Parallel hybrid power torque distribution method, device, equipment and medium

Abstract

The present application provides a parallel hybrid torque distribution method, device, equipment and medium, which relates to the field of new energy vehicle technology. The method includes: traversing the distributed torque of the engine at different motor speeds and different required torques; in any round of traversal, if the current distributed torque of the engine is less than the current required torque, then calculating the fuel equivalent factor of the motor in the power-assist mode based on the energy recovery coefficient; if it is greater than the current required torque, then calculating the fuel equivalent factor of the motor in the charging mode; selecting the distributed torque of the engine corresponding to the fuel equivalent factor that meets the set conditions as the target distributed torque of the engine at the current speed and the current required torque; establishing a torque distribution table based on the target distributed torques of the engine and motor at different speeds and different required torques; obtaining the real-time speed and real-time required torque of the motor, and obtaining the real-time distributed torque through the torque distribution table. The present application can reduce the energy consumption of the entire vehicle.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a parallel hybrid power torque distribution method, device, equipment and medium. Background Art

[0002] At present, the mainstream hybrid power torque distribution method is mainly based on the required torque, controlling the engine torque near the optimal torque line, and the motor makes up the remaining torque.

[0003] Although the above method has certain reliability in practical applications, the energy consumption is not the lowest, which affects the energy-saving effect of the vehicle hybrid system. Summary of the Invention

[0004] The present application provides a parallel hybrid power torque distribution method, device, equipment and medium to solve the problem in the prior art of how to more reasonably distribute torque to minimize energy consumption.

[0005] In a first aspect, the present application provides a parallel hybrid power torque distribution method, which is applied to a parallel hybrid power vehicle, the vehicle including an engine, a motor, and a battery, the method comprising:

[0006] traversing the distributed torque of the engine under different speeds and different required torques of the motor;

[0007] During any round of traversal, if the current distributed torque of the engine is less than the current required torque, the fuel equivalent factor of the motor in the power-assist mode is calculated based on the energy recovery coefficient; if the current distributed torque of the engine is greater than the current required torque, the fuel equivalent factor of the motor in the charging mode is calculated, wherein the energy recovery coefficient is used to represent the proportion of the battery power increase brought about by energy recovery to the total battery power increase;

[0008] selecting the distributed torque of the engine corresponding to the fuel equivalence factor that meets the set conditions as the target distributed torque of the engine at the current speed and the current required torque, wherein the target distributed torque of the motor is the difference between the current required torque and the target distributed torque of the engine. The fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and the motor under different torque distribution modes;

[0009] establishing a torque distribution table according to the target distribution torques of the engine and the motor at the different speeds and the different required torques;

[0010] The real-time rotation speed and the real-time required torque of the motor are obtained, and the real-time distributed torques of the engine and the motor are obtained respectively through the torque distribution table.

[0011] In a second aspect, the present application provides a parallel hybrid torque distribution device, configured in a parallel hybrid vehicle, the vehicle including an engine, a motor, and a battery, the device comprising:

[0012] A traversal module, configured to traverse the distributed torque of the engine under different rotational speeds and different required torques of the motor;

[0013] a fuel equivalence factor calculation module, configured to calculate, during any round of traversal, the fuel equivalence factor of the motor in the power-assist mode based on an energy recovery coefficient if the current distributed torque of the engine is less than the current required torque; and to calculate the fuel equivalence factor of the motor in the charging mode if the current distributed torque of the engine is greater than the current required torque, wherein the energy recovery coefficient is used to represent the proportion of the battery charge increase due to energy recovery relative to the total battery charge increase;

[0014] a selection module configured to select a distributed torque of the engine corresponding to a fuel equivalence factor that meets set conditions as a target distributed torque of the engine at a current speed and a current required torque, wherein the target distributed torque of the motor is a difference between the current required torque and the target distributed torque of the engine, and the fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and the motor under different torque distribution modes;

[0015] a torque distribution table establishing module, configured to establish a torque distribution table according to the target distribution torques of the engine and the motor at the different speeds and the different required torques;

[0016] The torque distribution module is used to obtain the real-time rotation speed and real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through the torque distribution table.

[0017] In a third aspect, the present application also provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the parallel hybrid torque distribution method as described in any one of the embodiments of the present application is implemented.

[0018] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the parallel hybrid power torque distribution method as described in any one of the embodiments of the present application.

[0019] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the parallel hybrid power torque distribution method as described in any one of the embodiments of the present application.

[0020] In a sixth aspect, the present application also provides a parallel hybrid vehicle, comprising an engine, a motor and a battery, and the vehicle is further configured with a parallel hybrid torque distribution device as described in any one of the embodiments of the present application.

[0021] The parallel hybrid torque distribution method, device, equipment and medium provided in the present application calculate the fuel equivalence factor of the motor in the power-assist mode and the charging mode by comparing the current distributed torque of the engine with the current required torque. When calculating the fuel equivalence factor of the power-assist mode, an energy recovery coefficient representing the proportion of the increase in battery power due to energy recovery relative to the total increase in battery power is incorporated. Then, a torque distribution method corresponding to the fuel equivalence factor that meets the set conditions is selected to establish a torque distribution table. During vehicle operation, the torque distribution method of the engine and motor corresponding to the current real-time speed and real-time required torque is obtained based on the torque distribution table. In this way, while meeting the vehicle's power performance, the energy consumption of the entire vehicle can be minimized, thereby improving the energy-saving effect of the vehicle's hybrid system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 A flow chart of a parallel hybrid power torque distribution method provided in an embodiment of the present application;

[0024] Figure 2 A logic block diagram of a method for calculating the fuel equivalent factor in the torque distribution method provided in an embodiment of the present application;

[0025] Figure 3 A flow chart of another parallel hybrid power torque distribution method provided in an embodiment of the present application;

[0026] Figure 4 A logic block diagram for determining whether the engine intervention condition is met in the torque distribution method provided in an embodiment of the present application;

[0027] Figure 5 A flow chart of another parallel hybrid power torque distribution method provided in an embodiment of the present application;

[0028] Figure 6 A logic block diagram of torque distribution in hybrid mode in the torque distribution method provided in an embodiment of the present application;

[0029] Figure 7 A schematic structural diagram of a parallel hybrid power torque distribution device provided in an embodiment of the present application;

[0030] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0031] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0032] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are intended only to illustrate the present application and are not intended to limit the present application. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions of the present application, not all of the structures.

[0033] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance. The acquisition, storage, use, processing, etc. of data in the technical solution of this application comply with the relevant provisions of national laws and regulations. It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned, and they should be regarded as exemplary. Their purpose is only to illustrate the feasibility of the implementation of the technical solution of this application, but it does not mean that the applicant has or must use the relevant content of the solution.

[0034] Figure 1 This is a flow chart of a parallel hybrid torque distribution method provided in an embodiment of the present application. This embodiment is applicable to the case where a parallel hybrid vehicle distributes torque between the engine and the motor when entering hybrid mode. The method can be executed by a parallel hybrid torque distribution device, which can be implemented in software and / or hardware, and is preferably configured in a parallel hybrid vehicle, which includes an engine, a motor, and a battery. Figure 1 As shown, the method specifically includes:

[0035] S101 , traversing the distributed torque of the engine under different rotational speeds and different required torques of the motor.

[0036] S102. During any round of traversal, if the current distributed torque of the engine is less than the current required torque, the fuel equivalent factor of the motor in the power-assist mode is calculated based on the energy recovery coefficient; if the current distributed torque of the engine is greater than the current required torque, the fuel equivalent factor of the motor in the charging mode is calculated.

[0037] Among them, the energy recovery coefficient is used to indicate the proportion of the battery power increase brought about by energy recovery to the total battery power increase.

[0038] S103: Selecting the distributed torque of the engine corresponding to the fuel equivalent factor that meets the set conditions as the target distributed torque of the engine under the current speed and the current required torque.

[0039] Among them, the target distribution torque of the motor is the difference between the current required torque and the target distribution torque of the engine, and the fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and motor under different torque distribution methods.

[0040] S104: Establish a torque distribution table according to the target distribution torques of the engine and the motor at different speeds and different required torques.

[0041] S105 : Acquire the real-time rotation speed and real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through a torque distribution table.

[0042] Specifically, when calculating the fuel equivalence factor, a traversal method is adopted. First, the possible distributed torques of the engine are traversed for different motor speeds and different required torques at each motor speed, and the fuel equivalence factor corresponding to the torque distribution method under each set of motor speeds and required torques is calculated. The distributed torque of the engine corresponding to the fuel equivalence factor that meets the set conditions is selected as the target distributed torque of the engine under the current motor speed and required torque of the group. The difference between the required torque and the target distributed torque of the engine is the target distributed torque of the motor. The required torque is related to the driving state of the vehicle and the surrounding environment. The specific method of obtaining it can be referred to the existing technology and will not be repeated here.

[0043] The fuel equivalence factor measures the equivalent fuel consumption of the engine and motor under different torque distribution methods. Therefore, selecting appropriate settings can keep fuel consumption within acceptable limits. For example, minimizing the fuel equivalence factor minimizes vehicle energy consumption, thereby enhancing the energy efficiency of the hybrid system.

[0044] The fuel equivalence factor is calculated in two ways. If the engine's current distributed torque is less than the current required torque, the fuel equivalence factor for the motor in power-assisted mode is calculated based on the energy recovery coefficient. If the engine's current distributed torque is greater than the current required torque, the fuel equivalence factor for the motor in charging mode is calculated. The engine's current distributed torque is the currently traversed distributed torque. By comparing the engine's current distributed torque with the current required torque, the fuel equivalence factor for both power-assisted mode and charging mode can be calculated. This allows for a comprehensive comparison of the fuel equivalence factors under different torque distribution methods, selecting the torque distribution method with the lowest fuel equivalence factor to achieve energy savings.

[0045] In this embodiment of the present application, the energy recovery factor is incorporated into the calculation of the fuel equivalence factor when the motor is in power-assisted mode. The energy recovery factor represents the percentage of the increase in battery charge due to energy recovery relative to the total increase in battery charge. In other words, the calculation of the fuel equivalence factor in this embodiment of the present application takes into account the impact of brake energy recovery, resulting in a more accurate fuel equivalence factor in power-assisted mode, which in turn allows for a more accurate torque distribution method to be determined later.

[0046] In one embodiment, the fuel equivalence factor when the motor is in power-assisted mode is calculated according to the following formula:

[0047]

[0048] The fuel equivalence factor when the motor is in charging mode is calculated using the following formula:

[0049]

[0050] Among them, T eng The current torque distribution of the engine, B eng is the fuel consumption of the engine at the current speed and torque, T isg is the current distributed torque of the motor, B avr is the average fuel consumption rate of the engine, and are the motor discharge efficiency, battery discharge efficiency, motor charging efficiency and battery charging efficiency at the current motor speed and torque, respectively. rea is the current required torque, B rea is the engine fuel consumption corresponding to the current required torque; E is the energy recovery coefficient.

[0051] In the embodiment of the present application, the energy recovery coefficient is determined by analyzing the ratio of the total energy recovered by braking to the total energy generated by the motor when the vehicle is running on a road spectrum, and different road spectra correspond to different energy recovery coefficients. For example, the energy recovery coefficients obtained in different environments such as highways, cities or towns are not the same. Therefore, when calculating the fuel equivalence factor in the above embodiment of the present application, the corresponding energy recovery coefficient can also be selected in combination with different road spectra for calculation. In this way, the torque distribution method for different road spectra can be obtained in a more targeted manner, so that the purpose of minimizing energy consumption can be achieved in different environments.

[0052] Figure 2 This is a logic block diagram of the method for calculating the fuel equivalence factor in the torque distribution method provided in an embodiment of the present application. As can be seen from the figure, for a certain set of speeds and required torques, the target engine torque distribution is traversed. In this case, the traversed interval can have a minimum value of 1 and a maximum value of the engine's external characteristic torque at the current speed. For the currently traversed torque distribution method, the fuel equivalence factor during assist is calculated based on parameters including engine torque, engine torque specific fuel consumption, motor torque, motor discharge efficiency, battery discharge efficiency, motor charging efficiency, battery charging efficiency, energy recovery coefficient, engine average specific fuel consumption, required torque, and required torque specific fuel consumption. When calculating the fuel equivalence factor during charging, the parameters used include engine torque, engine torque specific fuel consumption, motor torque, motor charging efficiency, battery charging efficiency, engine average specific fuel consumption, required torque, and required torque specific fuel consumption. The average engine specific fuel consumption is the result of averaging the universal characteristics. For different operating conditions and vehicle models, this average specific fuel consumption can be optimized based on the distribution ratio of the engine's commonly used operating points. At the same time, the energy recovery coefficient is determined through road spectrum analysis on the assumption that the system maintains power balance.

[0053] The parallel hybrid torque distribution method, device, equipment and medium provided in the present application calculate the fuel equivalence factor of the motor in the power-assist mode and the charging mode by comparing the current distributed torque of the engine with the current required torque. When calculating the fuel equivalence factor of the power-assist mode, an energy recovery coefficient representing the proportion of the increase in battery power due to energy recovery relative to the total increase in battery power is incorporated. Then, a torque distribution method corresponding to the fuel equivalence factor that meets the set conditions is selected to establish a torque distribution table. During vehicle operation, the torque distribution method of the engine and motor corresponding to the current real-time speed and real-time required torque is obtained based on the torque distribution table. In this way, while meeting the vehicle's power performance, the energy consumption of the entire vehicle can be minimized, thereby improving the energy-saving effect of the vehicle's hybrid system.

[0054] Figure 3 This is a flow chart of another parallel hybrid torque distribution method provided in an embodiment of the present application. Figure 3 As shown, the method includes:

[0055] S301 , traversing the distributed torque of the engine under different rotational speeds and different required torques of the motor.

[0056] S302. During any round of traversal, if the current distributed torque of the engine is less than the current required torque, the fuel equivalent factor of the motor in the power-assist mode is calculated based on the energy recovery coefficient; if the current distributed torque of the engine is greater than the current required torque, the fuel equivalent factor of the motor in the charging mode is calculated.

[0057] S303: Selecting the distributed torque of the engine corresponding to the fuel equivalent factor that meets the set conditions as the target distributed torque of the engine under the current speed and the current required torque.

[0058] S304: Establish a torque distribution table according to the target distribution torques of the engine and the motor at different speeds and different required torques.

[0059] S305: Based on the vehicle's real-time speed, throttle opening, and battery status, determine whether the engine intervention conditions are currently met. If so, enter the hybrid mode and execute S306.

[0060] S306 : Acquire the real-time speed and real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through the torque distribution table.

[0061] In one embodiment, if the current throttle opening is greater than 80%, indicating a high throttle, the engine is forced to engage to maintain vehicle power. If the current throttle opening is less than 80%, indicating a low throttle, a table is used to determine whether to start the engine. The X-axis represents the battery's state of charge (SOC), and the Y-axis represents vehicle speed. For a 6-speed transmission, for example, when the battery level is low and below 30%, and the vehicle speed is greater than or equal to 10 km / h, the engine starts. As the battery level increases, the engine engages when the SOC is between 30% and 40% and the vehicle speed is greater than or equal to 20 km / h. The engine engages when the SOC is between 40% and 50% and the vehicle speed is greater than or equal to 30 km / h. The engine engages when the SOC is between 50% and 60% and the vehicle speed is greater than or equal to 40 km / h. The engine engages when the SOC is between 60% and 80% and the vehicle speed is greater than or equal to 50 km / h. The engine engages when the SOC is greater than 80% and the vehicle speed is greater than or equal to 60 km / h.

[0062] The embodiment of the present application controls the conditions for engine intervention so that the power of the entire vehicle can be kept as balanced as possible during operation. At the same time, the engine is forced to intervene when the throttle is high, thereby ensuring the power of the entire vehicle.

[0063] Figure 4This is a logic block diagram for determining whether the engine engagement conditions are met in the torque distribution method provided in an embodiment of this application. As shown, when the throttle opening is greater than 80%, the engine starts; when the throttle opening is less than 80%, a two-dimensional table of vehicle speed and SOC is queried. If the conditions in the table are met, the output is 1, and the engine starts; otherwise, the output is 0, and pure electric mode is entered.

[0064] Furthermore, when the brake pedal is depressed, the engine cut-out condition is met, and the system enters braking mode, where the motor torque is calculated based on the energy recovery strategy. At lower speeds, the engine cut-out condition is met, and the system enters pure electric mode, distributing all required torque to the motor.

[0065] Figure 5 This is a flow chart of another parallel hybrid torque distribution method provided in an embodiment of the present application. Figure 5 As shown, the method includes:

[0066] S501 , traversing the distributed torque of the engine under different rotational speeds and different required torques of the motor.

[0067] S502. During any round of traversal, if the current distributed torque of the engine is less than the current required torque, the fuel equivalent factor of the motor in the power-assist mode is calculated based on the energy recovery coefficient; if the current distributed torque of the engine is greater than the current required torque, the fuel equivalent factor of the motor in the charging mode is calculated.

[0068] S503: Selecting the distributed torque of the engine corresponding to the fuel equivalent factor that meets the set conditions as the target distributed torque of the engine under the current speed and the current required torque.

[0069] S504: Establish a torque distribution table according to the target distribution torques of the engine and the motor at different speeds and different required torques.

[0070] S505 : Acquire the real-time rotation speed and real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through a torque distribution table.

[0071] S506 , determining whether the real-time distributed torque of the motor exceeds the motor torque limit; if so, executing S507 ; if not, executing S508 .

[0072] S507 : Allocate the motor torque limit to the motor, and allocate the difference between the real-time required torque and the motor torque limit to the engine.

[0073] S508: Distribute the real-time distribution torques of the engine and the motor obtained from the torque distribution table to the engine and the motor respectively.

[0074] Specifically, after obtaining the real-time allocated torque for the engine and motor, it is necessary to determine whether the real-time allocated torque for the motor exceeds the motor torque limit, and handle the situation accordingly. If the real-time allocated torque does not exceed the motor torque limit, the obtained real-time allocated torque is distributed. If the real-time allocated torque exceeds the motor torque limit, the motor torque limit is allocated, and the difference between the real-time required torque and the motor torque limit is allocated to the engine.

[0075] Figure 6 This is a logic block diagram of torque distribution in hybrid mode in the torque distribution method provided in an embodiment of the present application. As shown in the figure, the torque distribution method when the fuel equivalence factor is minimum refers to the initial distribution of engine torque and the initial distribution of motor torque. This distribution method is only used when the initial distribution of motor torque does not exceed the motor torque limit. When the motor torque limit is exceeded, the motor torque limit is used as the final target distribution of motor torque for distribution, and the difference between the required torque and the target distribution of engine torque is the target distribution of engine torque. In this way, the rationality of torque distribution can be further improved.

[0076] Figure 7 This is a schematic diagram of the structure of a parallel hybrid torque distribution device provided in an embodiment of the present application. The device is configured in a parallel hybrid vehicle, which includes an engine, a motor and a battery. Figure 7 As shown, the device 70 includes:

[0077] A traversal module 710 is configured to traverse the distributed torque of the engine under different speeds and different required torques of the motor;

[0078] A fuel equivalence factor calculation module 720 is configured to calculate, during any round of traversal, the fuel equivalence factor of the motor in the assist mode based on an energy recovery coefficient if the current distributed torque of the engine is less than the current required torque; and to calculate the fuel equivalence factor of the motor in the charging mode if the current distributed torque of the engine is greater than the current required torque, wherein the energy recovery coefficient represents the proportion of the battery charge increase due to energy recovery relative to the total battery charge increase;

[0079] a selection module 730 configured to select a distributed torque of the engine corresponding to a fuel equivalence factor that meets set conditions as a target distributed torque of the engine at a current speed and a current required torque, wherein the target distributed torque of the motor is the difference between the current required torque and the target distributed torque of the engine, and the fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and the motor under different torque distribution modes;

[0080] a torque distribution table establishing module 740 for establishing a torque distribution table according to the target distribution torques of the engine and the motor at the different speeds and the different required torques;

[0081] The torque distribution module 750 is configured to obtain the real-time rotational speed and the real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through the torque distribution table.

[0082] In some embodiments, the fuel equivalence factor when the motor is in power-assisted mode is calculated according to the following formula:

[0083]

[0084] Among them, T eng The current torque distribution of the engine, B eng is the fuel consumption of the engine at the current speed and torque, T isg is the current distributed torque of the motor, B avr is the average fuel consumption rate of the engine, and are the motor discharge efficiency, battery discharge efficiency, motor charging efficiency and battery charging efficiency at the current motor speed and torque, respectively. rea is the current required torque, B req is the engine fuel consumption corresponding to the current required torque; E is the energy recovery coefficient.

[0085] In some embodiments, the energy recovery coefficient is determined by analyzing the ratio of the total energy recovered by braking to the total energy generated by the motor during the operation of the vehicle on a road spectrum, and different road spectra correspond to different energy recovery coefficients.

[0086] In some embodiments, the fuel equivalence factor when the motor is in charging mode is calculated according to the following formula:

[0087]

[0088] In some embodiments, the apparatus further comprises an intervention condition determination module, wherein the intervention condition determination module comprises:

[0089] a first determination unit configured to determine whether an engine intervention condition is currently satisfied based on the vehicle's real-time speed, throttle position, and battery status before the torque distribution module 750 obtains the motor's real-time speed and real-time required torque;

[0090] The processing unit is configured to enter the hybrid mode if the judgment is yes, and execute the step of obtaining the real-time speed and the real-time required torque of the motor.

[0091] In some embodiments, the device further includes a limit value determination module, and the limit value determination module includes:

[0092] a second judging unit, configured to judge whether the real-time distributed torque of the motor exceeds a motor torque limit;

[0093] a first allocating unit, configured to allocate the real-time allocated torques of the engine and the motor, respectively, obtained from the torque allocation table, to the engine and the motor if it is determined that the motor torque limit is not exceeded;

[0094] The second allocation unit is configured to allocate the motor torque limit to the motor if it is determined that the motor torque limit is exceeded, and allocate the difference between the real-time required torque and the motor torque limit to the engine.

[0095] The parallel hybrid power torque distribution device provided in the embodiment of the present application can be used to implement the technical solution of the parallel hybrid power torque distribution method in the above embodiment. Its implementation principle and technical effects are similar and will not be repeated here.

[0096] It should be understood that the division of the various modules in the above apparatus is merely a division of logical functions. In actual implementation, they can be fully or partially integrated into a single physical entity or physically separated. Furthermore, these modules can be implemented entirely in software invoked by a processing element, entirely in hardware, or partially in software invoked by a processing element, while others can be implemented in hardware. For example, the fuel equivalence factor calculation module 720 can be a separate processing element or integrated into a chip in the above apparatus. Furthermore, it can be stored in the form of program code in the memory of the above apparatus, invoked by a processing element in the apparatus, and perform the functions of the fuel equivalence factor calculation module 720. The implementation of other modules is similar. Furthermore, these modules can be fully or partially integrated or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, the steps of the above method or the above modules can be performed by hardware integrated logic circuits in the processor element or by software instructions.

[0097] Figure 8 This is a schematic diagram of the structure of the electronic device provided in the embodiment of the present application. Figure 8 As shown, the electronic device may include: a transceiver 121 , a processor 122 , and a memory 123 .

[0098] The processor 122 executes the computer-executable instructions stored in the memory, so that the processor 122 implements the solutions in the above embodiments. The processor 122 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0099] The memory 123 is connected to the processor 122 via a system bus and communicates with the processor 122. The memory 123 is used to store computer program instructions.

[0100] The transceiver 121 may be used to obtain tasks to be executed and configuration information of the tasks to be executed.

[0101] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, among others. The system bus can be divided into an address bus, a data bus, a control bus, and so on. For ease of illustration, the figure shows only one thick line, but this does not imply that there is only one bus or only one type of bus. Transceivers are used to enable communication between the database access device and other computers (e.g., clients, read-write libraries, and read-only libraries). Memory may include random access memory (RAM) and non-volatile memory.

[0102] The electronic device provided in the embodiment of the present application may be the terminal device of the above embodiment.

[0103] An embodiment of the present application further provides a parallel hybrid vehicle, comprising an engine, a motor and a battery. The vehicle is further configured with a parallel hybrid torque distribution device as described in any one of the embodiments of the present application.

[0104] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on a computer, the computer executes the technical solution of the parallel hybrid power torque distribution method of the above embodiment.

[0105] An embodiment of the present application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium. When at least one processor executes the computer program, it can implement the technical solution of the parallel hybrid torque distribution method in the above embodiment.

[0106] The computer program product, during implementation, may be written in one or more programming languages ​​or a combination thereof, for performing the operations of the present application, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0107] Note that the above are only preferred embodiments of the present application and the technical principles employed. Those skilled in the art will understand that the present application is not limited to the specific embodiments herein, and that various obvious changes, readjustments, and substitutions can be made by those skilled in the art without departing from the scope of protection of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present application. The scope of the present application is determined by the scope of the appended claims.

Claims

1. A parallel hybrid power torque distribution method, applied to a parallel hybrid power vehicle, the vehicle comprising an engine, a motor and a battery, characterized in that: The method comprises: traversing the distributed torque of the engine under different speeds and different required torques of the motor; During any round of traversal, if the current distributed torque of the engine is less than the current required torque, the fuel equivalent factor of the motor in the power-assist mode is calculated based on the energy recovery coefficient; if the current distributed torque of the engine is greater than the current required torque, the fuel equivalent factor of the motor in the charging mode is calculated, wherein the energy recovery coefficient is used to represent the proportion of the battery power increase brought about by energy recovery to the total battery power increase; selecting the distributed torque of the engine corresponding to the fuel equivalence factor that meets the set conditions as the target distributed torque of the engine at the current speed and the current required torque, wherein the target distributed torque of the motor is the difference between the current required torque and the target distributed torque of the engine. The fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and the motor under different torque distribution modes; establishing a torque distribution table according to the target distribution torques of the engine and the motor at the different speeds and the different required torques; Obtaining the real-time speed and real-time required torque of the motor, and obtaining the real-time distributed torque of the engine and the motor respectively through the torque distribution table; The fuel equivalence factor when the motor is in power-assisted mode is calculated according to the following formula: ； The fuel equivalence factor when the motor is in charging mode is calculated according to the following formula: ； in, The current torque distribution of the engine, is the fuel consumption corresponding to the engine at the current speed and torque, is the current distributed torque of the motor, is the average fuel consumption rate of the engine, 、 、 and They are the motor discharge efficiency, battery discharge efficiency, motor charging efficiency and battery charging efficiency at the current motor speed and torque, is the current required torque, is the engine fuel consumption corresponding to the current required torque; E is the energy recovery coefficient.

2. The method according to claim 1, characterized in that The energy recovery coefficient is determined by analyzing the ratio of the total energy recovered by braking to the total energy generated by the motor during the vehicle's road spectrum operation, and different road spectra correspond to different energy recovery coefficients.

3. The method according to claim 1, characterized in that Before obtaining the real-time speed and the real-time required torque of the motor, the method further includes: determining whether an engine intervention condition is currently met based on the real-time vehicle speed, throttle opening, and battery status of the vehicle; If so, the hybrid mode is entered, and the step of obtaining the real-time speed and the real-time required torque of the motor is executed.

4. The method according to claim 1, wherein Also includes: Determining whether the real-time distributed torque of the motor exceeds the motor torque limit; If not, the real-time allocated torques of the engine and the motor obtained from the torque allocation table are allocated to the engine and the motor respectively; If so, the motor torque limit is allocated to the motor, and the difference between the real-time required torque and the motor torque limit is allocated to the engine.

5. A parallel hybrid torque distribution device, configured in a parallel hybrid vehicle, the vehicle comprising an engine, a motor and a battery, characterized in that: The device comprises: A traversal module, configured to traverse the distributed torque of the engine under different rotational speeds and different required torques of the motor; a fuel equivalence factor calculation module, configured to calculate, during any round of traversal, the fuel equivalence factor of the motor in the power-assist mode based on an energy recovery coefficient if the current distributed torque of the engine is less than the current required torque; and to calculate the fuel equivalence factor of the motor in the charging mode if the current distributed torque of the engine is greater than the current required torque, wherein the energy recovery coefficient is used to represent the proportion of the battery charge increase due to energy recovery relative to the total battery charge increase; a selection module configured to select a distributed torque of the engine corresponding to a fuel equivalence factor that meets set conditions as a target distributed torque of the engine at a current speed and a current required torque, wherein the target distributed torque of the motor is a difference between the current required torque and the target distributed torque of the engine, and the fuel equivalence factor is used to measure the equivalent fuel consumption of the engine and the motor under different torque distribution modes; a torque distribution table establishing module, configured to establish a torque distribution table according to the target distribution torques of the engine and the motor at the different speeds and the different required torques; a torque distribution module, configured to obtain the real-time rotational speed and the real-time required torque of the motor, and obtain the real-time distributed torque of the engine and the motor respectively through the torque distribution table; The fuel equivalence factor when the motor is in power-assisted mode is calculated according to the following formula: ； The fuel equivalence factor when the motor is in charging mode is calculated according to the following formula: ； in, The current torque distribution of the engine, is the fuel consumption corresponding to the engine at the current speed and torque, is the current distributed torque of the motor, is the average fuel consumption rate of the engine, 、 、 and They are the motor discharge efficiency, battery discharge efficiency, motor charging efficiency and battery charging efficiency at the current motor speed and torque, is the current required torque, is the engine fuel consumption corresponding to the current required torque; E is the energy recovery coefficient.

6. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the parallel hybrid power torque distribution method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the parallel hybrid power torque distribution method according to any one of claims 1 to 4.

8. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the parallel hybrid power torque distribution method according to any one of claims 1 to 4.

9. A parallel hybrid vehicle comprising an engine, a motor and a battery, characterized in that: The vehicle is further provided with the parallel hybrid torque distribution device as claimed in claim 5 .

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