the output torque of the engine, the engine speed, the output torque of the motor and the motor speed is established.

[0117] Specifically, the first function represents the relationship between the output power of the engine, the output torque of the engine, and the engine speed, which can be expressed by the following formula:

[0118] ;

[0119] in, is the output power of the engine;

[0120] Output torque to the engine;

[0121] is the engine speed.

[0122] Furthermore, the second functional relationship represents the relationship between the output power of the motor and the output torque of the motor and the speed of the motor. The second function can be expressed by the following formula:

[0123] ;

[0124] in, is the output power of the motor;

[0125] Output torque to the motor;

[0126] is the motor speed.

[0127] Furthermore, the total output power of the hybrid heavy-duty truck is equal to the sum of the output power of the engine and the output power of the motor. Based on the output power of the engine and the output power of the motor, a third functional relationship can be established between the total output power of the hybrid heavy-duty truck and the engine output torque, engine speed, motor output torque, and motor speed.

[0128] Specifically, the third function can be expressed by the following formula:

[0129] ;

[0130] in, is the total output power of the hybrid heavy truck;

[0131] is the output power of the engine;

[0132] Output torque to the engine;

[0133] is the engine speed;

[0134] is the output power of the motor;

[0135] Output torque to the motor;

[0136] is the motor speed.

[0137] (2) Based on the first functional relationship, the second functional relationship, the fourth functional relationship between the fuel input power of the engine and the output power of the engine and the engine efficiency, and the fifth functional relationship between the electric power consumption of the motor and the output power of the motor and the motor efficiency, a sixth functional relationship between the total input power of the hybrid heavy truck and the engine output torque, engine speed, engine efficiency, motor output torque, motor speed, and motor efficiency is established.

[0138] Specifically, the fourth functional relationship represents the functional relationship between the fuel input power of the engine and the output power and engine efficiency of the engine. The fourth function can be expressed by the following formula:

[0139] ;

[0140] in, for engine efficiency;

[0141] is the output power of the engine;

[0142] The fuel input power to the engine.

[0143] Specifically, the fifth functional relationship represents the functional relationship between the electric power consumption of the motor and the output power and efficiency of the motor, which can be expressed by the following formula:

[0144] ;

[0145] in, is the motor efficiency;

[0146] is the output power of the motor;

[0147] is the power consumption of the motor.

[0148] Furthermore, the total input power of the hybrid heavy-duty truck is the sum of the fuel input power of the engine and the electric power consumption of the motor. According to the first functional relationship and the fourth functional relationship, the functional relationship between the fuel input power of the engine and the engine output torque, engine speed, and engine efficiency can be obtained. Furthermore, according to the second functional relationship and the fifth functional relationship, the functional relationship between the electric power consumption of the motor and the motor output torque, motor speed, and motor efficiency can be obtained.

[0149] It can be understood that the total input power of the hybrid heavy truck is equal to the sum of the fuel input power of the engine and the electric power consumption of the motor. Therefore, according to the functional relationship between the fuel input power of the engine and the engine output torque, engine speed, and engine efficiency, and the functional relationship between the electric power consumption of the motor and the motor output torque, motor speed, and motor efficiency, the sixth functional relationship between the total input power of the hybrid heavy truck and the engine output torque, engine speed, engine efficiency, motor output torque, motor speed, and motor efficiency can be obtained. Specifically, the sixth function can be expressed by the following formula:

[0150] ;

[0151] in, is the total input power of the hybrid heavy truck;

[0152] is the output power of the engine;

[0153] Output torque to the engine;

[0154] is the engine speed;

[0155] is the output power of the motor;

[0156] Output torque to the motor;

[0157] is the motor speed;

[0158] for engine efficiency;

[0159] is the motor efficiency.

[0160] (3) Based on the third functional relationship and the sixth functional relationship, a seventh functional relationship is established between the total efficiency of the hybrid heavy truck and the engine output torque, engine speed, engine efficiency, motor output torque, motor speed, and motor efficiency.

[0161] Specifically, the ratio of the total output power of the hybrid heavy truck to the total input power is the total efficiency of the hybrid heavy truck. Based on the third and sixth functional relationships, the seventh functional relationship between the total efficiency and the engine output torque, engine speed, engine efficiency, motor output torque, motor speed, and motor efficiency can be obtained. The seventh functional relationship is as follows:

[0162] ;

[0163] in, is the total efficiency of the hybrid heavy truck;

[0164] Output torque to the engine;

[0165] is the engine speed;

[0166] Output torque to the motor;

[0167] is the motor speed;

[0168] for engine efficiency;

[0169] is the motor efficiency.

[0170] (4) Integrating the seventh functional relationship, the eighth functional relationship between the motor speed and the vehicle speed, wheel radius, and speed ratio, the ninth functional relationship between the distributed torque of the fuel trailer and the total torque demand of the hybrid heavy truck and the torque distribution ratio, the tenth functional relationship between the distributed torque of the electric trailer and the total torque demand of the hybrid heavy truck and the torque distribution ratio, the engine efficiency map, and the motor efficiency map to obtain the dynamic model; wherein the dynamic model is used to characterize the functional relationship between the total efficiency of the hybrid heavy truck and the total torque demand of the hybrid heavy truck, the vehicle speed, and the torque distribution ratio.

[0171] Specifically, the eighth functional relationship between the motor speed and the vehicle speed, wheel radius, and speed ratio can be expressed by the following formula:

[0172] ;

[0173] in, is the vehicle speed;

[0174] is the motor speed (the motor speed may be the engine speed or the electric motor speed);

[0175] is the wheel radius;

[0176] For the speed ratio.

[0177] It is understandable that the fuel trailer and the electric drive trailer have the same speed. At the same speed, the respective speeds can be obtained according to the current speed ratio and radius. That is, based on the eighth functional relationship, the speed of the electric drive trailer and the speed of the electric drive trailer can be determined according to the vehicle speed. It should be noted that the speed ratio automatically changes according to the vehicle speed, and is divided into multiple different gears according to different vehicle speeds.

[0178] Furthermore, the ninth functional relationship between the distributed torque of the fuel trailer and the total torque demand and torque distribution ratio of the hybrid heavy truck can be expressed by the following formula:

[0179] ;

[0180] in, Distributed torque for fuel trailers;

[0181] is the total torque requirement of the hybrid heavy truck;

[0182] Ratio for torque distribution.

[0183] Similarly, the tenth functional relationship between the distributed torque of the electric trailer and the total torque demand and torque distribution ratio of the hybrid heavy truck can be expressed by the following formula:

[0184] ;

[0185] in, Distributed torque for fuel trailers;

[0186] is the total torque requirement of the hybrid heavy truck;

[0187] Ratio for torque distribution.

[0188] Specifically, by using the ninth functional relationship and the tenth functional relationship, the distributed torque of the fuel trailer and the distributed torque of the electric drive trailer can be calculated based on the total torque demand and torque distribution ratio of the hybrid heavy truck.

[0189] Furthermore, the engine efficiency Map represents the relationship between the engine efficiency and the engine's output torque and engine speed. Based on the engine efficiency Map, the engine efficiency at different engine output torques and engine speeds can be determined; the motor efficiency Map represents the relationship between the motor efficiency and the motor's output torque and motor speed. Based on the motor efficiency Map, the motor efficiency at different motor output torques and motor speeds can be determined.

[0190] In summary, when the total torque demand, vehicle speed and torque distribution ratio of the hybrid heavy truck are known, the engine speed and the motor speed can be calculated based on the vehicle speed using the eighth functional relationship; further, based on the ninth and tenth functional relationships, the distributed torque of the fuel trailer and the distributed torque of the electric drive trailer can be calculated; based on the engine efficiency map and the motor efficiency map, the engine efficiency and the motor efficiency can be obtained. Furthermore, the distributed torque of the fuel trailer is used as the engine output torque, and the distributed torque of the electric trailer is used as the motor output torque. When the engine output torque, engine speed, engine efficiency, motor output torque, motor speed, and motor efficiency are known, the total efficiency of the hybrid heavy truck can be calculated based on the seventh functional relationship.

[0191] Referring to the previous description, it can be understood that the input of the dynamic model is the total torque demand, vehicle speed and torque distribution ratio of the hybrid heavy truck, and the output is the total efficiency of the hybrid heavy truck. Through this dynamic model, different torque distribution ratios can be set under different total torque demands and vehicle speeds to simulate the total efficiency under each torque distribution ratio, and then select the optimal torque distribution ratio.

[0192] Furthermore, it can be understood that after the dynamic model of the hybrid heavy truck is established, a dynamic simulation can be performed based on the dynamic model to obtain a simulation result.

[0193] As described above, during the simulation process, the vehicle speed, total torque demand and torque distribution ratio are input into the dynamic model to obtain the corresponding total efficiency. For each combination of vehicle speed and total torque demand, a corresponding database is established, which stores the total efficiency corresponding to different torque distribution ratios under the combination of vehicle speed and total torque demand.

[0194] S202. Constructing constraints and objective functions corresponding to each operating condition; wherein the constraints and objective functions corresponding to different operating conditions are different; and the constraints and objective functions under each operating condition are used to achieve the best performance and energy efficiency of the hybrid heavy truck under the operating condition.

[0195] Specifically, the operating conditions of hybrid heavy trucks may include starting and low-speed conditions, medium- and high-speed conditions, acceleration and climbing conditions, and deceleration and braking conditions. Among them, starting and low-speed conditions refer to the state of the vehicle at the starting stage or when driving at a low speed. Under this condition, the vehicle speed is low and the accelerator pedal position changes little. Medium- and high-speed conditions refer to the state of the vehicle when it is driving at a stable medium to high speed. Under this condition, the vehicle speed is medium to high, and the accelerator pedal position is relatively stable. Acceleration and climbing conditions refer to the state of the vehicle during acceleration or when driving uphill. Under this condition, the vehicle speed increases, the engine load is large, and the vehicle speed and accelerator pedal position both change significantly. Deceleration and braking conditions refer to the state of the vehicle when decelerating or braking. Under this condition, the vehicle speed decreases, the accelerator pedal position decreases, and electric motor recovery braking may be involved.

[0196] It should be noted that when finding the optimal torque distribution ratio, the goal is to make the engine and the motor operate in their respective high-efficiency zones, which can not only enhance fuel efficiency, but also improve power output, thereby comprehensively improving vehicle performance. In this embodiment, the optimal torque distribution ratio under different working conditions is selected through simulation, and then a torque distribution table is established based on this, so as to dynamically adjust the torque output of the engine and the motor according to the real-time driving conditions and vehicle requirements based on the torque distribution table, thereby achieving optimal driving performance and energy efficiency.

[0197] It should be noted that for hybrid heavy-duty trucks, since the fuel trailer is the towing vehicle of the hybrid heavy-duty trucks, under various operating conditions, it is necessary to ensure that the torque output of the electric drive trailer does not exceed the torque output of the fuel trailer, that is, under various operating conditions, the constraints must include that the torque output of the electric drive trailer does not exceed the torque output of the fuel trailer.

[0198] Furthermore, the constraints and objective functions corresponding to different operating conditions are different; the constraints and objective functions under each operating condition are used to achieve the best performance and energy efficiency of the hybrid heavy truck under that operating condition.

[0199] For example, in starting and low-speed conditions, if the power battery has sufficient power, the engine fuel efficiency is low and the emission performance is poor, and the electric motor has a low-speed high-torque characteristic. Therefore, at this time, the electric motor is used for driving first. For another example, in medium-high speed conditions, at this time, the vehicle is traveling at high speed with medium load, the power required by the vehicle is small, the engine is close to its efficient working area, and the fuel efficiency is high. Therefore, at this time, the torque required in the economic range of the engine can be distributed, and the remaining torque demand is supplemented by the electric motor, and the battery power is comprehensively considered to appropriately reduce the output ratio of the electric drive trailer. For another example, in the acceleration climbing condition, when the power required for the vehicle to travel exceeds the engine working range or the efficient zone, at this time, the electric motor provides auxiliary power to drive the vehicle together with the engine. At this time, the torque output ratio can be set according to the acceleration demand to meet the power demand. Further, if the remaining power of the power battery is low at this time, which is lower than the set threshold, it is switched to the engine mode. For another example, in the deceleration and braking conditions, at this time, the electric drive trailer sets the energy recovery intensity according to the actual demand, and gives priority to using the electric motor for regenerative braking energy recovery. If the electric motor energy recovery is not enough to meet the braking demand, the remainder is provided by the mechanical braking system.

[0200] In summary, it can be understood that in a possible implementation, at the start and low speed conditions, the battery power of the motor is sufficient, the fuel efficiency of the engine is low and the emission performance is poor. At this time, fuel consumption should be minimized, and the motor should be used for driving first. The objective function should be based on minimizing fuel consumption (the objective function can be based on minimizing consumption. In this embodiment, no specific objective function is given). Further, at this time, the constraint conditions can be: the battery power of the motor is sufficient to support the operation of the motor, and the torque output of the electric drive trailer does not exceed the maximum torque output of the trailer.

[0201] Similarly, in a possible implementation, under medium and high speed conditions, the hybrid heavy truck requires less power, and the engine is close to its efficient working area (the efficient working area in the engine's universal characteristic diagram, in which the engine can achieve the best performance and the highest energy efficiency). At this time, fuel efficiency should be optimized, and the objective function should be based on minimizing fuel efficiency. Further, the constraints can be: the engine operates in its efficient area, and the battery power of the electric motor is within a preset range.

[0202] Furthermore, for example, in a possible implementation, under acceleration and climbing conditions, the power required by the hybrid heavy truck exceeds the power provided by the engine's efficient working area or working range, and the electric motor needs to provide auxiliary power to drive the hybrid heavy truck together with the engine. At this time, the power demand of the hybrid heavy truck should be met, and the use of the electric motor battery should be minimized. The objective function needs to ensure the total power demand while reducing the consumption of battery power. In addition, the constraints can be to give priority to the use of the engine when the electric motor battery is insufficient, and to meet the total torque demand during acceleration or climbing.

[0203] For another example, in a possible implementation, the energy recovery rate should be maximized under deceleration and braking conditions. At this time, the motor is used for regenerative braking first to recover as much energy as possible to extend the battery life of the motor. The objective function is to maximize the cumulative value of energy recovery of the motor during the regenerative manufacturing process. The constraints can be: maximizing the regenerative braking effect of the motor, and when the motor energy recovery is insufficient, the mechanical braking system provides the remaining braking force.

[0204] It should be noted that when distributing torque, the key is to ensure that the engine and the motor operate in their efficient working range as much as possible. By analyzing the engine universal characteristic curve, it can be seen that the equal fuel consumption rate curve represents the fuel consumption rate under different speed and torque conditions, and the economic power range of the engine can be determined by the equal power curve and the inner equal fuel consumption rate curve. The area where these curves intersect indicates that at a specific speed and torque, the engine can achieve a lower fuel consumption rate while providing the required power output.

[0205] S203. For each combination of vehicle speed and torque demand under each operating condition, find a target total efficiency from a plurality of total efficiencies under the vehicle speed and the torque demand; wherein the target total efficiency is greater than or equal to a preset efficiency.

[0206] Specifically, referring to the previous description, for each combination of vehicle speed and torque demand, there is a corresponding database, which stores the total efficiency corresponding to different torque distribution ratios under the vehicle speed and torque demand. In this step, for each combination of vehicle speed and torque demand under each working condition, a total efficiency greater than or equal to the preset efficiency can be found from the multiple total efficiencies corresponding to the vehicle speed and the torque demand, and the total efficiency found is the target total efficiency.

[0207] It should be noted that the preset efficiency is set according to actual needs, and is not limited in this embodiment. In addition, the preset efficiencies under different working conditions may be the same or different, and are not limited in this embodiment.

[0208] S204. Based on the constraints and objective function corresponding to the operating condition, find the optimal allocation ratio under the vehicle speed and the torque demand from the target total efficiency; wherein the optimal allocation ratio is the allocation ratio that satisfies the constraints and the objective function.

[0209] Specifically, after the target total efficiency is found, in this step, based on the constraint conditions and objective function corresponding to each of the above working conditions, the optimal allocation ratio under the vehicle speed and the torque demand can be found from the above target total efficiency.

[0210] S205: construct the torque distribution table according to the optimal distribution ratio under different vehicle speeds and torque requirements.

[0211] In specific implementation, referring to the previous description, through step S204, the optimal allocation ratio corresponding to each combination of vehicle speed and torque demand under each working condition can be obtained. The vehicle speed, torque demand and optimal allocation ratio are taken as a set of data. In this step, a torque allocation table can be established based on multiple sets of data. It should be noted that multiple sets of data for different working conditions can be established in the same torque allocation table, or a torque allocation table corresponding to the working condition can be established separately for different working conditions. In this regard, this embodiment does not limit it.

[0212] The method provided in this embodiment establishes a dynamic model of hybrid heavy trucks, as well as constraints and objective functions corresponding to each operating condition. In this way, dynamic simulation under different operating conditions can be performed based on the dynamic model to obtain simulation results. Then, for each combination of vehicle speed and torque demand under each operating condition, a target total efficiency greater than or equal to a preset efficiency is found from multiple total efficiencies under the vehicle speed and torque demand, and based on the constraints and objective functions corresponding to the operating condition, the optimal distribution ratio under the vehicle speed and torque demand is found from the target total efficiency. In this way, the torque distribution table can be constructed according to the optimal distribution ratio under different vehicle speeds and torque demands. In this way, on the first hand, since the torque distribution table predefines the torque distribution ratio between the engine and the motor under different working conditions, during actual driving, the vehicle can quickly look up the table and obtain the optimal torque distribution result in real time without complex real-time calculations, which can improve the response speed and efficiency of the system; on the second hand, when constructing the torque distribution table, the target total efficiency is first found, and then the optimal distribution ratio is found based on the constraints and objective functions. In this way, not only the established efficiency can be achieved, but also better energy efficiency performance can be achieved. In addition, by constructing different constraints and objective functions for each working condition, the performance and energy efficiency of the hybrid heavy truck can be optimized according to the specific working conditions. Under different working conditions, the differences in objective functions and constraints enable each working condition to be optimized in a targeted manner, ensuring that the best performance can be achieved under different driving conditions.

[0213] Figure 3This is a flow chart of Embodiment 3 of the torque distribution method for a hybrid heavy truck provided in this application. Figure 3 Based on the above embodiment, the method of distributing torque to the fuel trailer and the electric trailer according to the target distribution ratio includes:

[0214] S301. Obtain the current load of the hybrid heavy truck, and determine the bias coefficient corresponding to the load according to the load and a preset correspondence between the load and the bias coefficient.

[0215] Specifically, the center of gravity of the vehicle will change with different vehicle loads. In order to adapt to different load requirements, the torque distribution ratio of the fuel trailer and the electric drive trailer needs to be adjusted according to the current load.

[0216] It should be noted that the correspondence between the preset load and the bias coefficient is set according to actual needs and is not limited in this embodiment. The bias coefficients corresponding to different loads can be obtained by analyzing the effects of different loads on torque distribution based on experimental data and vehicle dynamic models. In addition, it can be understood that the bias coefficient is a correction factor used to adjust the target distribution ratio to take into account the effect of the load on the vehicle dynamics. Generally, as the load increases, the bias coefficient will change to adapt to different load requirements.

[0217] In a possible implementation, the load is positively correlated with the bias coefficient. When the load is light, the bias coefficient is small; when the load is heavy, the bias coefficient is large.

[0218] In this step, the corresponding relationship including the current load can be searched from the preset corresponding relationship between the load and the bias coefficient to find the bias coefficient corresponding to the current load.

[0219] S302: Correct the target distribution ratio by using the bias coefficient, and distribute torque to the fuel trailer and the electric drive trailer according to the corrected distribution ratio.

[0220] In specific implementation, in step S301, the bias coefficient under the load can be determined according to the current load of the vehicle. In this step, the bias coefficient is used to correct the target distribution ratio, and then the torque is distributed to the fuel trailer and the electric trailer according to the corrected distribution ratio.

[0221] Specifically, the target allocation ratio can be corrected by the following formula:

[0222] ;

[0223] in, Allocate a percentage for the revised target;

[0224] Allocate a proportion to the target before revision;

[0225] is the bias coefficient.

[0226] The method provided in this embodiment obtains the load at the current moment, searches for the corresponding bias coefficient based on the load at the current moment, and then corrects the target distribution ratio based on the bias coefficient, and distributes torque to the fuel trailer and the electric drive trailer according to the corrected ratio. In this way, the vehicle can be dynamically adjusted according to the actual load situation, and the torque can be adjusted according to the load, which can not only avoid unnecessary energy waste, but also effectively optimize the performance and energy efficiency of the vehicle under different load conditions, and adapt to different load requirements and driving conditions.

[0227] Figure 4 This is a flow chart of the fourth embodiment of the torque distribution method for a hybrid heavy truck provided in this application. Figure 4 , the method further comprises:

[0228] S401, acquiring the pedal position, the vehicle speed, the real-time output torque of the engine and the real-time output torque of the motor in real time, and storing the pedal position, the vehicle speed, the real-time output torque of the fuel trailer and the real-time output torque of the electric trailer as a group of data in a database.

[0229] Specifically, the pedal position, vehicle speed, real-time output torque of the engine and real-time output torque of the motor are obtained through sensors on the vehicle, and the real-time acquired data are cleaned and standardized, and missing and abnormal data are processed. The pedal position, vehicle speed, real-time output torque of the engine and real-time output torque of the motor are then stored as a group of data in a database.

[0230] Referring to the foregoing description, it can be understood that each record in the database generally includes a timestamp, a pedal position, a vehicle speed, a real-time output torque of a fuel trailer, and a real-time output torque of an electric trailer.

[0231] S402: Online learning of the relationship between pedal position, vehicle speed and torque distribution based on the data in the database to obtain a learned target relationship.

[0232] In specific implementation, historical data sets can be extracted from the database, including pedal position, vehicle speed, torque distribution, etc. under different working conditions. Furthermore, feature extraction is performed on these historical data sets to identify key features and patterns in the data, for example, identifying the impact of pedal position on torque distribution, the impact of vehicle speed on torque demand, etc. Finally, machine learning algorithms (such as linear regression, support vector machine, neural network, etc.) can be used to learn the relationship between pedal position, vehicle speed and torque distribution.

[0233] Specifically, online learning algorithms such as online gradient descent, incremental learning, and online neural networks can be used to learn the relationship between pedal position, vehicle speed, and torque distribution. Furthermore, the database can be updated using newly collected data to update the parameters of the learning algorithm to adapt to new data trends.

[0234] S403: Dynamically update the torque distribution table according to the output of the target relationship.

[0235] Specifically, each pair of torque demand and vehicle speed in the torque distribution table may be substituted into the target relationship to obtain an updated distribution ratio, and then the corresponding relationship between the pair of torque demand and vehicle speed may be updated based on the updated distribution ratio.

[0236] The method provided in this embodiment acquires and stores the vehicle's pedal position, vehicle speed and torque output data in real time, and then uses these data for online learning to establish a relationship model between pedal position, vehicle speed and torque distribution. In this way, the torque distribution table can be dynamically updated according to the learned target relationship, so that the hybrid heavy truck can achieve more accurate and efficient torque distribution under various working conditions, thereby improving vehicle performance, optimizing fuel economy, and improving driving experience.

[0237] Corresponding to the aforementioned embodiment of a torque distribution method for a hybrid heavy truck, the present application also provides an embodiment of a torque distribution device for a hybrid heavy truck.

[0238] The embodiment of the torque distribution device of a hybrid heavy truck in the present application can be applied to the torque distribution device of a hybrid heavy truck. The device embodiment can be implemented by software, or by hardware or a combination of software and hardware. Taking software implementation as an example, as a device in a logical sense, it is formed by the processor of the torque distribution device of the hybrid heavy truck in which it is located reading the corresponding computer program instructions in the non-volatile memory into the memory and running them. From the hardware level, if Figure 5 As shown, it is a hardware structure diagram of the torque distribution device of the hybrid heavy truck provided by the present application, in which the torque distribution device of the hybrid heavy truck is located. Figure 5 In addition to the processor, memory, network interface, and non-volatile memory shown, the torque distribution device of the hybrid heavy truck where the device is located in the embodiment may also include other hardware according to the actual function of the torque distribution device of the hybrid heavy truck, which will not be described in detail.

[0239] Figure 6 This is a structural diagram of the first embodiment of the torque distribution device of the hybrid heavy truck provided in this application. Figure 6, the device provided in this embodiment, the hybrid heavy truck is composed of a fuel trailer and an electric drive trailer; the device includes a determination module 610, a search module 620 and a control module 630;

[0240] The determination module 610 is used to obtain the static torque requirement according to the pedal position at the current moment and the vehicle speed at the current moment;

[0241] The determination module 610 is further configured to obtain a dynamic torque demand according to a pedal position at a current moment, a pedal position at a previous moment, a time difference between the current moment and the previous moment, and a dynamic response coefficient of the hybrid heavy truck;

[0242] The determination module 610 is used to determine the overall torque requirement according to the static torque requirement and the dynamic torque requirement;

[0243] The search module 620 is used to search for a target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio between the fuel trailer and the electric drive trailer under different vehicle speeds and torque demands; each record represents the torque distribution ratio when the fuel trailer and the electric drive trailer achieve the best performance and energy efficiency under a specific vehicle speed and torque demand; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck;

[0244] The control module 630 is used to distribute torque to the fuel trailer and the electric drive trailer according to the target distribution ratio.

[0245] The device of this embodiment can be used to perform Figure 1 The steps, specific implementation principles and implementation processes of the method embodiment shown are similar and will not be repeated here.

[0246] Please continue to refer to Figure 5 The present application also provides a torque distribution device for a hybrid heavy truck, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps of any one of the methods provided in the first aspect of the present application are implemented.

[0247] The present application also provides a computer-readable storage medium having a computer program stored thereon, and when the program is executed by a processor, the steps of any one of the methods provided in the present application are implemented.

[0248] The implementation process of the functions and effects of each unit in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, and will not be repeated here.

[0249] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present application scheme. A person of ordinary skill in the art can understand and implement it without paying any creative work.

[0250] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A torque distribution method for a hybrid heavy truck, characterized in that: The hybrid heavy truck is composed of a fuel trailer and an electric drive trailer; the method comprises: Obtain static torque demand according to the pedal position and vehicle speed at the current moment; Obtaining a dynamic torque demand according to a pedal position at a current moment, a pedal position at a previous moment, a time difference between a current moment and a previous moment, and a dynamic response coefficient of the hybrid heavy truck; determining an overall torque requirement based on the static torque requirement and the dynamic torque requirement; Searching a target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio between the fuel trailer and the electric drive trailer under different vehicle speeds and torque demands; each record represents the torque distribution ratio when the fuel trailer and the electric drive trailer achieve the best performance and energy efficiency under a specific vehicle speed and torque demand; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck; Distributing torque to the fuel trailer and the electric drive trailer according to the target distribution ratio; The process of establishing the torque distribution table includes: Establishing a dynamic model of the hybrid heavy truck, and performing dynamic simulations under different working conditions based on the dynamic model to obtain simulation results; Constructing constraints and objective functions corresponding to each operating condition; wherein the constraints and objective functions corresponding to different operating conditions are different; and the constraints and objective functions under each operating condition are used to achieve the best performance and energy efficiency of the hybrid heavy truck under the operating condition; For each combination of vehicle speed and torque requirement under each operating condition, a target total efficiency is found from a plurality of total efficiencies under the vehicle speed and the torque requirement; wherein the target total efficiency is greater than or equal to a preset efficiency; Based on the constraint conditions and the objective function corresponding to the working condition, finding the optimal allocation ratio under the vehicle speed and the torque demand from the target total efficiency; wherein the optimal allocation ratio is the allocation ratio that satisfies the constraint conditions and the objective function; Constructing the torque distribution table according to the optimal distribution ratio under different vehicle speeds and torque requirements; The establishing of the dynamic model of the hybrid heavy truck includes: According to the first functional relationship between the output power of the engine and the output torque of the engine and the engine speed, and the second functional relationship between the output power of the motor and the output torque of the motor and the motor speed, a third functional relationship between the total output power of the hybrid heavy truck and the output torque of the engine, the engine speed, the output torque of the motor and the motor speed is established; According to the first functional relationship, the second functional relationship, the fourth functional relationship between the fuel input power of the engine and the output power of the engine and the engine efficiency, and the fifth functional relationship between the electric power consumption of the motor and the output power of the motor and the motor efficiency, a sixth functional relationship between the total input power of the hybrid heavy truck and the output torque of the engine, the engine speed, the engine efficiency, the output torque of the motor, the motor speed, and the motor efficiency is established; According to the third functional relationship and the sixth functional relationship, a seventh functional relationship is established between the total efficiency of the hybrid heavy truck and the engine output torque, the engine speed, the engine efficiency, the motor output torque, the motor speed, and the motor efficiency; The dynamic model is obtained by integrating the seventh functional relationship, the eighth functional relationship between the motor speed and the vehicle speed, wheel radius, and speed ratio, the ninth functional relationship between the distributed torque of the fuel trailer and the total torque demand of the hybrid heavy truck, and the torque distribution ratio, the tenth functional relationship between the distributed torque of the electric trailer and the total torque demand of the hybrid heavy truck, and the torque distribution ratio, the engine efficiency Map, and the motor efficiency Map; wherein the dynamic model is used to characterize the functional relationship between the total efficiency of the hybrid heavy truck and the total torque demand of the hybrid heavy truck, the vehicle speed, and the torque distribution ratio.

2. The method according to claim 1, characterized in that The method further comprises: Acquire the pedal position, the vehicle speed, the real-time output torque of the fuel trailer, and the real-time output torque of the electric trailer in real time, and store the pedal position, the vehicle speed, the real-time output torque of the fuel trailer, and the real-time output torque of the electric trailer as a set of data in a database; online learning the relationship between pedal position, vehicle speed and torque distribution based on the data in the database to obtain a learned target relationship; The torque distribution table is dynamically updated according to the output of the target relationship.

3. The method according to claim 1, characterized in that The step of distributing torque to the fuel trailer and the electric drive trailer according to the target distribution ratio includes: Acquiring the current load of the hybrid heavy truck, and determining the bias coefficient corresponding to the load according to the load and a preset correspondence between the load and the bias coefficient; The target distribution ratio is corrected using the bias coefficient, and torque is distributed between the fuel trailer and the electric drive trailer according to the corrected distribution ratio.

4. The method according to claim 1, characterized in that The step of distributing torque to the fuel trailer and the electric drive trailer according to the target distribution ratio includes: Calculating a towing vehicle torque demand and a trailer torque demand according to the target allocation ratio and the overall torque demand; Calculating the effective power of the engine of the fuel trailer according to the trailer torque demand and the engine speed at the current moment; Calculating the mean effective pressure of the engine according to the effective power, the engine speed at the current moment, and the displacement of the engine; Calculating the flywheel torque of the engine according to the mean effective pressure, the displacement of the engine, and the ignition efficiency of the engine; The engine is controlled to output according to the flywheel torque, and the electric motor of the electric drive trailer is controlled to output according to the trailer torque requirement.

5. The method according to claim 1, characterized in that The obtaining of the static torque requirement according to the pedal position at the current moment and the vehicle speed at the current moment includes: searching a target torque demand table and a target compensation torque table corresponding to the current driving mode from a plurality of pre-established torque demand tables and a plurality of pre-established compensation torque tables; Searching the target torque demand corresponding to the pedal position at the current moment and the vehicle speed at the current moment from the target torque demand table; wherein the torque demand table is used to record the torque demand under different pedal positions and vehicle speeds; Searching the target compensation torque corresponding to the pedal position at the current moment and the vehicle speed at the current moment from the target compensation torque table; wherein the compensation torque table is used to record the compensation torques at different pedal positions and vehicle speeds; the compensation torque at each set of pedal positions and vehicle speeds is used to characterize the difference between the actual torque actually output and the theoretical value at the pedal position and vehicle speed; A sum of the target torque request and the target compensation torque is determined as the static torque request.

6. The method according to claim 1, characterized in that The step of obtaining the dynamic torque demand according to the pedal position at the current moment, the pedal position at the previous moment, the time difference between the current moment and the previous moment, and a predetermined dynamic response coefficient includes: Determine the rate of change of the pedal position according to the pedal position at the current moment, the pedal position at the previous moment, and the time difference between the current moment and the previous moment; The dynamic torque requirement is determined according to the rate of change and the dynamic response coefficient.

7. A torque distribution device for a hybrid heavy truck, characterized in that: The device is used to execute the method according to any one of claims 1 to 6; the hybrid heavy truck is composed of a fuel trailer and an electric drive trailer; the device includes a determination module, a search module and a control module; wherein, The determination module is used to obtain the static torque requirement according to the pedal position at the current moment and the vehicle speed at the current moment; The determination module is further used to obtain the dynamic torque demand according to the pedal position at the current moment, the pedal position at the previous moment, the time difference between the current moment and the previous moment, and the dynamic response coefficient of the hybrid heavy truck; The determination module is used to determine the overall torque requirement according to the static torque requirement and the dynamic torque requirement; The search module is used to search for a target distribution ratio that matches the vehicle speed at the current moment and the overall torque demand from a pre-established torque distribution table; wherein the pre-established torque distribution table is used to record the optimal torque distribution ratio of the fuel trailer and the electric drive trailer under different vehicle speeds and torque requirements; each record represents the torque distribution ratio of the fuel trailer and the electric drive trailer when the fuel trailer achieves the best performance and energy efficiency under a specific vehicle speed and torque requirement; the torque distribution ratio under each record is obtained by simulation analysis of the hybrid heavy truck; The control module is used to distribute torque to the fuel trailer and the electric drive trailer according to the target distribution ratio.

8. A torque distribution device for a hybrid heavy truck, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method according to any one of claims 1 to 6 when executing the program.

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