Hybrid powertrain system, power distribution method, device, equipment and medium

Abstract

The present application relates to a hybrid powertrain system, a power distribution method, a device, an equipment and a medium, wherein the system includes an engine, a planetary gear transmission mechanism, a power battery, a first motor, a second motor, a CVT shaft and a PTO shaft; the engine is used to provide power to the planetary gear transmission mechanism and the PTO shaft respectively; the planetary gear transmission mechanism is connected to the CVT shaft and is used to provide power to the CVT shaft; the power battery is used to provide electrical energy to the first motor and the second motor respectively; the first motor is used to provide power to the planetary gear transmission mechanism; the second motor is used to provide power to the PTO shaft. The present application makes the hybrid powertrain system more reliable, simple in later maintenance, overcomes the resistance corresponding to the sudden change at the PTO end, and ensures that the hybrid powertrain system maintains the engine with strong power and fuel economy while maintaining the vehicle speed.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid powertrains, and in particular to hybrid powertrain systems, power distribution methods, devices, equipment and media. Background Art

[0002] As a key power source in agricultural production, tractors drive agricultural machinery to perform field operations through power output shafts (PTO) during operation. During the operation, the resistance between agricultural machinery and the land presents complex nonlinear dynamic changes due to factors such as the contact area between the tire and the soil, soil conditions, operating depth, and the working state of the agricultural machinery. This change is not only time-related, but also has a significant impact with fluctuations in the operating environment.

[0003] During the PTO operation, the volatility and uncertainty of the PTO load and the tractor travel system load can easily cause the engine operating point to deviate from its high-efficiency range, resulting in reduced engine traction efficiency, worse fuel economy, and increased emission pollution. With the increasing maturity of new energy technology in the passenger car field, new energy drive technology has shown significant advantages in improving vehicle smoothness and economy with its advantages of low energy consumption and continuously variable speed. In view of the endurance problem of new energy, hybrid technology as a power source for tractors has gradually become an important development direction for solving the energy efficiency and emission problems of traditional tractors.

[0004] The technical route of the traditional transmission system is usually divided into the power shift transmission route and the hydraulic mechanical continuously variable transmission route. Among them, the power shift technology route cannot form a wider speed regulation range, resulting in a limited speed range and low adaptability of agricultural machinery under PTO load; on the other hand, although the hydraulic mechanical continuously variable transmission technology can achieve speed changes in a wider range, its hydraulic system has a large energy loss under low speed or high load conditions, which directly affects the overall tractor power performance and fuel economy. At the same time, the pump-motor hydraulic module has low reliability and complex later maintenance. The existing hybrid tractor transmission system technology route often uses the engine as a range extender to improve endurance. The electric motor is the only drive source and the power is limited. Summary of the invention

[0005] In order to make the powertrain system more reliable, simpler in subsequent maintenance, able to provide stronger power for the tractor, and at the same time reduce the cycle and cost of developing a single large motor, the present application provides a hybrid powertrain system, power distribution method, device, equipment and medium.

[0006] In a first aspect, the present application provides a hybrid powertrain system, including an engine, a planetary gear transmission mechanism, a power battery, a first motor, a second motor, a CVT shaft and a PTO shaft; the engine is used to provide power to the planetary gear transmission mechanism and the PTO shaft respectively; the planetary gear transmission mechanism is connected to the CVT shaft, and is used to provide power to the CVT shaft; the power battery is used to provide electrical energy to the first motor and the second motor respectively; the first motor is used to provide power to the planetary gear transmission mechanism; the second motor is used to provide power to the PTO shaft.

[0007] The beneficial effects of the present application are: by replacing the hydraulic pump-motor module in the traditional hydraulic mechanical continuously variable transmission tractor with the first motor, the hybrid powertrain system has higher reliability and simpler later maintenance. The transmission route in which the second motor provides power to the PTO shaft can overcome the resistance corresponding to the sudden change at the PTO end, ensuring that the hybrid powertrain system maintains the engine with strong power and fuel economy while maintaining the vehicle speed. The engine and the first motor or the second motor form a parallel hybrid structure to provide stronger power for the tractor. At the same time, the dual motor joint drive mode of the first motor and the second motor reduces the development cycle and cost of a single large motor.

[0008] Furthermore, the system also includes a charging module, an input end of the charging module is connected to the engine, and an output end of the charging module is connected to the power battery. The charging module is used to generate electricity based on the power provided by the engine, and charge the power battery with the electric energy generated.

[0009] The beneficial effect of adopting the above further solution is that the charging module can use the power provided by the engine to generate electricity and directly charge the generated electric energy into the power battery, thereby avoiding the intermediate conversion loss of energy and improving the overall utilization efficiency of energy.

[0010] Furthermore, the system further comprises a motor clutch controller, the charging module comprises a plurality of charging submodules, each of the charging submodules comprises a corresponding charging clutch and a battery generator, the input side of each charging clutch is connected to the engine, the output side of each charging clutch is connected to the corresponding battery generator, and each battery generator is used to provide electrical energy to the power battery;

[0011] The motor clutch controller is electrically connected to each of the charging clutches, and is used to adjust the clutch state of each of the charging clutches according to the comparison relationship between the power consumption of the power battery and the charging power threshold when the power battery needs to be charged.

[0012] The beneficial effect of adopting the above further scheme is: through the motor clutch controller, the clutch state of each charging clutch is dynamically adjusted according to the relationship between the power consumption of the power battery and the charging power threshold, which can flexibly adapt to different driving charging application scenarios, ensuring that the power battery can be effectively charged under different working conditions. By precisely controlling the charging power, it can better match the charging needs of the power battery, reduce energy loss during the charging process, and improve charging efficiency and energy efficiency.

[0013] Further, the charging module includes a first charging submodule and a second charging submodule, the first charging submodule includes a first clutch and a first generator, and the second charging submodule includes a second clutch and a second generator;

[0014] The charging power threshold is the power generated by a single motor. When the power battery needs to be charged and the power consumption of the power battery is less than the power generated by the single motor, the motor clutch controller controls the first clutch or the second clutch to engage;

[0015] When the power battery needs to be charged and the power consumption of the power battery is not less than the power generated by the single motor, the motor clutch controller controls the first clutch and the second clutch to engage.

[0016] The beneficial effect of adopting the above further solution is that when the power consumption of the power battery is small, a single motor can be selected for charging, and when the power consumption is large, dual motors can be selected for co-charging, ensuring that the charging module can meet the charging needs of the power battery. Redundancy design can also be achieved through the first charging submodule and the second charging submodule, improving the reliability and stability of the entire charging module. When one of the charging submodules fails, the other charging submodule can still work normally, ensuring that the charging of the power battery is not affected.

[0017] Further, the system further comprises a planetary gear clutch control unit, a third clutch and a fourth clutch, the input side of the planetary gear clutch control unit is connected to the engine, and the output side of the planetary gear clutch control unit is respectively connected to the planetary gear transmission mechanism and the PTO shaft;

[0018] The motor clutch controller is also used to control the clutch state of the third clutch, and the planetary gear clutch control unit is used to control the clutch state of the fourth clutch; when the motor clutch controller controls the third clutch to engage, the planetary gear clutch control unit controls the fourth clutch to engage, and the second motor is started, the engine and the second motor provide power to the PTO shaft.

[0019] The beneficial effect of adopting the above further solution is: the power redistribution between the PTO end and the travel system is realized. According to the change of the resistance at the PTO end, the hybrid powertrain system adjusts the power input at the PTO end in real time, ensuring that the hybrid powertrain system maintains the engine with strong power and fuel economy while maintaining the vehicle speed.

[0020] In a second aspect, the present application provides a power distribution method of a hybrid powertrain system according to any one of the first aspects, comprising:

[0021] If the PTO stops and the torque required to overcome the driving resistance is lower than the upper limit of the maximum torque of the single motor, the first motor and the engine are controlled to provide power to the planetary gear speed change mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft;

[0022] If the PTO stops, and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of the single motor, the first motor, the second motor and the engine are controlled to provide power to the planetary gear speed change mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft;

[0023] If the PTO is working, and the comprehensive required torque is less than the torque provided by the engine at the economical optimal operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, the engine is controlled to provide power to the PTO shaft, and the second motor is controlled not to provide power to the PTO shaft, and the comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome the driving resistance;

[0024] If the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, and the second motor and the engine are controlled to provide power to the PTO shaft.

[0025] Furthermore, the method further comprises:

[0026] If the power battery needs to be charged, and the power consumption of the power battery is less than the power generated by the single motor, control the first charging submodule or the second charging submodule to charge the power battery;

[0027] If the power battery needs to be charged, and the power consumption of the power battery is not less than the power generated by the single motor, the first charging submodule and the second charging submodule are controlled to charge the power battery.

[0028] In a third aspect, the present application provides a power distribution device based on a hybrid powertrain system, comprising:

[0029] The first hybrid module is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is lower than the upper limit of the maximum torque of the single motor;

[0030] a second hybrid module, for controlling the first motor, the second motor and the engine to provide power to the planetary gear transmission mechanism, and controlling the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of the single motor;

[0031] A third hybrid module is used for controlling the first motor and the engine to provide power to the planetary gear transmission mechanism, controlling the engine to provide power to the PTO shaft, and controlling the second motor not to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is less than the torque provided by the engine at the economical best operating point at the current speed, wherein the comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome the driving resistance;

[0032] The fourth hybrid module is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed.

[0033] In a fourth aspect, the present application provides an electronic device, comprising a processor and a memory, wherein the processor is coupled to the memory;

[0034] The processor is used to execute the computer program stored in the memory so that the electronic device performs the method as described in any one of the second aspects.

[0035] In a fifth aspect, the present application provides a computer-readable storage medium, comprising a computer program or instructions, which, when executed on a computer, enables the computer to execute the method as described in any one of the second aspects. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0037] Figure 2 A schematic flow chart of a power distribution method of a hybrid powertrain system according to an embodiment of the present application;

[0038] Figure 3This is a structural block diagram of a power distribution device based on a hybrid powertrain system according to an embodiment of the present application;

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

[0040] In the accompanying drawings, the components represented by the reference numerals are listed as follows:

[0041] 1. Engine; 2. Planetary gear clutch control unit; 3. Planetary gear speed change mechanism; 4. Motor clutch controller; 5. First generator; 6. Second generator; 7. First power controller; 8. Second power controller; 9. First motor; 10. Second motor; 11. Power battery; 12. First clutch; 13. Second clutch; 14. Third clutch; 15. Fourth clutch; 16. First gear; 17. Second gear; 18. Third gear; 19. Fourth gear; 20. Fifth gear; 21. Sixth gear; 22. Seventh gear; 23. Eighth gear; 24. Ninth gear. DETAILED DESCRIPTION

[0042] The present application is further described in detail below in conjunction with the accompanying drawings.

[0043] like Figure 1 As shown, the present application provides a hybrid powertrain system, including an engine 1, a planetary gear transmission mechanism 3, a power battery 11, a first motor 9, a second motor 10, a CVT shaft and a PTO shaft. The engine 1 is used to provide power to the planetary gear transmission mechanism 3 and the PTO shaft respectively. The planetary gear transmission mechanism 3 is connected to the CVT shaft to provide power to the CVT shaft. The power battery 11 is used to provide electrical energy to the first motor 9 and the second motor 10 respectively. The first motor 9 is used to provide power to the planetary gear transmission mechanism 3; the second motor 10 is used to provide power to the PTO shaft.

[0044] In this embodiment, the CVT shaft is used to transmit power to the vehicle's travel system to drive the vehicle forward, and the PTO shaft is used to transmit power to the loaded agricultural machinery.

[0045] In the driving of the CVT shaft, the first motor 9 replaces the hydraulic pump-motor module in the conventional hydraulic mechanical continuously variable transmission tractor, so that the hybrid powertrain system has higher reliability and simpler later maintenance.

[0046] The transmission route that uses the second motor 10 to provide power to the PTO shaft can overcome the resistance corresponding to the sudden change at the PTO end. According to the change in resistance at the PTO end, the hybrid powertrain system adjusts the power input at the PTO end in real time, ensuring that the hybrid powertrain system maintains the engine 1 with strong power and fuel economy while maintaining the vehicle speed, and reduces the possibility that the engine 1 needs to provide greater torque while maintaining the original vehicle speed when the resistance of the tractor suddenly changes greatly due to the direct connection between the PTO shaft and the engine 1, so that the engine 1 operates in a non-efficient range. The engine 1 forms a parallel hybrid structure with the first motor 9 or the second motor 10, providing stronger power for the tractor, and at the same time, through the dual motor joint drive mode of the first motor 9 and the second motor 10, the development cycle and cost of a single large motor are reduced.

[0047] In this embodiment, the system also includes a charging module, the input end of the charging module is connected to the engine 1, and the output end of the charging module is connected to the power battery 11. The charging module is used to generate electricity based on the power provided by the engine 1, and to charge the power battery 11 with the electric energy generated.

[0048] When the remaining power of the power battery 11 is less than the preset SOCmin, the charging module is started and begins to charge the vehicle. The charging module can generate electricity using the power provided by the engine 1 and directly charge the generated electricity into the power battery 11. This avoids the loss of intermediate conversion of energy and improves the overall utilization efficiency of energy.

[0049] In this embodiment, in order to meet the application scenarios of vehicle charging under various working conditions, the system also includes a motor clutch controller 4, the charging module includes multiple charging sub-modules, each of the charging sub-modules includes a corresponding charging clutch and a battery generator, the input side of each charging clutch is connected to the engine 1, and the output side of each charging clutch is connected to the corresponding battery generator, and each battery generator is used to provide electrical energy to the power battery 11.

[0050] The motor clutch controller 4 is electrically connected to each of the charging clutches, and is used to adjust the clutch state of each of the charging clutches according to the comparison relationship between the power consumption of the power battery 11 and the charging power threshold when the power battery 11 needs to be charged.

[0051] The charging module also includes a first power controller 7 , each battery generator is electrically connected to the first power controller 7 , the first power controller 7 is electrically connected to the power battery 11 , and the first power controller 7 is used to control the charging of the power battery 11 by each battery generator.

[0052] The motor clutch controller 4 controls the corresponding one or more charging clutches to engage according to the comparison relationship between the power consumption of the power battery 11 and the charging power threshold, so that the engine 1 can drive the battery generator corresponding to the charging clutch to generate electricity.

[0053] When the number of engaged charging clutches increases, the corresponding battery generators performing power generation work also increases, thereby increasing the charging power of the power battery 11; when the number of engaged charging clutches decreases, the corresponding battery generators performing power generation work also decreases, thereby reducing the charging power of the power battery 11; the motor clutch controller 4 dynamically adjusts the clutch state of each charging clutch according to the relationship between the power consumption of the power battery 11 and the charging power threshold, which can flexibly adapt to different driving charging application scenarios, ensuring that the power battery 11 can be effectively charged under different working conditions, and by accurately controlling the charging power, it can better match the charging needs of the power battery 11, reduce energy loss during the charging process, and improve charging efficiency and energy efficiency.

[0054] As an optional implementation in this embodiment, the charging module includes a first charging sub-module and a second charging sub-module, the first charging sub-module includes a first clutch 12 and a first generator 5, and the second charging sub-module includes a second clutch 13 and a second generator 6, that is, the charging clutch is the first clutch 12 or the second clutch 13, and the battery generator is the first generator 5 or the second generator 6.

[0055] The charging power threshold is the power generated by a single motor. When the power battery 11 needs to be charged and the power consumption of the power battery 11 is less than the power generated by the single motor, the motor clutch controller 4 controls the first clutch 12 or the second clutch 13 to engage; when the power battery 11 needs to be charged and the power consumption of the power battery 11 is not less than the power generated by the single motor, the motor clutch controller 4 controls the first clutch 12 and the second clutch 13 to engage.

[0056] The single motor power generation is the corresponding power generation when a single battery generator is working. The charging mode of the power battery 11 can be a low-power charging mode or a high-power charging mode. When the power battery 11 needs to be charged and the power consumption of the power battery 11 is less than the single motor power generation, the charging mode is the low-power charging mode. When the power battery 11 needs to be charged and the power consumption of the power battery 11 is not less than the single motor power generation, the charging mode is the high-power charging mode.

[0057] In the low-power charging mode, the motor clutch controller 4 controls the first clutch 12 or the second clutch 13 to engage, and the first generator 5 or the second generator 6 generates electricity for driving under the drive of the engine 1. The charging clutch that needs to be engaged can also be specified for the low-power charging mode. For example, the charging clutch that needs to be engaged can be the first clutch 12.

[0058] In the high-power charging mode, the motor clutch controller 4 controls the first clutch 12 and the second clutch 13 to engage, and the first generator 5 and the second generator 6 are driven by the engine 1 to jointly generate electricity for driving.

[0059] The input side of the first clutch 12 is connected to the first gear 16, the input side of the second clutch 13 is connected to the second gear 17, and the output end of the engine 1 is connected to the third gear 18, which meshes with the first gear 16 and the second gear 17 respectively, so that the engine 1 can transmit power to the first clutch 12 and the second clutch 13 through the third gear 18.

[0060] As another optional implementation of this embodiment, the charging module includes n charging sub-modules (n>2), and the charging power threshold can be the power generated when i battery generators generate electricity. When the power battery 11 needs to be charged, and the power consumption of the power battery 11 is less than the power generated when i battery generators generate electricity, and is greater than the power generated when i-1 battery generators generate electricity, the motor clutch controller 4 can control i charging clutches to engage; when the power battery 11 needs to be charged, and the power consumption of the power battery 11 is greater than the power generated when i battery generators generate electricity, and is less than the power generated when i-1 battery generators generate electricity, the motor clutch controller 4 can control i+1 charging clutches to engage (i+1 is less than or equal to n).

[0061] In this embodiment, the system also includes a planetary gear clutch control unit 2, a third clutch 14 and a fourth clutch 15, the input side of the planetary gear clutch control unit 2 is connected to the engine 1, and the output side of the planetary gear clutch control unit 2 is respectively connected to the planetary gear speed change mechanism 3 and the PTO shaft.

[0062] The motor clutch controller 4 is also used to control the clutch state of the third clutch 14, and the planetary gear clutch control unit 2 is used to control the clutch state of the fourth clutch 15; when the motor clutch controller 4 controls the third clutch 14 to engage, the planetary gear clutch control unit 2 controls the fourth clutch 15 to engage, and the second motor 10 is started, the engine 1 and the second motor 10 provide power to the PTO shaft.

[0063] A second power controller 8 is arranged between the power battery 11 and the first motor 9 and the second motor 10. The second power controller 8 is electrically connected to the power battery 11, the first motor 9 and the second motor 10 respectively. The second power controller 8 is used to control the power supply of the power battery 11 to the first motor 9 and the second motor 10.

[0064] The output end of the first motor 9 is connected to the fifth gear 20, and the fifth gear 20 is meshed with the fourth gear 19. The fourth gear 19 is connected to the input end of the planetary gear change mechanism 3. When the second power controller 8 controls the power battery 11 to power the first motor 9, the first motor 9 drives the fifth gear 20 to rotate, and the fifth gear 20 drives the fourth gear 19 to rotate, thereby transmitting the power of the first motor 9 to the planetary gear change mechanism 3, and the engine 1 also transmits power to the planetary gear change mechanism 3, so that the planetary gear change mechanism 3 can provide power for the CVT shaft.

[0065] The output end of the second motor 10 is connected to the sixth gear 21, and the sixth gear 21 can also mesh with the fourth gear 19. When the second power controller 8 controls the power battery 11 to power the first motor 9 and the second motor 10, the first motor 9 drives the fifth gear 20 to rotate, and the second motor 10 drives the sixth gear 21 to rotate. The fifth gear 20 and the sixth gear 21 jointly drive the fourth gear 19 to rotate, thereby transmitting the power of the first motor 9 and the second motor 10 to the planetary gear change mechanism 3.

[0066] The sixth gear 21 is also connected to the third clutch 14, the motor clutch controller 4 is electrically connected to the third clutch 14, the third clutch 14 is also connected to the seventh gear 22, the fourth clutch 15 is connected to the eighth gear 23 and the ninth gear 24, the eighth gear 23 is meshed with the seventh gear 22, and the ninth gear 24 is also connected to the PTO shaft.

[0067] When the second power controller 8 controls the power battery 11 not to supply power to the second motor 10, the motor clutch controller 4 controls the third clutch 14 to disconnect, and the planetary gear clutch control unit 2 controls the fourth clutch 15 to engage, the engine 1 can transmit power to the ninth gear 24 through the fourth clutch 15, and the ninth gear 24 drives the PTO shaft to rotate.

[0068] When the second power controller 8 controls the power battery 11 to supply power to the second motor 10, the motor clutch controller 4 controls the third clutch 14 to engage, and the planetary gear clutch control unit 2 controls the fourth clutch 15 to engage, the second motor 10 drives the sixth gear 21 to rotate, and transmits the power of the second motor 10 to the seventh gear 22 through the third clutch 14, and the seventh gear 22 drives the eighth gear 23 to rotate, and the eighth gear 23 transmits the power of the second motor 10 to the ninth gear 24 through the fourth clutch 15, and the ninth gear 24 drives the PTO shaft to rotate. The engine 1 can also transmit power to the ninth gear 24 through the fourth clutch 15, so that the engine 1 and the second motor 10 jointly provide power for the PTO shaft.

[0069] The dual-motor multi-mode hybrid powertrain system realizes the power redistribution between the PTO end and the travel system. According to the change of resistance at the PTO end, the hybrid powertrain system adjusts the power input at the PTO end in real time, ensuring that the hybrid powertrain system maintains the strong power and fuel economy of engine 1 while maintaining the vehicle speed.

[0070] Based on the same technical concept, the present application also provides a power distribution method based on the above hybrid powertrain system, which can be executed by a device, which can be a server or a terminal device, wherein the server can be an independent physical server, a server cluster or a distributed 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.

[0071] like Figure 2 As shown, the power distribution method of the hybrid powertrain system is performed by the electronic device, and the main process of the method is described as follows (steps S101 to S104):

[0072] Step S101: If the PTO is stopped and the torque required to overcome the driving resistance is lower than the maximum torque upper limit of the single motor, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft.

[0073] Step S102: If the PTO is stopped and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of a single motor, the first motor, the second motor and the engine are controlled to provide power to the planetary gear transmission mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft.

[0074] Step S103: If the PTO is working and the comprehensive required torque is less than the torque provided by the engine at the optimal economic operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, the engine is controlled to provide power to the PTO shaft, and the second motor is controlled not to provide power to the PTO shaft. The comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome driving resistance.

[0075] Step S104: If the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, and the second motor and the engine are controlled to provide power to the PTO shaft.

[0076] The optimal operating point for economy at the current engine speed refers to the engine being able to achieve the best fuel economy at the current speed (i.e. the maximum power or torque that can be generated per unit of fuel). This specific speed and the corresponding power or torque point is the engine's optimal operating point for economy. The torque value that the engine can provide at the optimal operating point is the torque provided by the engine at the current speed for economy.

[0077] In this embodiment, the power distribution method further includes:

[0078] If the power battery needs to be charged, and the power consumption of the power battery is less than the power generated by the single motor, the first charging submodule or the second charging submodule is controlled to charge the power battery.

[0079] If the power battery needs to be charged, and the power consumption of the power battery is not less than the power generated by the single motor, the first charging submodule and the second charging submodule are controlled to charge the power battery.

[0080] Based on the same technical concept, the present application also provides a power distribution device based on a hybrid powertrain system, such as Figure 3 As shown, the power distribution device 200 based on the hybrid powertrain system mainly includes:

[0081] The first hybrid module 201 is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is lower than the upper limit of the maximum torque of the single motor;

[0082] The second hybrid module 202 is used to control the first motor, the second motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of the single motor;

[0083] The third hybrid module 203 is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, control the engine to provide power to the PTO shaft, and control the second motor not to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is less than the torque provided by the engine at the economical best operating point at the current speed, wherein the comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome the driving resistance;

[0084] The fourth hybrid module 204 is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed.

[0085] Optionally, the device further comprises:

[0086] The first driving charging module is used to control the first charging submodule or the second charging submodule to charge the power battery when the power battery needs to be charged and the power consumption of the power battery is less than the power generated by the single motor.

[0087] The second driving charging module is used to control the first charging submodule and the second charging submodule to charge the power battery when the power battery needs to be charged and the power consumption of the power battery is not less than the power generation power of the single motor.

[0088] In one example, the module in any of the above devices can be one or more integrated circuits configured to implement the above methods, such as: 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.

[0089] For another example, when the modules in the device can be implemented in the form of a processing element scheduling program, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor that can call a program. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0090] Various objects such as various messages / information / equipment / network elements / systems / devices / actions / operations / processes / concepts that may appear in this application are named. It can be understood that these specific names do not constitute a limitation on the relevant objects. The names assigned may change with factors such as scenarios, contexts or usage habits. The understanding of the technical meaning of the technical terms in this application should be mainly determined from the functions and technical effects embodied / executed in the technical scheme.

[0091] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and modules described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0092] Those of ordinary skill in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0093] Based on the same technical concept, the present application also provides an electronic device, such as Figure 4 As shown, the electronic device 300 includes a processor 301 and a memory 302 , and may further include an information input / information output (I / O) interface 303 , one or more of a communication component 304 , and a communication bus 305 .

[0094] 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 power distribution method of the hybrid powertrain system; the memory 302 is used to store various types of data to support the operation of the electronic device 300, and the data may include instructions for any application or method used to operate on the electronic device 300, and data related to the application. The memory 302 may 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, magnetic disk or optical disk.

[0095] The I / O interface 303 provides an interface between the processor 301 and other interface modules, and the above-mentioned other interface modules can be keyboards, mice, 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, so the corresponding communication component 304 can include: Wi-Fi components, Bluetooth components, NFC components.

[0096] The communication bus 305 may include a path to transmit information between the above components. The communication bus 305 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus 305 may be divided into an address bus, a data bus, a control bus, etc.

[0097] The electronic device 300 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the power distribution method of the hybrid powertrain system given in the above embodiment.

[0098] The electronic device 300 may include, but is not limited to, a mobile terminal such as a digital broadcast receiver, a PDA (Personal Digital Assistant), a PMP (Portable Multimedia Player), etc., and a fixed terminal such as a digital TV, a desktop computer, etc., and may also be a server, etc.

[0099] 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 power distribution method of the hybrid powertrain system are implemented.

[0100] The computer-readable storage medium may include: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes.

[0101] The terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or also includes elements inherent to such process, method, article, or apparatus.

[0102] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0103] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction 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, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0104] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A hybrid powertrain system, characterized in that: It includes an engine, a planetary gear transmission mechanism, a power battery, a first motor, a second motor, a CVT shaft and a PTO shaft; the engine is used to provide power to the planetary gear transmission mechanism and the PTO shaft respectively; the planetary gear transmission mechanism is connected to the CVT shaft and is used to provide power to the CVT shaft; the power battery is used to provide electrical energy to the first motor and the second motor respectively; the first motor is used to provide power to the planetary gear transmission mechanism; the second motor is used to provide power to the planetary gear transmission mechanism or the PTO shaft; The system further includes a charging module, wherein an input end of the charging module is connected to the engine, and an output end of the charging module is connected to the power battery, and the charging module is used to generate electricity based on the power provided by the engine, and to charge the power battery with the electric energy generated by the power generation; The system further includes a motor clutch controller, the charging module includes a plurality of charging submodules, each of the charging submodules includes a corresponding charging clutch and a battery generator, the input side of each charging clutch is connected to the engine, the output side of each charging clutch is connected to the corresponding battery generator, and each battery generator is used to provide electrical energy to the power battery; The motor clutch controller is electrically connected to each of the charging clutches, and is used to adjust the clutch state of each of the charging clutches according to the comparison relationship between the power consumption of the power battery and the charging power threshold when the power battery needs to be charged; The charging module includes a first charging submodule and a second charging submodule, the first charging submodule includes a first clutch and a first generator, and the second charging submodule includes a second clutch and a second generator; The charging power threshold is the power generated by a single motor. When the power battery needs to be charged and the power consumption of the power battery is less than the power generated by the single motor, the motor clutch controller controls the first clutch or the second clutch to engage; When the power battery needs to be charged and the power consumption of the power battery is not less than the power generated by the single motor, the motor clutch controller controls the first clutch and the second clutch to engage; The system further comprises a planetary gear clutch control unit, a third clutch and a fourth clutch, wherein an input side of the planetary gear clutch control unit is connected to the engine, and an output side of the planetary gear clutch control unit is respectively connected to the planetary gear transmission mechanism and the PTO shaft; The motor clutch controller is also used to control the clutch state of the third clutch, and the planetary gear clutch control unit is used to control the clutch state of the fourth clutch; when the motor clutch controller controls the third clutch to engage, the planetary gear clutch control unit controls the fourth clutch to engage, and the second motor is started, the engine and the second motor provide power to the PTO shaft.

2. A power distribution method based on the hybrid powertrain system according to claim 1, characterized in that: include: If the PTO stops and the torque required to overcome the driving resistance is lower than the upper limit of the maximum torque of the single motor, the first motor and the engine are controlled to provide power to the planetary gear speed change mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft; If the PTO stops, and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of the single motor, the first motor, the second motor and the engine are controlled to provide power to the planetary gear speed change mechanism, and the second motor and the engine are controlled not to provide power to the PTO shaft; If the PTO is working, and the comprehensive required torque is less than the torque provided by the engine at the economical optimal operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, the engine is controlled to provide power to the PTO shaft, and the second motor is controlled not to provide power to the PTO shaft, and the comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome the driving resistance; If the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed, the first motor and the engine are controlled to provide power to the planetary gear transmission mechanism, and the second motor and the engine are controlled to provide power to the PTO shaft; The method further comprises: If the power battery needs to be charged, and the power consumption of the power battery is less than the power generated by the single motor, control the first charging submodule or the second charging submodule to charge the power battery; If the power battery needs to be charged, and the power consumption of the power battery is not less than the power generated by the single motor, the first charging submodule and the second charging submodule are controlled to charge the power battery.

3. A power distribution device based on the hybrid powertrain system according to claim 1, characterized in that: include: The first hybrid module is used to control the first motor and the engine to provide power to the planetary gear transmission mechanism, and control the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is lower than the upper limit of the maximum torque of the single motor; a second hybrid module, for controlling the first motor, the second motor and the engine to provide power to the planetary gear transmission mechanism, and controlling the second motor and the engine not to provide power to the PTO shaft when the PTO stops and the torque required to overcome the driving resistance is not less than the upper limit of the maximum torque of the single motor; A third hybrid module is used for controlling the first motor and the engine to provide power to the planetary gear transmission mechanism, controlling the engine to provide power to the PTO shaft, and controlling the second motor not to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is less than the torque provided by the engine at the economical best operating point at the current speed, wherein the comprehensive required torque includes the torque required to be provided by the PTO end and the torque required to overcome the driving resistance; a fourth hybrid module, for controlling the first motor and the engine to provide power to the planetary gear transmission mechanism, and controlling the second motor and the engine to provide power to the PTO shaft when the PTO is working and the comprehensive required torque is not less than the torque provided by the engine at the economical optimal operating point at the current speed; The device also includes: The first driving charging module is used to control the first charging submodule or the second charging submodule to charge the power battery when the power battery needs to be charged and the power consumption of the power battery is less than the power generation power of the single motor; The second driving charging module is used to control the first charging submodule and the second charging submodule to charge the power battery when the power battery needs to be charged and the power consumption of the power battery is not less than the power generation power of the single motor.

4. 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 the computer program stored in the memory, so that the electronic device executes the method according to claim 2.

5. A computer-readable storage medium, characterized in that: The method comprises a computer program or an instruction, which, when being executed on a computer, causes the computer to execute the method as claimed in claim 2.

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