A Hybrid Powertrain Driving Method, Device, Equipment, Medium and Tractor

Abstract

The present application relates to a hybrid powertrain driving method, device, equipment, medium and tractor. The method includes: obtaining multi-dimensional historical operation data of a vehicle within a preset time period, where the multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface conditions and historical meteorological data; calculating a predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm; obtaining a predicted total required power to meet the predicted resistance load, and adjusting the power distribution of the hybrid powertrain based on the predicted total required power. The present application can predict in advance the change of the resistance load under future working conditions, so as to actively adjust the power distribution of the hybrid powertrain according to the change, and ensure the best energy distribution and control efficiency under complex working conditions.

Description

Technical Field

[0001] The present application relates to the technical field of power drive, and particularly to a hybrid powertrain drive method, device, equipment, medium and tractor. Background Art

[0002] As the core power equipment for agricultural production, a tractor drives agricultural implements to complete field operations through a power take-off shaft (PTO shaft). However, during actual operations, the resistance between the agricultural implement and the soil exhibits complex non-linear dynamic characteristics. This resistance not only changes over time but also fluctuates significantly due to different operating environments.

[0003] The power control algorithm of a tractor usually makes decisions based on the current resistance load state of the tractor, and it is difficult to quickly adapt to the change of the resistance load under future working conditions, resulting in a slow response of the power system when facing sudden or rapidly changing resistance loads, lacking a global consideration of future working conditions, and causing control hysteresis. Summary of the Invention

[0004] In order to predict the load change under future working conditions in advance, effectively improve the dynamic response ability of the power system, and enhance the overall economy and operation stability, the present application provides a hybrid powertrain drive method, device, equipment, medium and tractor.

[0005] In a first aspect, the present application provides a hybrid powertrain drive method, including:

[0006] Obtain multi-dimensional historical operation data of the vehicle within a preset time period, where the multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface condition, and historical meteorological data. The slope angle is a parameter representing the inclination degree of the driving road, and the road surface condition is a parameter representing the surface state of the driving road;

[0007] Based on the LSTM neural network algorithm, calculate the predicted resistance load corresponding to the multi-dimensional historical operation data;

[0008] Obtain the total predicted demand power required to meet the predicted resistance load, and based on the total predicted demand power, adjust the power distribution of the hybrid powertrain.

[0009] The beneficial effect of the present application is: predicting in advance the change of the resistance load under future working conditions, so as to be able to actively adjust the power distribution of the hybrid powertrain according to this change, optimize the current energy management control strategy, effectively improve the dynamic response ability of the power system, ensure the best energy distribution and control efficiency under complex working conditions, and further enhance the overall economy and operation stability of the vehicle.

[0010] Further, the vehicle includes a vehicle body and agricultural machinery driven by the vehicle body. The historical driving resistance includes historical air resistance, historical rolling resistance, and historical gradient resistance. The historical air resistance includes a first resistance corresponding to the vehicle body and a second resistance corresponding to the agricultural machinery. The historical rolling resistance includes a third resistance corresponding to the vehicle body and a fourth resistance corresponding to the agricultural machinery. The historical gradient resistance is the resistance that the vehicle needs to overcome when driving on the driving road at the historical gradient angle.

[0011] The beneficial effect of adopting the above further solution is that by distinguishing and quantifying various resistances in detail, the resistance load that the vehicle may encounter during future driving can be predicted more accurately, which helps the hybrid powertrain to adjust the power distribution more precisely to meet the actual power demand, thereby improving the efficiency and performance of the entire system.

[0012] Further, the hybrid powertrain includes an engine and a drive motor. Adjusting the power distribution of the hybrid powertrain based on the predicted total power demand includes:

[0013] Based on the predicted resistance load, obtain a power distribution factor, and based on the predicted total power demand and the power distribution factor, calculate a first distribution power corresponding to the engine and a second distribution power corresponding to the drive motor.

[0014] The beneficial effect of adopting the above further solution is that it can adaptively adjust the power distribution factor according to the change of the predicted resistance load, so as to adjust the output power of the engine and the drive motor, realizing the combination of the predicted resistance load and the comprehensive economic optimization of the operation of the hybrid powertrain. It can dynamically predict and quickly adjust the energy distribution strategy of the two power sources in the hybrid powertrain according to the change trend of the resistance load, ensuring that the power system achieves the best economy and efficiency under different working conditions.

[0015] Further, obtaining the power distribution factor based on the predicted resistance load includes:

[0016] Based on a preset corresponding relationship, obtain the power distribution factor corresponding to the predicted resistance load; the corresponding relationship is a direct proportional relationship between the predicted resistance load and the power distribution factor, a direct proportional relationship between the first distribution power and the power distribution factor, and an inverse proportional relationship between the second distribution power and the power distribution factor.

[0017] The beneficial effects of adopting the above further solution are as follows: when the predicted resistance load increases, by increasing the power distribution of the engine (i.e., the first distributed power), the high-efficiency range of the engine can be utilized more effectively, the burden on the drive motor can be reduced, thereby reducing energy consumption and emissions. Conversely, when the predicted resistance load decreases, increasing the power distribution of the drive motor (i.e., the second distributed power) can give full play to the advantages of the drive motor of high efficiency, low noise, and low emissions, further enhancing the energy conservation and emission reduction effect of the power system.

[0018] Further, the drive motor is electrically connected to a power battery for supplying electric energy. The drive motor includes a first motor and / or a second motor. The method further includes:

[0019] If the vehicle is in a driving state, the power battery does not need to be charged and the PTO shaft is shut down, then control the second motor not to provide power to the PTO shaft, control the first motor to provide power to the driving transmission mechanism, and control the engine not to provide power to the PTO shaft, and control the engine to provide power to the driving transmission mechanism;

[0020] If the vehicle is in a driving state, the power battery does not need to be charged and the PTO shaft starts to start, then control the second motor to provide power to the PTO shaft, control the first motor to provide power to the planetary gear speed change mechanism, and control the engine not to provide power to the PTO shaft, and control the engine to provide power to the driving transmission mechanism;

[0021] If the vehicle is in a driving state, the power battery does not need to be charged, the real-time speed of the PTO shaft reaches the target speed and the power demand of the PTO shaft is greater than the maximum power corresponding to the engine, then control the second motor and the engine to jointly provide power to the PTO shaft, and control the first motor and the engine to jointly provide power to the driving transmission mechanism.

[0022] The beneficial effects of adopting the above further solution are as follows: by replacing the traditional hydraulic pump-motor module with a drive motor, a parallel hybrid structure is formed by the drive motor and the engine, significantly improving the reliability of the power system. At the same time, since the pump-motor hydraulic control unit is extremely easy to be damaged and prone to problems such as liquid leakage, it needs to be maintained frequently. However, the structure of the power battery and the drive motor is relatively simple, does not need to be exposed to the air, and has high reliability, thus simplifying the maintenance and further improving the reliability and maintainability of the power system.

[0023] Further, after calculating the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm, it further includes:

[0024] Based on a preset mean squared error loss function, calculate the loss value of the LSTM neural network algorithm, and based on the loss value, adjust the LSTM neural network algorithm.

[0025] The beneficial effect of adopting the above further solution is that the LSTM neural network algorithm is adjusted through the loss value, enhancing the prediction ability of the LSTM neural network algorithm for the resistance load.

[0026] In a second aspect, the present application provides a hybrid powertrain drive device, including:

[0027] A historical data acquisition module, configured to acquire multi-dimensional historical operation data of a vehicle within a preset time period, where the multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface condition, and historical meteorological data. The slope angle is a parameter characterizing the inclination degree of the driving road, and the road surface condition is a parameter characterizing the surface state of the driving road;

[0028] A predicted load module, configured to calculate a predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm;

[0029] A power adjustment module, configured to acquire a predicted total demand power required to satisfy the predicted resistance load, and based on the predicted total demand power, adjust the power distribution of the hybrid powertrain.

[0030] In a third aspect, the present application provides an electronic device, including a processor and a memory, and the processor is coupled to the memory;

[0031] The processor is configured to execute a computer program stored in the memory, so that the electronic device executes the method according to any one of the first aspect.

[0032] In a fourth aspect, the present application provides a computer-readable storage medium, including a computer program or instruction. When the computer program or instruction runs on a computer, the computer is caused to execute the method according to any one of the first aspect.

[0033] In a fifth aspect, the present application provides a tractor, including the electronic device according to the third aspect, a vehicle body, agricultural implements driven by the vehicle body, a collection device, and a hybrid powertrain, where the hybrid powertrain includes an engine and a drive motor;

[0034] The electronic device is configured to generate multi-dimensional historical operation data based on the data collected by the acquisition device; calculate the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm; obtain the total predicted demand power required to meet the predicted resistance load, and adjust the power distribution of the hybrid powertrain based on the total predicted demand power.

[0035] The hybrid powertrain is configured to respond to the adjustment instruction sent by the electronic device and adjust the output parameters of the engine and the drive motor to drive the vehicle body and the agricultural implement to operate. Description of the Drawings

[0036] Figure 1 is a structural block diagram of the hybrid powertrain according to an embodiment of the present application;

[0037] Figure 2 is a schematic flow chart of the hybrid powertrain driving method according to an embodiment of the present application;

[0038] Figure 3 is a structural block diagram of the hybrid powertrain driving device according to an embodiment of the present application;

[0039] Figure 4 is a structural block diagram of the electronic device according to an embodiment of the present application.

[0040] In the drawings, the list of components represented by each reference numeral is as follows:

[0041] 1. Engine; 2. Planetary gear clutch control unit; 3. Planetary gear transmission mechanism; 4. Motor clutch controller; 5. Generator; 6. First power controller; 7. Second power controller; 8. First motor; 9. Second motor; 10. Power battery; 11. First clutch; 12. Second clutch; 13. Third clutch; 14. First gear; 15. Second gear; 16. Third gear; 17. Fourth gear; 18. Fifth gear; 19. Sixth gear; 20. Seventh gear. Detailed Embodiments

[0042] The following further describes the present application in detail with reference to the drawings.

[0043] As Figure 1 shown, this embodiment provides a hybrid powertrain, which is applied to a vehicle. The vehicle includes a vehicle body and an agricultural implement driven by the vehicle body. The vehicle body can drive the agricultural implement through the hybrid powertrain, and the hybrid powertrain can also drive the vehicle body to move forward.

[0044] The hybrid powertrain includes an engine 1 and a drive motor. The drive motor is electrically connected to a power battery 10 for providing electrical energy. The drive motor includes a first motor 8 and / or a second motor 9.

[0045] The output end of the engine 1 is connected to the planetary gear clutch control unit 2. The output ends of the planetary gear clutch control unit 2 are respectively connected to the driving transmission mechanism and the third clutch 13. The driving transmission mechanism is used to drive the vehicle to move forward, and the driving transmission mechanism can be the planetary gear transmission mechanism 3. The third clutch 13 is connected to the seventh gear 20, and the seventh gear 20 is connected to the PTO shaft. The engine 1 can transmit power to the seventh gear 20 through the third clutch 13, so that the seventh gear 20 can drive the PTO shaft to rotate. The planetary gear clutch control unit 2 is used to control the engagement and disengagement state of the third clutch 13.

[0046] The hybrid powertrain further includes a generator 5. There is a first power controller 6 between the generator 5 and the power battery 10. The first power controller 6 is respectively connected to the generator 5 and the power battery 10. The first power controller 6 is used to control the situation of the generator 5 transmitting power to the power battery 10. The generator 5 is also connected to a first clutch 11. There are a first gear 14 and a second gear 15 between the first clutch 11 and the engine 1. The first gear 14 is meshed and connected with the second gear 15. The engine 1 can transmit power to the first clutch 11 in sequence through the second gear 15 and the first gear 14.

[0047] The first clutch 11 is also connected to a motor clutch controller 4 through a wire harness. The motor clutch controller 4 is used to control the engagement and disengagement state of the first clutch 11. When the power battery 10 needs to be charged, the motor clutch controller 4 can control the first clutch 11 to engage. The engine 1 can transmit power to the generator 5 in sequence through the second gear 15, the first gear 14 and the first clutch 11. The generator 5 converts this power into electrical energy and charges the power battery 10. In this embodiment, when the second gear 15 rotates one circle, the first gear 14 can rotate multiple circles, so as to accelerate the power generation speed of the generator 5.

[0048] The power battery 10 is also connected to a second power controller 7. The second power controller 7 is arranged between the power battery 10 and the drive motor. The second power controller 7 is respectively connected to the first motor 8 and the second motor 9. The second power controller 7 is used to control the situation of the power battery 10 transmitting power to the first motor 8 and the second motor 9.

[0049] In this embodiment, the output end of the first motor 8 is connected to a third gear 16. The third gear 16 is connected to a fourth gear 17. The fourth gear 17 is connected to the planetary gear transmission mechanism 3. When the vehicle needs to move forward, the power battery 10 can drive the first motor 8 to rotate. The first motor 8 transmits power through the third gear 16 and the fourth gear 17. Furthermore, the fourth gear 17 can transmit power to the planetary gear transmission mechanism 3. At the same time, the engine 1 also transmits power to the planetary gear transmission mechanism 3.

[0050] The output end of the second motor 9 is connected to a second clutch 12. The second clutch 12 is connected to a fifth gear 18. The fifth gear 18 is connected to a sixth gear 19. The sixth gear 19 is connected to the PTO shaft, and the sixth gear 19 is used to drive the PTO shaft to rotate. The motor clutch controller 4 is also connected to the second clutch 12 to control the engagement and disengagement state of the second clutch 12. The power battery 10 can drive the second motor 9 to rotate. When the motor clutch controller 4 controls the second clutch 12 to engage, the second motor 9 can drive the fifth gear 18 to rotate, and the fifth gear 18 can drive the sixth gear 19 to rotate, so as to provide power for the PTO shaft.

[0051] By replacing the traditional hydraulic pump - motor module with a drive motor, the drive motor and the engine 1 form a parallel hybrid structure, significantly improving the reliability of the power system. At the same time, since the pump - motor hydraulic control unit is extremely easy to be damaged and prone to problems such as liquid leakage and requires frequent maintenance, while the structure of the power battery 10 and the drive motor is relatively simple, does not need to be exposed to the air, and has high reliability, thus simplifying the maintenance and further improving the reliability and maintainability of the power system.

[0052] If the vehicle is in a driving state, the power battery 10 does not need to be charged and the PTO shaft stops, then control the second motor 9 not to provide power to the PTO shaft, control the first motor 8 to provide power to the driving transmission mechanism, and control the engine 1 not to provide power to the PTO shaft either, and control the engine 1 to also provide power to the driving transmission mechanism.

[0053] The engine 1 and the first motor 8 jointly provide power to the driving transmission mechanism, realizing the parallel setting of the engine 1 and the drive motor. At this time, control the first clutch 11, the second clutch 12 and the third clutch 13 to remain disengaged. The corresponding power transmission path of the driving transmission mechanism includes: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3.

[0054] If the vehicle is in a driving state, the power battery 10 does not need to be charged and the PTO shaft starts to operate, then control the second motor 9 to provide power to the PTO shaft, control the first motor 8 to provide power to the planetary gear transmission mechanism 3, and control the engine 1 not to provide power to the PTO shaft either, and control the engine 1 to also provide power to the driving transmission mechanism.

[0055] When the real-time rotational speed of the PTO shaft reaches the target rotational speed from a standstill, a large amount of energy is consumed. However, the second motor 9 has a high driving efficiency. Therefore, when the power battery 10 does not need to be charged, the second motor 9 can be used for driving first, which improves the efficiency of the real-time rotational speed of the PTO shaft reaching the target rotational speed.

[0056] At this time, control the first clutch 11 and the third clutch 13 to remain disengaged, and control the second clutch 12 to engage. The corresponding power transmission path of the vehicle driving mechanism includes: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; when the real-time rotational speed of the PTO shaft does not reach the target rotational speed, the corresponding power transmission path of the PTO shaft includes: power battery 10 → second motor 9 → second clutch 12 → fifth gear 18 → sixth gear 19 → PTO shaft.

[0057] If the real-time rotational speed of the PTO shaft reaches the preset target rotational speed, and the power provided by the engine 1 is greater than or equal to the vehicle driving demand power, the PTO shaft demand power, and the mechanical loss power in the planetary gear transmission mechanism 3, then control the second motor 9 not to provide power to the PTO shaft, and control the engine 1 to provide power to the PTO shaft.

[0058] The power provided by the engine 1 is greater than or equal to the vehicle driving demand power, the PTO shaft demand power, and the mechanical loss power in the planetary gear transmission mechanism 3, that is:

[0059]

[0060] Among them, Pe represents the power provided by the engine 1, represents the PTO shaft demand power, represents the vehicle driving demand power, represents the mechanical loss power in the planetary gear transmission mechanism 3.

[0061] At this time, control the first clutch 11 and the second clutch 12 to remain disengaged, and control the third clutch 13 to engage. The corresponding power transmission path of the vehicle driving mechanism includes: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; the corresponding power transmission path of the PTO shaft includes: engine 1 → planetary gear clutch control unit 2 → third clutch 13 → PTO shaft.

[0062] If the vehicle is in a driving state, the power battery 10 does not need to be charged. When the real-time speed of the PTO shaft reaches the target speed and the power demand of the PTO shaft is greater than the maximum power of the engine 1, the second motor 9 and the engine 1 are controlled to jointly provide power to the PTO shaft, and the first motor 8 and the engine 1 are controlled to jointly provide power to the driving transmission mechanism.

[0063] When the real-time speed of the PTO shaft reaches the target speed, if the power demand of the PTO shaft is greater than the maximum power Pmax that the engine 1 can provide at the speed n, the engine 1 cannot meet the power demand, and the second clutch 12 needs to be engaged, and the second motor 9 and the engine 1 cooperate to transmit power to the PTO shaft. The relationship between the power demand of the PTO shaft, the output power provided by the engine 1, and the output power provided by the second motor 9 can be expressed as:

[0064]

[0065]

[0066] where Pmax represents the maximum power that the engine 1 can provide at the speed n, represents the power provided by the second motor 9, Pe represents the power provided by the engine 1, represents the power demand of the PTO shaft, represents the power demand for vehicle driving, represents the mechanical loss power in the planetary gear transmission mechanism 3.

[0067] At this time, the first clutch 11 is controlled to remain disengaged, the second clutch 12 and the third clutch 13 are controlled to be engaged, and the power transmission paths corresponding to the driving transmission mechanism include: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; the power transmission paths corresponding to the PTO shaft include: power battery 10 → second motor 9 → second clutch 12 → fifth gear 18 → sixth gear 19 → PTO shaft, engine 1 → planetary gear clutch control unit 2 → third clutch 13 → PTO shaft.

[0068] If the vehicle is in a driving state, the power battery 10 needs to be charged and the PTO shaft is shut down, then the engine 1 is controlled to charge the power battery 10, the second motor 9 is controlled not to provide power to the PTO shaft, the first motor 8 is controlled to provide power to the planetary gear transmission mechanism 3, and the engine 1 is also controlled not to provide power to the PTO shaft, and the engine 1 is also controlled to provide power to the driving transmission mechanism.

[0069] At this time, control the first clutch 11 to engage, and control the second clutch 12 and the third clutch 13 to disengage. The corresponding power transmission path of the driving transmission mechanism includes: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; the charging path of the power battery 10 includes: engine 1 → second gear 15 → first gear 14 → first clutch 11 → generator 5 → first power controller 6 → power battery 10.

[0070] If the vehicle is in the driving state, the power battery 10 needs to be charged and the PTO shaft starts to operate, then control the engine 1 to charge the power battery 10, control the second motor 9 not to provide power to the PTO shaft, control the first motor 8 to provide power to the planetary gear transmission mechanism 3, and control the engine 1 to provide power to the PTO shaft, and control the engine 1 to also provide power to the driving transmission mechanism.

[0071] At this time, control the first clutch 11 and the third clutch 13 to engage, and control the second clutch 12 to disengage. The corresponding power transmission path of the driving transmission mechanism includes: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; the charging path of the power battery 10 includes: engine 1 → second gear 15 → first gear 14 → first clutch 11 → generator 5 → first power controller 6 → power battery 10; the corresponding power transmission path of the PTO shaft includes: engine 1 → planetary gear clutch control unit 2 → third clutch 13 → PTO shaft.

[0072] If the vehicle is in the driving state, the power battery 10 needs to be charged, the real-time speed of the PTO shaft reaches the target speed and the required power of the PTO shaft is greater than the maximum power corresponding to the engine 1, then control the second motor 9 and the engine 1 to jointly provide power to the PTO shaft, and control the first motor 8 and the engine 1 to jointly provide power to the driving transmission mechanism.

[0073] At this time, control the first clutch 11, the second clutch 12, and the third clutch 13 to engage. The corresponding power transmission paths of the driving mechanism during driving include: engine 1 → planetary gear clutch control unit 2 → planetary gear transmission mechanism 3, power battery 10 → first motor 8 → third gear 16 → fourth gear 17 → planetary gear transmission mechanism 3; the charging path of the power battery 10 includes: engine 1 → second gear 15 → first gear 14 → first clutch 11 → generator 5 → first power controller 6 → power battery 10; the corresponding power transmission path of the PTO shaft includes: power battery 10 → second motor 9 → second clutch 12 → fifth gear 18 → sixth gear 19 → PTO shaft, engine 1 → planetary gear clutch control unit 2 → third clutch 13 → seventh gear 20 → PTO shaft.

[0074] Based on the same technical concept, an embodiment of the present application further provides a driving method applied to the above-mentioned hybrid powertrain. This method can be executed by a device, which can be a server or a terminal device. The server can be an independent physical server, a server cluster or a distributed power system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a tablet computer, a desktop computer, etc., but is not limited thereto.

[0075] As Figure 2 shown, a driving method for a hybrid powertrain, with an electronic device as the execution subject, the main process of the method is described as follows (steps S101 - S103):

[0076] Step S101: Obtain multi-dimensional historical operation data of the vehicle within a preset time period. The multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface conditions, and historical meteorological data. The slope angle is a parameter characterizing the inclination degree of the driving road, and the road surface conditions are parameters characterizing the surface state of the driving road.

[0077] In this embodiment, the vehicle includes a collection device for collecting operation data. The collection device can include a speed sensor, an optical sensor and / or a lidar, a meteorological sensor, etc. The vehicle speed can be collected in real time by the speed sensor, and the electronic device can store the vehicle speeds corresponding to different time steps.

[0078] The optical sensor can be a camera. The road surface conditions can be collected and analyzed by at least one of the optical sensor and the lidar. The optical sensor is used to collect the road surface image corresponding to the driving road in real time. By using the image recognition algorithm to analyze the road surface state, the road surface conditions corresponding to the driving road can be recognized. The road surface conditions can include dirt roads, gravel roads, asphalt roads, etc.; the lidar (LiDAR) can obtain the high-precision three-dimensional model of the road surface corresponding to the driving road through laser scanning, analyze the road surface features based on the three-dimensional model of the road surface, and then judge the road surface conditions corresponding to the driving road according to the road surface features; after obtaining the road surface conditions, discrete values can be used to represent different road surface conditions. Exemplarily, the discrete value corresponding to the dirt road is 1, the discrete value corresponding to the gravel road is 2, and the discrete value corresponding to the asphalt road is 3. The electronic device can store the road surface conditions corresponding to different time steps.

[0079] The meteorological data can include environmental data such as temperature, humidity, wind speed, and wind direction. The meteorological data can be directly collected in real time by the meteorological sensor. The electronic device can store the meteorological data corresponding to different time steps.

[0080] In this embodiment, the electronic device stores the geographical location data and the terrain altitude fluctuation data corresponding to the operation area of the vehicle. The electronic device also stores the first correspondence between the geographical location data, the terrain altitude fluctuation data and the slope angle. According to the first correspondence, the slope angle corresponding to different time steps can be calculated. The first correspondence can be expressed as:

[0081]

[0082] Where, θ(t) represents the slope angle at time t, h(t) represents the altitude of the current position at time t, h(t + 1) represents the altitude of the next position at time t + 1, and d represents the distance between the current position at time t and the next position at time t + 1.

[0083] Step S102: Calculate the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm.

[0084] In this embodiment, the multi-dimensional historical operation data is used as the input matrix Xt of the LSTM neural network algorithm. The input matrix Xt can be expressed as:

[0085]

[0086] Where, represents the historical driving resistance at time t, represents the historical vehicle speed at time t, represents the historical engine output power at time t, represents the historical slope angle at time t, represents the historical road surface condition at time t, represents the historical meteorological data at time t.

[0087] In this embodiment, the LSTM neural network algorithm can be expressed as:

[0088]

[0089] wherein, represents the predicted resistance load for the next k time steps. The input of the LSTM neural network algorithm is the multi-dimensional historical operation data of the past n time steps.

[0090] Step S103: Obtain the total predicted demand power required to meet the predicted resistance load, and based on the total predicted demand power, adjust the power distribution of the hybrid powertrain.

[0091] In this embodiment, the total predicted demand power is the total power predicted to meet the load demand of the tractor. There is a second corresponding relationship between the predicted resistance load and the total predicted demand power stored in the electronic device. Through the current predicted resistance load and this second corresponding relationship, the corresponding total predicted demand power can be obtained. The second corresponding relationship can be expressed as:

[0092]

[0093] wherein, represents the total predicted demand power, represents the predicted resistance load, represents the set target vehicle speed.

[0094] By introducing the predictive control technology driven by the hybrid powertrain, it is possible to predict in advance the change of the resistance load under future working conditions, so as to actively adjust the power distribution of the hybrid powertrain according to this change, optimize the current energy management control strategy, effectively improve the dynamic response ability of the power system, ensure the best energy distribution and control efficiency under complex working conditions, and thus further improve the overall economy and operation stability of the vehicle.

[0095] In this embodiment, the historical driving resistance includes historical air resistance, historical rolling resistance, and historical slope resistance. The historical air resistance includes the first resistance corresponding to the vehicle body and the second resistance corresponding to the agricultural implement. The historical rolling resistance includes the third resistance corresponding to the vehicle body and the fourth resistance corresponding to the agricultural implement. The historical slope resistance is the resistance that needs to be overcome when the vehicle travels on the driving road at the historical slope angle.

[0096] The electronic device stores a third correspondence relationship between a first resistance, a second resistance, and a historical air resistance, and the third correspondence relationship can be expressed as:

[0097]

[0098] Wherein, represents the first resistance, represents the second resistance, represents the drag coefficient of the vehicle body, represents the drag coefficient of the agricultural implement, represents the frontal area of the vehicle body, represents the frontal area of the agricultural implement, represents the air density, represents the vehicle speed.

[0099] and are both preset constants. The air density can be obtained by collecting through a sensor. The frontal area of the actual vehicle body or the agricultural implement model can be measured through a wind tunnel experiment. It is easy to understand that in the wind tunnel experiment, the force generated by the airflow on the corresponding model can be measured, and then combined with the wind speed, the frontal area can be deduced inversely.

[0100] The electronic device stores a fourth correspondence relationship between a third resistance, a fourth resistance, and a historical rolling resistance, and the fourth correspondence relationship can be expressed as:

[0101]

[0102] Wherein, represents the third resistance, represents the fourth resistance, represents the tire rolling resistance coefficient corresponding to the vehicle body, represents the self-weight corresponding to the vehicle body, represents the tire rolling resistance coefficient corresponding to the agricultural implement, represents the gravity corresponding to the agricultural implement.

[0103] The electronic device stores a fifth correspondence relationship between a historical slope angle and a historical slope resistance, and the fifth correspondence relationship can be expressed as:

[0104]

[0105] Wherein, θ represents the slope angle, represents the self-weight corresponding to the vehicle body, represents the gravity corresponding to the agricultural implement.

[0106] Based on the historical air resistance, historical rolling resistance, and historical gradient resistance, a physical model of driving resistance can be established. Through the physical model of driving resistance, the historical driving resistance corresponding to time t can be obtained. The physical model of driving resistance can be expressed as:

[0107]

[0108] Wherein, represents the driving resistance during the vehicle driving process.

[0109] In this embodiment, after step S102, the following processing is further included: Based on a preset mean squared error loss function, calculate the loss value of the LSTM neural network algorithm, and based on the loss value, adjust the LSTM neural network algorithm.

[0110] The mean squared error loss function can be expressed as:

[0111]

[0112] Wherein, is the true resistance load, is the predicted resistance load. Adjusting the LSTM neural network algorithm through the loss value enhances the prediction ability of the LSTM neural network algorithm for the resistance load.

[0113] In this embodiment, step S103 specifically includes the following processing: Based on the predicted resistance load, obtain the power distribution factor, and based on the predicted total required power and the power distribution factor, calculate the first allocated power corresponding to the engine and the second allocated power corresponding to the drive motor.

[0114] In the electronic device, a sixth corresponding relationship between the predicted resistance load and the power distribution factor is stored. Through the sixth corresponding relationship, the power distribution factor corresponding to the current predicted resistance load can be queried. The sixth corresponding relationship can be set in combination with key factors such as fuel cost, electric energy cost, and energy consumption corresponding to the operation process of the hybrid powertrain.

[0115] In this embodiment, it is possible to adaptively adjust the power distribution factor according to the change of the predicted resistance load, thereby adjusting the output power of the engine and the drive motor, achieving the combination of the predicted resistance load and the comprehensive economic optimization of the operation of the hybrid powertrain, and being able to dynamically predict and quickly adjust the energy distribution strategy of the dual power sources in the hybrid powertrain according to the change trend of the resistance load, ensuring that the power system achieves the best economy and efficiency under different working conditions.

[0116] In this embodiment, the sixth corresponding relationship can be expressed as:

[0117]

[0118] Among them, λ(t + k) represents the power distribution factor, represents the reference power distribution ratio, represents the controller adjustment parameter, which is used to control the influence intensity of the resistance load change on the power distribution, represents the predicted maximum resistance load, which is used to normalize the resistance load variable, represents the predicted resistance load for the next k time steps in the future, represents the current resistance load, represents the change of the predicted resistance load compared with the current resistance load.

[0119] In this embodiment, the electronic device also stores a seventh corresponding relationship between the power distribution factor, the predicted total required power, the first distributed power, and the second distributed power. The seventh corresponding relationship can be expressed as:

[0120]

[0121]

[0122] Among them, represents the predicted total required power, λ(t + k) represents the power distribution factor, represents the first distributed power, represents the second distributed power.

[0123] In this embodiment, obtaining the power distribution factor based on the predicted resistance load specifically includes the following processing: obtaining the power distribution factor corresponding to the predicted resistance load based on a preset corresponding relationship; the corresponding relationship is a direct proportional relationship between the predicted resistance load and the power distribution factor, a direct proportional relationship between the first distributed power and the power distribution factor, and an inverse proportional relationship between the second distributed power and the power distribution factor. This preset corresponding relationship is the sixth corresponding relationship.

[0124] If the predicted resistance load increases compared with the current resistance load, the power distribution factor increases with the increase of the predicted resistance load to increase the first distributed power; if the predicted resistance load decreases compared with the current resistance load, the power distribution factor decreases with the decrease of the predicted resistance load to increase the second distributed power.

[0125] The value range of the power distribution factor is [0, 1]. According to the seventh corresponding relationship, when λ(t + k) is close to 1, the first distributed power increases, and more power comes from the engine; conversely, more power comes from the drive motor.

[0126] After obtaining the power distribution of the predicted total demand power, the electronic device can convert the calculated first allocated power and second allocated power into specific control instructions to ensure that the engine and the drive motor work effectively according to the optimization strategy. The control instruction for the engine can be an instruction to adjust the rotational speed and torque of the engine to the target parameters corresponding to the first allocated power, and the control instruction for the drive motor can be an instruction to adjust the rotational speed of the drive motor to the target parameters corresponding to the second allocated power.

[0127] In this embodiment, the method further includes the following processing:

[0128] If the vehicle is in a driving state, the power battery does not need to be charged and the PTO shaft is shut down, then control the second motor not to provide power to the PTO shaft, control the first motor to provide power to the driving transmission mechanism, and control the engine not to provide power to the PTO shaft and control the engine to provide power to the driving transmission mechanism.

[0129] The engine and the first motor jointly provide power to the driving transmission mechanism, realizing the parallel setting of the engine and the drive motor. At this time, control the first clutch, the second clutch, and the third clutch to remain disengaged.

[0130] If the vehicle is in a driving state, the power battery does not need to be charged and the PTO shaft starts to operate, then control the second motor to provide power to the PTO shaft, control the first motor to provide power to the planetary gear transmission mechanism, and control the engine not to provide power to the PTO shaft and control the engine to provide power to the driving transmission mechanism.

[0131] When the real-time rotational speed of the PTO shaft reaches the target rotational speed from a standstill, a large amount of energy is required, and the driving efficiency of the second motor is relatively high. Therefore, when the power battery does not need to be charged, the second motor can be used for driving first, improving the efficiency of the real-time rotational speed of the PTO shaft reaching the target rotational speed. At this time, control the first clutch and the third clutch to remain disengaged, and control the second clutch to engage.

[0132] If the real-time rotational speed of the PTO shaft reaches the preset target rotational speed, and the power provided by the engine is greater than or equal to the vehicle driving demand power, the PTO shaft demand power, and the mechanical loss power in the planetary gear transmission mechanism, then control the second motor not to provide power to the PTO shaft, and control the engine to provide power to the PTO shaft.

[0133] The power provided by the engine is greater than or equal to the vehicle driving demand power, the PTO shaft demand power, and the mechanical loss power in the planetary gear transmission mechanism. At this time, control the first clutch and the second clutch to remain disengaged, and control the third clutch to engage.

[0134] If the vehicle is in a driving state, the power battery does not need to be charged. When the real-time speed of the PTO shaft reaches the target speed and the power demand of the PTO shaft is greater than the maximum power corresponding to the engine, control the second motor and the engine to jointly provide power to the PTO shaft, and control the first motor and the engine to jointly provide power to the driving transmission mechanism.

[0135] When the real-time speed of the PTO shaft reaches the target speed, if the power demand of the PTO shaft is greater than the maximum power Pmax that the engine can provide at the speed n, the engine cannot meet the power demand, and the second clutch needs to be engaged, and the second motor and the engine cooperate to transmit power to the PTO shaft. At this time, control the first clutch to remain disengaged, and control the second clutch and the third clutch to be engaged.

[0136] If the vehicle is in a driving state, the power battery needs to be charged and the PTO shaft is shut down, control the engine to charge the power battery, control the second motor not to provide power to the PTO shaft, control the first motor to provide power to the planetary gear transmission mechanism, and control the engine not to provide power to the PTO shaft, and control the engine to provide power to the driving transmission mechanism. At this time, control the first clutch to be engaged, and control the second clutch and the third clutch to be disengaged.

[0137] If the vehicle is in a driving state, the power battery needs to be charged and the PTO shaft starts to start, control the engine to charge the power battery, control the second motor not to provide power to the PTO shaft, control the first motor to provide power to the planetary gear transmission mechanism, and control the engine to provide power to the PTO shaft, and control the engine to provide power to the driving transmission mechanism. At this time, control the first clutch and the third clutch to be engaged, and control the second clutch to be disengaged.

[0138] If the vehicle is in a driving state, the power battery needs to be charged. When the real-time speed of the PTO shaft reaches the target speed and the power demand of the PTO shaft is greater than the maximum power corresponding to the engine, control the second motor and the engine to jointly provide power to the PTO shaft, and control the first motor and the engine to jointly provide power to the driving transmission mechanism. At this time, control the first clutch, the second clutch and the third clutch to be engaged.

[0139] Based on the same technical concept, the present application also provides a hybrid powertrain driving device, as Figure 3 shown. The hybrid powertrain driving device 200 mainly includes:

[0140] The historical data acquisition module 201 is used to acquire multi-dimensional historical operation data of the vehicle within a preset time period. The multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface condition, and historical meteorological data. The slope angle is a parameter characterizing the inclination degree of the driving road, and the road surface condition is a parameter characterizing the surface state of the driving road.

[0141] The predicted load module 202 is used to calculate the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm.

[0142] The power adjustment module 203 is used to acquire the total predicted demand power required to meet the predicted resistance load, and based on the total predicted demand power, adjust the power distribution of the hybrid powertrain.

[0143] Optionally, the vehicle includes a vehicle body and agricultural implements driven by the vehicle body. The historical driving resistance includes historical air resistance, historical rolling resistance, and historical slope resistance. The historical air resistance includes a first resistance corresponding to the vehicle body and a second resistance corresponding to the agricultural implements. The historical rolling resistance includes a third resistance corresponding to the vehicle body and a fourth resistance corresponding to the agricultural implements. The historical slope resistance is the resistance that needs to be overcome when the vehicle travels on the driving road with the historical slope angle.

[0144] Optionally, the hybrid powertrain includes an engine and a drive motor. The power adjustment module 203 includes:

[0145] The factor calculation sub-module is used to acquire a power distribution factor based on the predicted resistance load, and calculate a first distribution power corresponding to the engine and a second distribution power corresponding to the drive motor based on the total predicted demand power and the power distribution factor.

[0146] Optionally, the factor calculation sub-module includes:

[0147] The proportional relationship sub-module is used to acquire the power distribution factor corresponding to the predicted resistance load based on a preset corresponding relationship. The corresponding relationship is a direct proportional relationship between the predicted resistance load and the power distribution factor, a direct proportional relationship between the first distribution power and the power distribution factor, and an inverse proportional relationship between the second distribution power and the power distribution factor.

[0148] Optionally, the drive motor is electrically connected to a power battery for providing electric energy. The drive motor includes a first motor and / or a second motor. The device further includes:

[0149] The first power control module is used to control the second motor not to supply power to the PTO shaft, control the first motor to supply power to the driving mechanism during driving, and control the engine not to supply power to the PTO shaft and to supply power to the driving mechanism when the vehicle is in the driving state, the power battery does not need to be charged, and the PTO shaft is stopped.

[0150] The second power control module is used to control the second motor to supply power to the PTO shaft, control the first motor to supply power to the planetary gear transmission mechanism, and control the engine not to supply power to the PTO shaft and to supply power to the driving mechanism when the vehicle is in the driving state, the power battery does not need to be charged, and the PTO shaft starts to start.

[0151] The third power control module is used to control the second motor and the engine to jointly supply power to the PTO shaft, and control the first motor and the engine to jointly supply power to the driving mechanism when the vehicle is in the driving state, the power battery does not need to be charged, the real-time speed of the PTO shaft reaches the target speed, and the required power of the PTO shaft is greater than the maximum power corresponding to the engine.

[0152] Optionally, after the prediction load module 202, it further includes:

[0153] The loss calculation module is used to calculate the loss value of the LSTM neural network algorithm based on a preset mean square error loss function, and adjust the LSTM neural network algorithm based on the loss value.

[0154] In one example, the modules in any of the above devices may be one or more integrated circuits configured to implement the above methods. For example: one or more application specific integrated circuits (ASICs), or one or more digital signal processors (DSPs), or one or more field programmable gate arrays (FPGAs), or a combination of at least two of these integrated circuit forms.

[0155] Again, when the modules in the device can be implemented in the form of a processing element scheduler, the processing element may be a general-purpose processor, such as a central processing unit (CPU) or other processors that can call programs. Again, these modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0156] In this application, names are given to various objects such as various messages / information / devices / network elements / power systems / devices / actions / operations / processes / concepts, etc. that may appear. It can be understood that these specific names do not constitute limitations on the relevant objects, and the given names can be changed according to factors such as scenarios, contexts, or usage habits. The understanding of the technical meanings of the technical terms in this application should be mainly determined from the functions and technical effects reflected / executed in the technical solutions.

[0157] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the power system, device, and module described above can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein.

[0158] Those of ordinary skill in the art can realize that the modules and algorithm steps of each example described in combination with the embodiments disclosed in the text can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0159] Based on the same technical concept, this application also provides an electronic device, as Figure 4 shown. The electronic device 300 includes a processor 301 and a memory 302, and may further include one or more of an information input / information output (I / O) interface 303, a communication component 304, and a communication bus 305.

[0160] Among them, the processor 301 is used to control the overall operation of the electronic device 300 to complete all or part of the steps in the above-mentioned hybrid powertrain driving method; the memory 302 is used to store various types of data to support the operation of the electronic device 300. These data may include, for example, instructions for any application or method operating on the electronic device 300, as well as application-related data. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disc, or one or more of them.

[0161] The I / O interface 303 provides an interface between the processor 301 and other interface modules. The above-mentioned other interface modules can be a keyboard, a mouse, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 304 is used to test the wired or wireless communication between the electronic device 300 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, near field communication (NFC), 2G, 3G, or 4G, or a combination of one or more of them. Therefore, the corresponding communication component 304 can include: a Wi-Fi component, a Bluetooth component, and an NFC component.

[0162] The communication bus 305 may include a path for transmitting information between the above-mentioned components. The communication bus 305 can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus 305 can be divided into an address bus, a data bus, a control bus, etc.

[0163] The electronic device 300 can be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors or other electronic components, and is used to execute the hybrid powertrain driving method given in the above embodiments.

[0164] The electronic device 300 can include, but is not limited to, mobile terminals such as digital broadcast receivers, PDAs (Personal Digital Assistants), PMPs (Portable Multimedia Players), etc., and fixed terminals such as digital TVs, desktop computers, etc., and can also be a server, etc.

[0165] Based on the same technical concept, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above hybrid powertrain driving method are implemented.

[0166] The computer-readable storage medium can include various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks or optical discs, etc.

[0167] Based on the same technical concept, the present application also provides a tractor, such as the above-mentioned electronic device, vehicle body, agricultural implements driven by the vehicle body, the above-mentioned acquisition device, and the above-mentioned hybrid powertrain, and the hybrid powertrain includes an engine and a drive motor.

[0168] The electronic device is used to generate multi-dimensional historical operation data based on the data collected by the acquisition device; and calculate the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm; obtain the predicted total demand power required to meet the predicted resistance load, and adjust the power distribution of the hybrid powertrain based on the predicted total demand power.

[0169] The hybrid powertrain is used to respond to the adjustment instruction sent by the electronic device and adjust the output parameters of the engine and the drive motor to drive the vehicle body and the agricultural implements to operate.

[0170] The term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or apparatus comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus.

[0171] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0172] In the description of this specification, descriptions with reference to terms such as "an embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0173] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present application.

Claims

1. A hybrid powertrain driving method, characterized in that: include: Acquiring multi-dimensional historical operation data of the vehicle within a preset time period, the multi-dimensional historical operation data including historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface conditions and historical meteorological data, the slope angle being a parameter characterizing the degree of inclination of the driving road, and the road surface condition being a parameter characterizing the surface state of the driving road; Using the multi-dimensional historical operation data as an input matrix of an LSTM neural network algorithm, and calculating a predicted resistance load corresponding to the multi-dimensional historical operation data; Obtaining a predicted total power requirement required to meet the predicted resistance load, and adjusting a power distribution of the hybrid powertrain based on the predicted total power requirement; The hybrid powertrain includes an engine and a drive motor, and the engine and the drive motor are used to provide power for the PTO shaft and the vehicle transmission mechanism. The power distribution of the hybrid powertrain is adjusted based on the predicted required total power, including: Based on the predicted resistance load, a power allocation factor is obtained, and based on the predicted required total power and the power allocation factor, a first allocated power corresponding to the engine and a second allocated power corresponding to the drive motor are calculated; The acquiring of the power allocation factor based on the predicted resistance load comprises: acquiring the power allocation factor corresponding to the predicted resistance load based on a preset sixth corresponding relationship; the sixth corresponding relationship is a positive proportional relationship between the predicted resistance load and the power allocation factor, a positive proportional relationship between the first allocated power and the power allocation factor, and an inverse proportional relationship between the second allocated power and the power allocation factor; The sixth corresponding relationship is expressed as: Where λ(t+k) represents the power allocation factor, represents the reference power allocation ratio, represents the adjustment parameter used to control the intensity of the influence of resistance load changes on power distribution, Represents the predicted maximum resistance load, which is used to normalize the resistance load variable. represents the predicted resistance load for the next k time steps, Indicates the current resistance load, Indicates the change of predicted resistance load compared to the current resistance load; The calculating, based on the predicted total power demand and the power allocation factor, the first allocated power corresponding to the engine and the second allocated power corresponding to the drive motor comprises: obtaining, based on a preset seventh corresponding relationship, the first allocated power and the second allocated power corresponding to the predicted total power demand and the power allocation factor; The seventh corresponding relationship is expressed as: in, represents the total power demand, λ(t+k) represents the power allocation factor, represents the first allocated power, represents the second allocated power.

2. A hybrid powertrain driving method according to claim 1, characterized in that: The vehicle includes a vehicle body and agricultural machinery driven by the vehicle body, the historical driving resistance includes historical air resistance, historical rolling resistance and historical slope resistance, the historical air resistance includes a first resistance corresponding to the vehicle body and a second resistance corresponding to the agricultural machinery, the historical rolling resistance includes a third resistance corresponding to the vehicle body and a fourth resistance corresponding to the agricultural machinery, and the historical slope resistance is the resistance that the vehicle needs to overcome when driving on the driving road at the historical slope angle.

3. The hybrid powertrain driving method according to claim 1, characterized in that: The drive motor is electrically connected to a power battery for providing electric energy, the drive motor includes a first motor and / or a second motor, and the method further includes: If the vehicle is in driving state, the power battery does not need to be charged and the PTO shaft is stopped, the second motor is controlled not to provide power to the PTO shaft, the first motor is controlled to provide power to the driving transmission mechanism, and the engine is controlled not to provide power to the PTO shaft, and the engine is controlled to provide power to the driving transmission mechanism; If the vehicle is in driving state, the power battery does not need to be charged and the PTO shaft starts to start, the second motor is controlled to provide power to the PTO shaft, the first motor is controlled to provide power to the planetary gear transmission mechanism, and the engine is controlled not to provide power to the PTO shaft, and the engine is controlled to provide power to the driving transmission mechanism; If the vehicle is in driving state, the power battery does not need to be charged, the real-time speed of the PTO shaft reaches the target speed and the required power of the PTO shaft is greater than the maximum power corresponding to the engine, then the second motor and the engine are controlled to jointly provide power to the PTO shaft, and the first motor and the engine are controlled to jointly provide power to the driving transmission mechanism.

4. The hybrid powertrain driving method according to claim 1, characterized in that: After calculating the predicted resistance load corresponding to the multi-dimensional historical operation data based on the LSTM neural network algorithm, the method further includes: Based on a preset mean square error loss function, a loss value of the LSTM neural network algorithm is calculated, and based on the loss value, the LSTM neural network algorithm is adjusted.

5. A hybrid powertrain drive device, characterized in that: include: A historical data acquisition module is used to acquire multi-dimensional historical operation data of the vehicle within a preset time period, wherein the multi-dimensional historical operation data includes historical driving resistance, historical vehicle speed, historical engine output power, historical slope angle, historical road surface conditions and historical meteorological data, wherein the slope angle is a parameter characterizing the inclination of the driving road, and the road surface condition is a parameter characterizing the surface state of the driving road; A load prediction module, used to use the multi-dimensional historical operation data as an input matrix of an LSTM neural network algorithm to calculate a predicted resistance load corresponding to the multi-dimensional historical operation data; A power adjustment module is used to obtain a predicted total power requirement required to meet the predicted resistance load, and adjust the power distribution of the hybrid powertrain based on the predicted total power requirement; The hybrid powertrain includes an engine and a drive motor, the engine and the drive motor are used to provide power for the PTO shaft and the driving transmission mechanism, the power adjustment module includes: a factor calculation submodule, which is used to obtain a power distribution factor based on the predicted resistance load, and calculate a first distribution power corresponding to the engine and a second distribution power corresponding to the drive motor based on the predicted required total power and the power distribution factor; The factor calculation submodule includes: a proportional relationship submodule, which is used to obtain the power allocation factor corresponding to the predicted resistance load based on a preset sixth corresponding relationship; the sixth corresponding relationship is a positive proportional relationship between the predicted resistance load and the power allocation factor, the first allocated power is in a positive proportional relationship with the power allocation factor, and the second allocated power is in an inverse proportional relationship with the power allocation factor; The sixth corresponding relationship is expressed as: Where λ(t+k) represents the power allocation factor, represents the reference power allocation ratio, represents the adjustment parameter used to control the intensity of the influence of resistance load changes on power distribution, Represents the predicted maximum resistance load, which is used to normalize the resistance load variable. represents the predicted resistance load for the next k time steps, Indicates the current resistance load, Indicates the change of predicted resistance load compared to the current resistance load; The factor calculation submodule further includes: obtaining the first allocated power and the second allocated power corresponding to the predicted required total power and the power allocation factor based on a preset seventh corresponding relationship; The seventh corresponding relationship is expressed as: in, represents the total power demand, λ(t+k) represents the power allocation factor, represents the first allocated power, represents the second allocated power.

6. An electronic device, characterized in that: comprising a processor and a memory, wherein the processor is coupled to the memory; The processor is configured to execute a computer program stored in the memory, so that the electronic device executes the method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that: The method comprises a computer program or an instruction, which, when executed on a computer, causes the computer to execute the method according to any one of claims 1 to 4.

8. A tractor, characterized in that: The electronic device according to claim 6, a vehicle body, an agricultural implement driven by the vehicle body, a collection device and a hybrid powertrain, wherein the hybrid powertrain includes an engine and a drive motor; The electronic device is used to generate multi-dimensional historical operation data based on the data collected by the acquisition device; and use the multi-dimensional historical operation data as the input matrix of the LSTM neural network algorithm to calculate the predicted resistance load corresponding to the multi-dimensional historical operation data; obtain the predicted total power required to meet the predicted resistance load, and adjust the power distribution of the hybrid powertrain based on the predicted total power; the hybrid powertrain includes an engine and a drive motor, the engine and the drive motor are used to provide power for the PTO shaft and the driving transmission mechanism, and the power distribution of the hybrid powertrain is adjusted based on the predicted total power, including: based on the predicted resistance load, obtaining a power distribution factor, and based on the predicted total power and the power distribution factor, calculating a first distribution power corresponding to the engine and a second distribution power corresponding to the drive motor; based on the predicted resistance load, obtaining the power distribution factor includes: based on a preset sixth corresponding relationship, obtaining the power distribution factor corresponding to the predicted resistance load; the sixth corresponding relationship is a positive proportional relationship between the predicted resistance load and the power distribution factor, the first distribution power is in a positive proportional relationship with the power distribution factor, and the second distribution power is in an inverse proportional relationship with the power distribution factor; The sixth corresponding relationship is expressed as: Where λ(t+k) represents the power allocation factor, represents the reference power allocation ratio, represents the adjustment parameter used to control the intensity of the influence of resistance load changes on power distribution, Represents the predicted maximum resistance load, which is used to normalize the resistance load variable. represents the predicted resistance load for the next k time steps, Indicates the current resistance load, Indicates the change of predicted resistance load compared to the current resistance load; The calculating, based on the predicted total power demand and the power allocation factor, the first allocated power corresponding to the engine and the second allocated power corresponding to the drive motor comprises: obtaining, based on a preset seventh corresponding relationship, the first allocated power and the second allocated power corresponding to the predicted total power demand and the power allocation factor; The seventh corresponding relationship is expressed as: in, represents the total power demand, λ(t+k) represents the power allocation factor, represents the first allocated power, represents the second allocated power; The hybrid powertrain is used to respond to the adjustment instruction sent by the electronic device and adjust the output parameters of the engine and the drive motor to drive the vehicle body and the agricultural machinery to operate.

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