Energy coordination distribution control system and method for double intelligent power units of heavy duty vehicle

Abstract

The invention provides an energy coordination distribution control system and method for double intelligent power units of a heavy duty vehicle, and relates to the technical field of hybrid electric vehicles. The battery management system is used for acquiring state information of a power battery; the vehicle controller is used for receiving the state information of the power battery, obtaining the required power of the vehicle and the state information of the first intelligent power unit and the second intelligent power unit, designing constraint conditions when judging that the current state of the vehicle is a driving state, and taking the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as a target function; and solving a first power instruction and a second power instruction under the condition that the SOC of the power battery is ensured to be at a certain threshold value or set electric quantity, sending the first power instruction to the first intelligent power unit, and sending the second power instruction to the second intelligent power unit. The power demand of the whole vehicle can be quickly responded, the fuel economy of the intelligent power unit is improved, the cycle life of the battery is prolonged, and the operation reliability of the intelligent power unit is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of energy distribution of hybrid electric vehicles, and in particular relates to a control system and method for coordinated energy distribution of dual intelligent power units of heavy-duty vehicles. Background Art

[0002] The energy required for driving a heavy-duty multi-axle hybrid vehicle mainly comes from the intelligent power unit, especially when the vehicle is cruising and running at high speed, most of the power required is provided by the intelligent power unit. In order to meet the power requirements of the vehicle, improve the power density of power generation and facilitate the layout of the vehicle, two engines with relatively medium power are generally used to provide power generation. The two intelligent power units are independent individuals and can generate electricity separately or together. A single intelligent power unit consists of an engine and its ECU controller, a generator and its generator controller, an intelligent power unit controller, a cooling system, etc.

[0003] Generally, the vehicle is equipped with only one intelligent power unit to provide energy for the vehicle, and the operation of the power unit is based on the power request of the vehicle, so there is no problem of power distribution. With the development of hybrid vehicles, today's heavy-duty multi-axle hybrid vehicles use two intelligent power units to provide energy for the vehicle. The vehicle controller can independently issue power request instructions to control the output power of the two intelligent power units, so that the two power units can operate under different power requests when the vehicle is running at high, medium and low power.

[0004] The inventors have found that for heavy-duty vehicles with dual intelligent power units, there is no good solution in the prior art on how to improve the fuel economy of the intelligent power units while increasing the cycle life of the batteries and the operational reliability of the intelligent power units. Summary of the invention

[0005] In order to overcome the deficiencies of the above-mentioned prior art, the present invention provides a heavy-duty vehicle dual intelligent power unit energy coordination distribution control system and method, which can quickly respond to the power demand of the entire vehicle, improve the fuel economy of the intelligent power unit, and improve the cycle life of the battery and the operating reliability of the intelligent power unit.

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions:

[0007] A first aspect of the present invention provides a heavy-duty vehicle dual intelligent power unit energy coordination distribution control system.

[0008] The energy coordination distribution control system of the dual intelligent power units of heavy-duty vehicles includes a vehicle controller, a first intelligent power unit, a second intelligent power unit, and a battery management system, wherein:

[0009] The battery management system is used to obtain the status information of the power battery and send it to the vehicle controller;

[0010] A vehicle controller, which is used to receive status information of the power battery, obtain the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, design constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and take the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solve the first power command and the second power command that ensure the power battery SOC is at a certain threshold or a set power and the power condition of the vehicle, and send the first power command to the first intelligent power unit and send the second power command to the second intelligent power unit;

[0011] A first intelligent power unit, which is used to receive a first power instruction sent by the vehicle controller and output power according to the first power instruction;

[0012] The second intelligent power unit is used to receive a second power instruction sent by the vehicle controller and output power according to the second power instruction.

[0013] Optionally, the status information of the power battery includes the remaining power SOC of the power battery; the status information of the first intelligent power unit and the second intelligent power unit includes water temperature status information, fault status information, and maximum power limit information of the first and second intelligent power units; the vehicle's required power includes driving power and auxiliary electric component power.

[0014] Optionally, the constraint conditions are as follows:

[0015] SOC L <SOC<SOC H

[0016] 0 <P IPUlimit <P IPUMAX

[0017] T L <T<T H

[0018] T m,min <T m <T m,max

[0019] IPU1 Fault ∈(0,1)

[0020] IPU2 Fault ∈(0,1)

[0021] Among them, SOC is the power of the power battery; SOCL The minimum power of the power battery; SOC H P is the maximum power of the power battery; IPU is the output power of the power unit; P IPUMAX is the maximum output power of the power unit; T L is the minimum water temperature of the engine of the power unit; T is the water temperature of the engine of the power source; T H The maximum water temperature of the power supply engine; IPU1 Fault and IPU2 Fault T is the first and second intelligent power failure status information; m,min is the minimum required torque of the drive motor; T m is the required torque of the driving motor; T m,max is the maximum required torque of the drive motor.

[0022] Optionally, the objective function is:

[0023]

[0024] H 1,i The fuel consumption of the first intelligent power unit at the i-th time state; H 2,k The fuel consumption of the second intelligent power unit at the i-th time state; k soc Power battery power coefficient; H bat,i The equivalent fuel consumption of the power battery at the i-th time state; k mot Driving motor acceleration factor; H mot,i The equivalent fuel consumption of the electric energy consumed by the driving motor at the i-th time state.

[0025] Optionally, the vehicle controller is also used to define a power distribution coefficient C of a dual power unit according to the state of the intelligent power unit. p ,P req =P ipu1 +(1-C p ) ipu2 ; Among them, P req The total torque of the power unit, P ipu1 , P ipu2 The first intelligent power unit output power and the second intelligent power unit output power respectively.

[0026] Optionally, the vehicle controller is also used to balance the power instructions of the power battery and the dual intelligent power unit according to the driving conditions and the maximum discharge power of the power battery, and define the power battery discharge coefficient C B , the power instructions sent to the first intelligent power unit and the second intelligent power unit are P 1REAL =C B P 1CAL ,P2REAL =C B P 2CAL .

[0027] Optionally, the set power level of the power battery SOC is 30%-80%.

[0028] Optionally, the vehicle controller is further configured to allocate power requests using a rule-based method when determining that the current state of the vehicle is a standby state:

[0029] The vehicle controller determines that the remaining power SOC of the power battery has reached the low threshold SOC L1 When the first intelligent power unit and the second intelligent power unit both generate electricity at half of the maximum charging power of the power battery;

[0030] When the remaining power SOC of the power battery reaches the high threshold SOC H1 When the first intelligent power unit and the second intelligent power unit are in operation, the intelligent power unit with longer operation time is shut down, and the other intelligent power unit with shorter operation time outputs power to meet the needs of the electric accessories of the whole vehicle.

[0031] Optionally, the power of the auxiliary electric components includes the sum of the power required by the steering system, suspension system, cooling system, and power systems of other equipment.

[0032] A second aspect of the present invention provides a method for coordinated energy distribution control of dual intelligent power units of a heavy-duty vehicle.

[0033] The energy coordination distribution control method of the dual intelligent power units of a heavy-duty vehicle comprises the following steps:

[0034] The battery management system obtains the status information of the power battery and sends it to the vehicle controller;

[0035] The vehicle controller receives the status information of the power battery, obtains the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, designs the constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, takes the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solves the first power instruction and the second power instruction that ensure the SOC of the power battery is at a certain threshold or a set power and the power condition of the vehicle, sends the first power instruction to the first intelligent power unit, and sends the second power instruction to the second intelligent power unit;

[0036] The first intelligent power unit receives a first power instruction sent by the vehicle controller, and outputs power according to the first power instruction;

[0037] The second intelligent power unit receives the second power instruction sent by the vehicle controller, and outputs power according to the second power instruction.

[0038] One or more of the above technical solutions have the following beneficial effects:

[0039] The present invention discloses a control system and method for coordinated energy distribution of dual intelligent power units of a heavy-duty vehicle, which solves the problem of energy distribution of dual intelligent power units during operation of the whole vehicle. The hybrid power system of the heavy-duty vehicle comprises two intelligent power units, a whole vehicle controller, a power battery and electrical equipment. The whole vehicle controller obtains the driving system power of the whole vehicle, the electrical power of vehicle accessories, the power unit status information, the power battery status information, and issues power instructions to the power unit. When the vehicle is in standby state, a rule-based method is used to distribute the start-up status and power status of the power unit; when the vehicle is in driving state, an optimized method is used to distribute the power of the power unit; by adopting this integrated power unit energy coordination method, both the power of the whole vehicle can be effectively guaranteed and the fuel economy of the whole vehicle can be provided.

[0040] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will become obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0042] Figure 1 This is a flow chart of the method of the first embodiment.

[0043] Figure 2 It is a system structure diagram of the second embodiment. DETAILED DESCRIPTION

[0044] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0045] It should be noted that the terms used herein are for describing specific embodiments only and are not intended to be limiting of exemplary embodiments according to the present invention.

[0046] In the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0047] Embodiment 1

[0048] This embodiment discloses a coordinated energy distribution control system for dual intelligent power units of a heavy-duty vehicle.

[0049] like Figure 1 As shown, the heavy-duty vehicle dual intelligent power unit energy coordination distribution control system includes a vehicle controller, a first intelligent power unit, a second intelligent power unit, and a battery management system, wherein:

[0050] The battery management system is used to obtain the status information of the power battery and send it to the vehicle controller;

[0051] A vehicle controller, which is used to receive status information of the power battery, obtain the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, design constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and take the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solve the first power command and the second power command that ensure the power battery SOC is at a certain threshold or a set power and the power condition of the vehicle, and send the first power command to the first intelligent power unit and send the second power command to the second intelligent power unit;

[0052] A first intelligent power unit, which is used to receive a first power instruction sent by the vehicle controller and output power according to the first power instruction;

[0053] The second intelligent power unit is used to receive a second power instruction sent by the vehicle controller and output power according to the second power instruction.

[0054] The intelligent power unit for heavy vehicles is used to ensure the power of the vehicle. When the vehicle is running, the intelligent power unit generally does not stop. The intelligent power unit is the main energy source of the vehicle, and most of the energy output of the power battery is used for starting, accelerating or climbing. To ensure that the power of the power battery is maintained at a certain balance value SOC B The vehicle controller sends different power requests to the two intelligent power units under different working conditions, which may be greater than the power required by the vehicle or less than the power required by the vehicle.

[0055] In this embodiment, the basic state information and power flow of the entire control system are specifically:

[0056] The vehicle controller is based on the remaining power SOC of the power battery and the water temperature status information T of the intelligent power unit. IPU1 , T IPU2 , Fault status of intelligent power unit Flt IPU1 、Flt IPU2 , the power limit value P of the intelligent power unit limIPU1 , PlimIPU2 , vehicle power requirement P reqall Including drive power P reqmot , the power of auxiliary electric components is P reqaux , distributes the required power of the vehicle to the two intelligent single power units according to certain rules, and then sends the power command P through the CAN bus IPU1 , P IPU2 .

[0057] T IPU1 , T IPU2 The water temperature status information of the first intelligent power unit and the second intelligent power unit respectively; Flt IPU1 、Flt IPU2 are the fault status information of the first intelligent power unit and the second intelligent power unit respectively; limIPU1 , P limIPU2 are the maximum power limit information of the first intelligent power unit and the second intelligent power unit respectively; IPU1 , P IPU2 The power instructions of the first intelligent power unit and the second intelligent power unit are sent by the vehicle controller to the first intelligent power unit and the second intelligent power unit respectively.

[0058] Figure 1 This is the connection mode of the energy coordination distribution control system of the dual intelligent power units of the heavy-duty vehicle in this embodiment. Figure 1 As shown, the control system includes two intelligent power units, a vehicle controller, and a power battery management system, where the dotted line represents the high-voltage power flow sharing a bus, and the solid line represents the CAN line network. All components are connected in parallel on the same CAN network to realize the sending of status information and instructions.

[0059] like Figure 1 As shown, the electric device is also included. The electric device is communicatively connected to the vehicle controller and electrically connected to the power battery.

[0060] The required power of the vehicle P reqall The calculation method is:

[0061] a) Total power of driving motor:

[0062] P reqall =N m *(T mi *N n / 9550) / η m ,

[0063] N m is the number of drive motors, η m is the drive system efficiency, N n is the driving motor speed, T mi is the torque of a single drive motor.

[0064] b) Auxiliary electric component power P reqaux :

[0065] P reqaux =f(P coolsys ,P steersys ,P suspendsys ,P other ),

[0066] P coolsys is the cooling system power, P steersys is the steering system power, P suspendsys is the suspension system power, P other Power consumption of other equipment.

[0067] The power provided by the vehicle's intelligent power unit in different states is less than or equal to P reqall .

[0068] The power of auxiliary electric components includes the sum of the power required by the steering system, suspension system, cooling system, and equipment power system:

[0069] In this embodiment, the power consumption of vehicle accessories is considered to be that during the operation of the vehicle, the steering system, suspension system, cooling system, equipment power system, etc. will require some energy under different working conditions, and the power consumption of these accessory systems is calculated using a rule-based method. In particular, the fan power requirements of the cooling system of the entire vehicle are different at different temperatures, and the proportional integral PI method is used to calculate the required power of the cooling system.

[0070] The drive system power operates according to the optimal efficiency of the motor. The vehicle controller looks up the motor's speed-torque-efficiency MAP diagram according to the vehicle's operating status and calculates the required power of the drive system.

[0071] Status collected by the vehicle controller: The two intelligent power unit controllers communicate with the vehicle controller through the CAN bus. The status of the two intelligent power units includes the engine intake temperature, generator temperature, fault status and SOC of the power battery.

[0072] like Figure 2 As shown, in hybrid mode, when the power unit is used in a heavy-duty vehicle, it generally does not stop after starting and responds to the high-power demand of the entire vehicle in real time.

[0073] When the vehicle is in standby mode, the vehicle controller uses a rule-based approach to allocate the power requests of the two power units:

[0074] The vehicle controller collects the SOC status of the power battery. When the power battery SOC reaches the low threshold SOC L1When the power battery SOC reaches the high threshold SOC H1 When the power is off, the smart power unit with longer running time will be shut down according to the running time, and the single smart power unit will meet the power of the electric accessories of the whole vehicle.

[0075] The vehicle controller collects the fault status of the intelligent power unit. If one of them has a minor fault, no processing is done. A moderate fault reduces the power output of the power unit. A serious fault shuts down the intelligent power unit. A minor fault is a fault that does not affect the power output of the power unit. The maximum output power uploaded by the power unit is the maximum value. A moderate fault is a maximum output power of the power unit greater than zero and less than the maximum value. A serious fault is a power unit output power of 0.

[0076] During the full-speed operation of a single intelligent power unit of the vehicle, it is calibrated according to the optimal fuel consumption point to meet the power and energy consumption requirements of heavy-duty vehicles under different working conditions.

[0077] When the vehicle is in operation, in order to meet the requirements of vehicle speed and torque during driving, the intelligent power unit needs to output power as required under certain constraints. The constraints are as follows:

[0078] SOC L <SOC<SOC H

[0079] 0 <P IPUlimit <P IPUMAX

[0080] T L <T<T H

[0081] T m,min <T m <T m,max

[0082] IPU1 Fault ∈(0,1)

[0083] IPU2 Fault ∈(0,1)

[0084] Among them, SOC is the power of the power battery; SOC L The minimum power of the power battery; SOC H P is the maximum power of the power battery; IPU is the output power of the power unit; P IPUMAX is the maximum output power of the power unit; T L is the minimum water temperature of the engine of the power unit; T is the water temperature of the engine of the power source; T HThe maximum water temperature of the power supply engine; IPU1 Fault and IPU2 Fault T is the first and second intelligent power failure status information; m,min is the minimum required torque of the drive motor; T m is the required torque of the driving motor; T m,max is the maximum required torque of the drive motor.

[0085] In this embodiment, the power instruction sent by the vehicle controller to the intelligent power unit is converted into an optimal control problem.

[0086] The state variable is the battery charge SOC, denoted as x(t) = [SOC(t)];

[0087] The power command of a single intelligent power unit is used as the control variable, denoted as y(t) = [P(t)];

[0088] The power demand of the vehicle for the power unit can be expressed by this formula:

[0089] When the vehicle is in operation, the operation mode is divided into normal mode and economic mode according to the application scenarios of special working conditions of heavy-duty vehicles.

[0090] In normal mode, the power battery SOC is fixed at a certain level. stable =X%;

[0091] In economic mode, the dynamic programming method is used to solve the SOC under a certain threshold of the power battery SOC. adg =30%-80% and ensure the power of the whole vehicle, take the minimum fuel consumption of the two intelligent power units as the objective function, and solve the power instructions of the two intelligent power units.

[0092] In both normal mode and economic mode, the power instructions of the two intelligent power units are solved by dynamic programming. The difference is that the power battery in normal mode is within a certain set value, while that in economic mode is within a threshold range.

[0093] The objective function is:

[0094]

[0095] H 1,i The fuel consumption of the first intelligent power unit at the i-th time state;

[0096] H 2,k The fuel consumption of the second intelligent power unit at the i-th time state;

[0097] k soc The coefficient of power battery capacity;

[0098] H bat,i The equivalent fuel consumption of the power battery at the i-th time state;

[0099] k mot Driving motor acceleration factor;

[0100] H mot,i The equivalent fuel consumption of the electric energy consumed by the driving motor at the i-th time state;

[0101] H x,i =P ipu,i k o Δt(x=1,2);

[0102]

[0103]

[0104]

[0105]

[0106] P ipu,i The power unit output power of the power unit at the i-th time state;

[0107] k o Specific fuel consumption;

[0108] P bat The charging and discharging power of the power battery;

[0109] H bat,avg Average fuel consumption of the power unit;

[0110] P ipu,avg The average output power of the power unit;

[0111] P mo t The power of the drive motor;

[0112] α is the average coefficient to keep the power battery SOC within a reasonable range;

[0113] β drive motor acceleration factor.

[0114] The vehicle controller defines a power distribution coefficient C of a dual power unit according to the state of the intelligent power unit. p ,P req =P ipu1 +(1-C p ) ipu2 ;P req Power unit requested power, P ipu1 , Pipu2 The first smart unit output power and the second smart unit output power respectively.

[0115] The vehicle controller balances the power instructions of the power battery and the dual intelligent power unit according to the driving conditions and the maximum discharge power of the power battery, and defines the power battery discharge coefficient C B , the power command sent to the power unit is P 1REAL =C B P 1CAL ,P 2REAL =C B P 2CAL .

[0116] This embodiment sets the power allocation coefficient C p , power battery discharge coefficient C B The specific role is:

[0117] The former belongs to the distribution between the two power units, and the latter is the discharge coefficient of the power battery.

[0118] The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system of this embodiment is not limited to distributing the power of the two intelligent power units in operation.

[0119] Embodiment 2

[0120] This embodiment discloses a method for coordinated energy distribution control of dual intelligent power units of a heavy-duty vehicle.

[0121] like Figure 2 As shown, the energy coordination distribution control method of the dual intelligent power units of a heavy-duty vehicle includes the following steps:

[0122] The battery management system obtains the status information of the power battery and sends it to the vehicle controller;

[0123] The vehicle controller receives the status information of the power battery, obtains the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, designs the constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, takes the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solves the first power instruction and the second power instruction that ensure the SOC of the power battery is at a certain threshold or a set power and the power condition of the vehicle, sends the first power instruction to the first intelligent power unit, and sends the second power instruction to the second intelligent power unit;

[0124] The first intelligent power unit receives a first power instruction sent by the vehicle controller, and outputs power according to the first power instruction;

[0125] The second intelligent power unit receives the second power instruction sent by the vehicle controller, and outputs power according to the second power instruction.

[0126] Those skilled in the art should understand that the modules or steps of the present invention described above can be implemented by a general-purpose computer device, or alternatively, they can be implemented by a program code executable by a computing device, so that they can be stored in a storage device and executed by the computing device, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. The present invention is not limited to any specific combination of hardware and software.

[0127] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. Heavy-duty vehicle dual intelligent power unit energy coordination distribution control system, characterized by: It includes a vehicle controller, a first intelligent power unit, a second intelligent power unit, and a battery management system, wherein: The battery management system is used to obtain the status information of the power battery and send it to the vehicle controller; A vehicle controller, which is used to receive status information of the power battery, obtain the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, design constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and take the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solve the first power command and the second power command that ensure the power battery SOC is at a certain threshold or a set power and the power condition of the vehicle, and send the first power command to the first intelligent power unit and send the second power command to the second intelligent power unit; A first intelligent power unit, which is used to receive a first power instruction sent by the vehicle controller and output power according to the first power instruction; The second intelligent power unit is used to receive a second power instruction sent by the vehicle controller and output power according to the second power instruction.

2. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 1, characterized in that: The status information of the power battery includes the remaining power SOC of the power battery; the status information of the first intelligent power unit and the second intelligent power unit includes the water temperature status information, fault status information, and maximum power limit information of the first and second intelligent power units; the required power of the whole vehicle includes the driving power and the auxiliary electric component power.

3. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 2, characterized in that: The constraints are as follows: SOC L <SOC<SOC H 0<P IPUlimit <P IPUMAX T L <T<T H T m,min <T m <T m,max IPU1 Fault ∈(0,1) IPU2 Fault ∈(0,1) Among them, SOC is the power of the power battery; SOC L The minimum power of the power battery; SOC H P is the maximum power of the power battery; IPU is the output power of the power unit; P IPUlimit is the power limit value of the intelligent power unit; P IPUMAX is the maximum output power of the power unit; T L is the minimum water temperature of the engine of the power unit; T is the water temperature of the engine of the power source; T H The maximum water temperature of the power supply engine; IPU1 Fault and IPU2 Fault T is the first and second intelligent power failure status information; m,min is the minimum required torque of the drive motor; T m is the required torque of the driving motor; T m,max is the maximum required torque of the drive motor.

4. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 1, characterized in that: The objective function is: H 1,i The fuel consumption of the power unit 1 at the i-th time state; H 2,k The fuel consumption of the power unit 2 at the i-th time state; k soc Power battery power coefficient; H bat,i The equivalent fuel consumption of the power battery at the i-th time state; k mot Driving motor acceleration factor; H mot,i The equivalent fuel consumption of the electric energy consumed by the driving motor at the i-th time state.

5. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 4, characterized in that: The vehicle controller is also used to define a power distribution coefficient C of a dual power unit according to the state of the intelligent power unit. p ,P req =P ipu1 +(1-C p ) ipu2 .P req The total torque of the power unit, P ipu1 P ipu2 Power unit output power.

6. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 4, characterized in that: The vehicle controller is also used to balance the power instructions of the power battery and the dual intelligent power unit according to the driving conditions and the maximum discharge power of the power battery, and define the power battery discharge coefficient C B , the power command sent to the power unit is P 1REAL =C B P 1CAL ,P 2REAL =C B P 2CAL .

7. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 1, characterized in that: The power battery SOC is set to 30%-80%.

8. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 2, characterized in that: The vehicle controller is also used to allocate power requests using a rule-based method when it is determined that the current state of the vehicle is a standby state: The vehicle controller determines that the remaining power SOC of the power battery has reached the low threshold SOC L1 When the first intelligent power unit and the second intelligent power unit both generate electricity at half of the maximum charging power of the power battery; When the remaining power SOC of the power battery reaches the high threshold SOC H1 When the first intelligent power unit and the second intelligent power unit are in operation, the intelligent power unit with longer operation time is shut down, and the other intelligent power unit with shorter operation time outputs power to meet the needs of the electric accessories of the whole vehicle.

9. The heavy-duty vehicle dual intelligent power unit energy coordination distribution control system as claimed in claim 2, characterized in that: The power of the auxiliary electric components includes the sum of the power required by the steering system, suspension system, cooling system, and equipment power system.

10. A method for coordinated energy distribution control of dual intelligent power units of heavy-duty vehicles, characterized in that: The following steps are involved: The battery management system obtains the status information of the power battery and sends it to the vehicle controller; The vehicle controller receives the status information of the power battery, obtains the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, and when judging that the current state of the vehicle is the driving state, designs the constraint conditions based on the status information of the power battery, the required power of the vehicle, the status information of the first intelligent power unit and the second intelligent power unit, takes the minimum fuel consumption of the first intelligent power unit and the second intelligent power unit as the objective function, solves the first power instruction and the second power instruction that ensure the SOC of the power battery is at a certain threshold or a set power and the power condition of the vehicle, sends the first power instruction to the first intelligent power unit, and sends the second power instruction to the second intelligent power unit; The first intelligent power unit receives a first power instruction sent by the vehicle controller, and outputs power according to the first power instruction; The second intelligent power unit receives the second power instruction sent by the vehicle controller, and outputs power according to the second power instruction.

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