Torque distribution method and device of hybrid electric vehicle and electronic equipment

Abstract

The embodiment of the invention provides a torque distribution method and device of a hybrid electric vehicle and electronic equipment, and relates to the technical field of new energy automobiles, and the method comprises the steps that the running state of the hybrid electric vehicle is determined in response to the situation that a demand energy mode of the hybrid electric vehicle is a hybrid power mode; in the non-energy recovery state, the engine demand torque lower limit is determined according to the engine working mode and the first parameter; the first engine demand torque is adjusted according to the engine demand torque lower limit, and torque distribution is conducted based on the adjusted second engine demand torque; in the energy recovery state, a third engine demand torque is determined according to the engine working mode and a pre-calibrated torque adjusting curve; and performing torque distribution based on the third engine demand torque. According to the embodiment of the invention, the reduction of the after-treatment temperature of the engine can be reduced, and the emission of nitrogen oxides is effectively reduced, so that carbon deposition is eliminated in advance, and the number of times of parking regeneration is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a torque distribution method, device and electronic equipment for a hybrid vehicle. Background Art

[0002] To meet increasingly stringent emission standards, China VI engines are equipped with DPFs (Diesel Particulate Filters) to capture soot particles in the exhaust. As the vehicle's operating time increases, soot particles will accumulate in large quantities and clog the DPF, increasing exhaust back pressure and causing the engine's power and economic performance to deteriorate. Therefore, it is necessary to promptly remove the soot particles in the DPF and ensure the combustion of soot particles by increasing the engine exhaust temperature. This is DPF regeneration. DPF regeneration includes driving regeneration and parking regeneration. Driving regeneration refers to increasing the engine exhaust temperature and eliminating carbon deposits by controlling the engine torque and speed while the vehicle is driving; parking regeneration refers to when the carbon load is too high and has seriously affected driving, and forced parking regeneration is required to eliminate carbon deposits. At the same time, China VI engines are also equipped with SCRs (Selective Catalytic Reduction) to reduce the emission of nitrogen oxides in diesel engine exhaust. When the SCR temperature is too low, the nitrogen oxides do not react fully, which can easily lead to excessive emissions.

[0003] Hybrid vehicles commonly used for short-distance driving, such as P2 hybrid vehicles, usually have engines that operate at low temperatures, resulting in incomplete combustion and the easy formation of carbon deposits. Insufficient exhaust temperature can easily lead to excessive nitrogen oxides in the SCR. In addition, insufficient exhaust temperature can also lead to frequent entry and exit of driving regeneration mode, resulting in incomplete regeneration. As the vehicle's operating time increases, carbon deposits in the DPF gradually accumulate. When the accumulation reaches a certain level, parking regeneration will be performed to eliminate carbon deposits, resulting in high fuel consumption and long regeneration time. Therefore, it is necessary to provide a method for eliminating carbon deposits that can reduce the number of times the vehicle enters parking regeneration. Summary of the Invention

[0004] The embodiments of the present application provide a torque distribution method, device, and electronic device for a hybrid vehicle to alleviate or solve one or more technical problems existing in the prior art.

[0005] In a first aspect, an embodiment of the present application provides a torque distribution method for a hybrid vehicle, comprising:

[0006] In response to the demand energy mode of the hybrid vehicle being a hybrid mode, determining a driving state of the hybrid vehicle;

[0007] When the driving state is a non-energy recovery state, determining a lower limit of an engine demand torque based on an engine operating mode of the hybrid vehicle and a first parameter; adjusting a first engine demand torque of the hybrid vehicle based on the lower limit of the engine demand torque to obtain a second engine demand torque, and performing torque distribution based on the second engine demand torque;

[0008] When the driving state is an energy recovery state, the third engine required torque is determined according to the engine operating mode and a pre-calibrated first torque adjustment curve; the first torque adjustment curve is used to represent the correlation between the engine operating mode and the engine required torque; and torque distribution is performed based on the third engine required torque.

[0009] In a second aspect, an embodiment of the present application provides a torque distribution device for a hybrid vehicle, comprising:

[0010] a determination module, configured to determine a driving state of the hybrid vehicle in response to a demand energy mode of the hybrid vehicle being a hybrid mode;

[0011] a first distribution module configured to, when the driving state is a non-energy recovery state, determine a lower limit of an engine demand torque based on an engine operating mode of the hybrid vehicle and a first parameter; adjust a first engine demand torque of the hybrid vehicle based on the lower limit of the engine demand torque to obtain a second engine demand torque; and perform torque distribution based on the second engine demand torque;

[0012] The second distribution module is used to determine the third engine required torque according to the engine operating mode and a pre-calibrated first torque adjustment curve when the driving state is an energy recovery state; the first torque adjustment curve is used to represent the correlation between the engine operating mode and the engine required torque; and torque distribution is performed based on the third engine required torque.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor implements any method of the embodiments of the present application when executing the computer program.

[0014] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of any one of the embodiments of the present application is implemented.

[0015] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which implements any method of the embodiments of the present application when executed by a processor.

[0016] According to the technical solution of an embodiment of the present application, when the hybrid vehicle's energy demand mode is hybrid mode, the hybrid vehicle's driving state is determined. When the driving state is non-energy recovery, a lower limit of the engine demand torque is determined based on the hybrid vehicle's engine operating mode and a first parameter. Furthermore, the hybrid vehicle's first engine demand torque is adjusted based on the lower limit to obtain a second engine demand torque, and torque distribution is performed based on the second engine demand torque. When the driving state is energy recovery, a third engine demand torque is determined based on the engine operating mode and a pre-calibrated first torque adjustment curve, the first torque adjustment curve being used to represent the correlation between the engine operating mode and the engine demand torque. Torque distribution is performed based on the third engine demand torque. As can be seen, during torque distribution in non-regenerative mode, the lower limit of the engine's required torque can be specifically determined based on the engine's operating mode and the engine's first parameter, leading to targeted engine torque optimization. This not only ensures the engine's aftertreatment temperature and effectively reduces nitrogen oxide emissions during the aftertreatment process, but also increases the engine's required torque to a certain extent, thereby raising engine exhaust temperature, eliminating carbon deposits in advance, and reducing the number of parking regeneration attempts, further saving driving time and reducing fuel consumption. Furthermore, during torque distribution in regenerative mode, the engine's required torque can be adjusted based on the engine's operating mode, thereby controlling the engine's fuel injection to a smaller amount, minimizing the drop in aftertreatment temperature and further reducing the formation of carbon deposits.

[0017] The above description is only an overview of the technical solution of this application. In order to more clearly understand the technical means of this application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of this application more obvious and easy to understand, the specific implementation methods of this application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the multiple drawings represent the same or similar components or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings only depict some embodiments according to the present application and should not be regarded as limiting the scope of the present application.

[0019] Figure 1 A flow chart showing a torque distribution method for a hybrid vehicle provided in an embodiment of the present application is shown;

[0020] Figure 2 A flow chart showing a torque distribution method for a hybrid vehicle provided by another embodiment of the present application is shown;

[0021] Figure 3A flow chart showing a method for determining a lower limit of engine required torque provided by an embodiment of the present application is shown;

[0022] Figure 4 A block diagram of a torque distribution device for a hybrid vehicle provided by an embodiment of the present application is shown;

[0023] Figure 5 A block diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0024] Hereinafter, only certain exemplary embodiments are briefly described. As will be appreciated by those skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present application. Therefore, the drawings and description are to be regarded as illustrative in nature and not restrictive.

[0025] To facilitate understanding of the technical solutions of the embodiments of the present application, the following describes the related technologies of the embodiments of the present application. The following related technologies can be combined with the technical solutions of the embodiments of the present application as optional solutions, and all of them fall within the scope of protection of the embodiments of the present application.

[0026] The following terms will be used in the following text:

[0027] DPF: Diesel Particulate Filter, is a device used to capture particulate matter (such as soot, ash, etc.) in diesel engine exhaust.

[0028] Regeneration process: Over time, particulate matter accumulates in the DPF and needs to be removed through a regeneration process, which typically includes passive regeneration (such as through high-temperature oxidation during normal driving) and active regeneration (such as by increasing the exhaust temperature when the vehicle is stationary).

[0029] SCR: Selective Catalytic Reduction, a technology used to reduce nitrogen oxide emissions in diesel engine exhaust.

[0030] The following describes in detail the technical solution of this application and how it solves the aforementioned technical problems using specific embodiments. The several specific embodiments listed can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. The following describes the embodiments of this application in detail with reference to the accompanying drawings.

[0031] Figure 1 A flow chart of a torque distribution method for a hybrid vehicle provided in an embodiment of the present application is shown. Figure 1 As shown, the method may include step S101, step S102 and step S103.

[0032] Step S101 : In response to the demand energy mode of the hybrid vehicle being the hybrid mode, determining the driving state of the hybrid vehicle.

[0033] The driving state includes a non-energy recovery state or an energy recovery state. The non-energy recovery state may include a driving state or a coasting non-energy recovery state. The energy recovery state includes a braking state or a coasting energy recovery state.

[0034] Step S102, when the driving state is a non-energy recovery state, determining the lower limit of the engine demand torque according to the engine operating mode and the first parameter of the hybrid vehicle; adjusting the first engine demand torque of the hybrid vehicle according to the lower limit of the engine demand torque to obtain the second engine demand torque, and performing torque distribution based on the second engine demand torque.

[0035] The engine operating mode includes: DPF regeneration mode, SCR heating mode or normal operation mode. Normal operation mode refers to other modes except DPF regeneration mode and SCR heating mode.

[0036] The first parameter includes at least one of the following: DPF carbon load, engine speed, post-processing temperature, and power battery SOC (State of Charge). The post-processing temperature includes SCR temperature and DPF temperature.

[0037] The lower limit of the engine's required torque is the minimum output torque required for stable engine operation and to meet the basic power requirements of the hybrid vehicle. The first engine's required torque is the initial engine's required torque before any adjustments are made. The first engine's required torque is allocated based on the original torque distribution strategy.

[0038] When performing torque distribution based on the second engine demand torque, the total demand torque of the hybrid vehicle, i.e., the driver demand torque, can be determined first. Torque distribution is then performed based on the total demand torque and the second engine demand torque. Alternatively, the difference between the total demand torque and the second engine demand torque is calculated, and this difference is the motor demand torque.

[0039] Step S103 , when the driving state is the energy recovery state, determining the third engine required torque according to the engine operating mode and the pre-calibrated first torque adjustment curve; and performing torque distribution based on the third engine required torque.

[0040] When performing torque distribution based on the third engine's required torque, the total required torque of the hybrid vehicle, i.e., the driver's required torque, can be determined first. Torque distribution is then performed based on the total required torque and the third engine's required torque. Alternatively, the difference between the total required torque and the third engine's required torque can be calculated, and this difference is the motor's required torque.

[0041] The engine operating mode includes: DPF regeneration mode, SCR heating mode, or normal operation mode. The first torque adjustment curve is a pre-calibrated curve (CUR) that represents the correlation between the engine operating mode and the engine required torque. Optionally, the third engine required torque can be obtained by querying the engine operating mode as an input parameter of the first torque adjustment curve.

[0042] According to the technical solution of an embodiment of the present application, when the hybrid vehicle's energy demand mode is hybrid mode, the hybrid vehicle's driving state is determined. When the driving state is non-energy recovery, a lower limit of the engine demand torque is determined based on the hybrid vehicle's engine operating mode and a first parameter. Furthermore, the hybrid vehicle's first engine demand torque is adjusted based on the lower limit to obtain a second engine demand torque, and torque distribution is performed based on the second engine demand torque. When the driving state is energy recovery, a third engine demand torque is determined based on the engine operating mode and a pre-calibrated first torque adjustment curve, the first torque adjustment curve being used to represent the correlation between the engine operating mode and the engine demand torque. Torque distribution is performed based on the third engine demand torque. As can be seen, during torque distribution in non-regenerative mode, the lower limit of the engine's required torque can be specifically determined based on the engine's operating mode and the engine's first parameter, leading to targeted engine torque optimization. This not only ensures the engine's aftertreatment temperature and effectively reduces nitrogen oxide emissions during the aftertreatment process, but also increases the engine's required torque to a certain extent, thereby raising engine exhaust temperature, eliminating carbon deposits in advance, and reducing the number of parking regeneration attempts, further saving driving time and reducing fuel consumption. Furthermore, during torque distribution in regenerative mode, the engine's required torque can be adjusted based on the engine's operating mode, thereby controlling the engine's fuel injection to a smaller amount, minimizing the drop in aftertreatment temperature and further reducing the formation of carbon deposits.

[0043] In some embodiments, the engine operating mode is an SCR heating mode or a normal operating mode, and the aftertreatment temperature includes an SCR temperature.

[0044] When determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter, the following steps A1 to A4 may be performed:

[0045] Step A1: determining a first engine required torque of the hybrid vehicle according to the DPF carbon load, the engine speed, and the SCR temperature.

[0046] Optionally, when executing step A1, the following steps A11 to A13 may be specifically executed:

[0047] In step A11, a first MAP table of the hybrid vehicle is searched based on the DPF carbon load and the engine speed to obtain a third engine required torque. The first MAP table is used to represent the correlation between the DPF carbon load, the engine speed, and the engine required torque.

[0048] In step A12, a second MAP table of the hybrid vehicle is searched based on the SCR temperature and the engine speed to obtain a fourth engine demand torque. The second MAP table is used to represent the correlation between the SCR temperature, the engine speed, and the engine demand torque.

[0049] In step A13, the larger value of the third engine required torque and the fourth engine required torque is determined as the first engine required torque.

[0050] Step A2: Correcting the first engine required torque based on the SOC of the power battery to obtain a corrected first engine required torque.

[0051] Optionally, during step A2, a correction factor curve for the hybrid vehicle can be queried based on the power battery SOC to obtain a correction factor corresponding to the first engine demand torque. The first engine demand torque is then multiplied by the correction factor to obtain the corrected first engine demand torque. The correction factor curve represents the correlation between the power battery SOC and the correction factor.

[0052] Step A3: determining a second engine required torque of the hybrid vehicle according to the total required torque of the hybrid vehicle and a second torque adjustment curve. The second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque.

[0053] In step A4, the smaller value of the corrected first engine required torque and the second engine required torque is determined as the lower limit of the engine required torque.

[0054] The first MAP table and the second MAP table are both pre-calibrated MAP tables, and the second torque adjustment curve and the correction coefficient curve are both pre-calibrated curves (CUR).

[0055] It can be seen that in the process of determining the lower limit of the engine demand torque in the SCR heating mode or the normal operating mode, the total demand torque of the hybrid vehicle is taken into account. Since the lower limit of the engine demand torque is the smaller of the second engine demand torque and the first engine demand torque under the total demand torque constraint, it can ensure that when the total demand torque is small, the lower limit value of the engine torque will not be too large, thereby ensuring that the hybrid vehicle will not experience any jerking when switching from the driving state to the coasting non-energy recovery state, or from the coasting non-energy recovery state to the coasting energy recovery state, thereby ensuring smoothness during driving.

[0056] In this embodiment, the lower limit of the engine required torque in SCR heating mode or normal operation mode is determined by the DPF carbon load, engine speed, SCR temperature and total required torque, so that the SCR temperature can be maintained within a certain range, effectively reducing the emission of nitrogen oxides during the after-treatment process, and can increase the engine required torque to a certain extent, thereby increasing the engine exhaust temperature, eliminating carbon deposits in advance, reducing the number of times entering parking regeneration, further saving driving time and reducing fuel consumption.

[0057] In some embodiments, the engine operating mode is a DPF regeneration mode, and the aftertreatment temperature includes a DPF temperature.

[0058] When determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter, the following steps B1 to B3 may be performed:

[0059] Step B1: According to the DPF temperature and the SOC of the power battery, the third MAP table of the hybrid vehicle is searched to obtain the fifth engine demand torque. The third MAP table is used to represent the correlation between the DPF temperature, the SOC of the power battery and the engine demand torque.

[0060] Step B2: According to the total required torque of the hybrid vehicle, query the second torque adjustment curve of the hybrid vehicle to obtain the sixth engine required torque. The second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque.

[0061] In step B3, the smaller value between the fifth engine required torque and the sixth engine required torque is determined as the lower limit of the engine required torque.

[0062] The third MAP table is a pre-calibrated MAP table, and the second torque adjustment is a pre-calibrated curve (CUR).

[0063] In this embodiment, the lower limit of the engine required torque in the DPF regeneration mode is determined by the DPF temperature, the SOC of the power battery and the total required torque, which can ensure the DPF temperature of the engine and effectively reduce the emission of nitrogen oxides during the post-treatment process. It can also increase the engine required torque to a certain extent, thereby increasing the engine exhaust temperature, eliminating carbon deposits in advance, reducing the number of times entering parking regeneration, further saving driving time and reducing fuel consumption.

[0064] In some embodiments, in response to the hybrid vehicle's required energy mode being the hybrid mode, before determining the hybrid vehicle's driving state, the following steps are further performed: when the DPF thermal management state is activated, determining that the hybrid vehicle's required energy mode is the hybrid mode.

[0065] Optionally, if the energy demand mode of the hybrid vehicle is the hybrid mode, the current hybrid mode is maintained. If the energy demand mode of the hybrid vehicle is not the hybrid mode, for example, the current pure motor drive mode, the current energy demand mode is switched to the hybrid mode.

[0066] In this embodiment, by switching to hybrid mode when the DPF thermal management state is activated, that is, when the DPF driving regeneration is triggered, and then executing the torque distribution strategy of this application in the hybrid mode, the engine torque optimization strategy can be executed in a targeted manner according to the three operating conditions of driving, coasting non-energy recovery or coasting energy recovery of the hybrid vehicle during the entire hybrid driving process, thereby ensuring the engine's after-treatment temperature, not only improving the regeneration efficiency but also reducing the generation of carbon deposits.

[0067] In some embodiments, when the first engine demand torque of the hybrid vehicle is adjusted according to the lower limit of the engine demand torque to obtain the second engine demand torque (i.e., executing step S103), the following steps may be included: first, the larger value of the lower limit of the engine demand torque and the first engine demand torque is determined as the optimized engine demand torque; second, the optimized engine demand torque and the accessory friction torque of the hybrid vehicle are summed and calculated to obtain the second engine demand torque.

[0068] Among them, accessory friction torque refers to the additional resistance torque generated by the auxiliary equipment of the hybrid vehicle (such as air-conditioning compressor, generator, audio and video equipment, etc.) during engine operation.

[0069] In some embodiments, before determining the lower limit of the engine required torque based on the engine operating mode of the hybrid vehicle and the first parameter, the engine operating mode is determined based on the thermal management state activation signal. Optionally, the method for determining the engine operating mode may include the following steps:

[0070] A thermal management state activation signal of the hybrid vehicle is obtained. If the thermal management state activation signal is a first signal indicating that the DPF thermal management state is activated, the engine operating mode is determined to be the DPF regeneration mode. If the thermal management state activation signal is a second signal indicating that the SCR thermal management state is activated, the engine operating mode is determined to be the SCR heating mode. If the thermal management state activation signal is a third signal indicating that neither the SCR thermal management state nor the SCR thermal management state is activated, the engine operating mode is determined to be the normal operation mode.

[0071] The thermal management state activation signal is generated and issued by the hybrid vehicle's ECU (Electronic Control Unit). The ECU determines whether to activate the DPF thermal management state based on the engine's DPF carbon loading. When the DPF carbon loading reaches a preset threshold, the ECU generates a DPF thermal management state activation signal (i.e., a first signal) and sends it to the vehicle controller (VCU). The VCU analyzes the DPF thermal management state activation signal and, after analysis, executes the corresponding strategy within the VCU (Vehicle Control Unit).

[0072] Figure 2 A flow chart of a torque distribution method for a hybrid vehicle provided in an embodiment of the present application is shown. Figure 2 As shown, the method may include steps S201 to S208.

[0073] Step S201: When the hybrid vehicle's energy demand mode is the hybrid mode, the driving state of the hybrid vehicle is determined. If the driving state is the driving state or the coasting non-energy recovery state, steps S202 to S205 are executed; if the driving state is the coasting energy recovery state, steps S206 to S208 are executed.

[0074] Step S202: determining the lower limit of the engine required torque according to the engine operating mode and the first parameter.

[0075] The engine operating mode includes: DPF regeneration mode, SCR heating mode, or normal operation mode. Normal operation mode refers to any mode other than DPF regeneration mode and SCR heating mode. The first parameter includes at least one of the following: DPF carbon loading, engine speed, aftertreatment temperature, and power battery SOC. Aftertreatment temperature includes SCR temperature and DPF temperature.

[0076] The method for determining the lower limit of the engine torque requirement will be Figure 3 The detailed description is given in the embodiment shown and will not be repeated here.

[0077] Step S203: Determine the larger value of the engine required torque lower limit and the first engine required torque as the optimized engine required torque.

[0078] The first engine demand torque refers to the initial engine demand torque before the engine demand torque is adjusted, and the first engine demand torque is allocated based on the original torque allocation strategy.

[0079] In this step, the larger value of the engine demand torque lower limit and the first engine demand torque is determined as the optimized engine demand torque, so that the optimized engine demand torque will not be too small, thereby ensuring the after-treatment temperature of the engine.

[0080] Step S204 : calculating and summing the optimized engine demand torque and the accessory friction torque of the hybrid vehicle to obtain a second engine demand torque.

[0081] Step S205 : determining the motor required torque according to the total required torque and the second engine required torque.

[0082] Among them, step S205 is equivalent to redistributing the torque, and the difference between the total required torque and the second engine required torque is the optimized motor required torque.

[0083] Step S206: Keep the initial motor required torque unchanged.

[0084] The initial motor demand torque refers to the motor demand torque allocated based on the original torque distribution strategy.

[0085] Step S207 : querying a pre-calibrated first torque adjustment curve according to the engine operating mode to obtain a third engine required torque.

[0086] Step S208 : determining the motor required torque according to the total required torque and the third engine required torque.

[0087] Among them, step S208 is equivalent to redistributing the torque, and the difference between the total required torque and the third engine required torque is the optimized motor required torque.

[0088] It can be seen that when the driving state is the coasting energy recovery state, the optimized engine demand torque (i.e., the third engine demand torque) does not need to be added with the accessory friction torque. This is because when the driving state of the hybrid vehicle is the coasting energy recovery state, it is necessary to control the engine to inject a small amount of fuel to reduce the drop in after-treatment temperature caused by air backflow, reduce the generation of carbon deposits, and do not affect the driving experience. Therefore, there is no need to completely overcome the accessory friction torque.

[0089] According to the technical solution of an embodiment of the present application, when the hybrid vehicle's energy demand mode is hybrid mode, the hybrid vehicle's driving state is determined. When the driving state is non-energy recovery, a lower limit of the engine demand torque is determined based on the hybrid vehicle's engine operating mode and a first parameter. Torque is then redistributed based on the lower limit of the engine demand torque and the total demand torque. When the driving state is energy recovery, a third engine demand torque is determined based on the engine operating mode and a pre-calibrated first torque adjustment curve, the first torque adjustment curve being used to represent the correlation between the engine operating mode and the engine demand torque. Torque distribution is then performed based on the third engine demand torque. It can be seen that when distributing torque in a non-energy recovery state, the lower limit of the engine's required torque can be determined in a targeted manner based on the different operating modes of the engine and the driving state of the hybrid vehicle, and based on the first engine parameter (including at least one of the DPF carbon load, engine speed, aftertreatment temperature, and power battery SOC), and then the engine torque can be optimized in a targeted manner. This not only ensures the engine's aftertreatment temperature and effectively reduces nitrogen oxide emissions during the aftertreatment process, but also increases the engine's required torque to a certain extent, thereby increasing the engine exhaust temperature, eliminating carbon deposits in advance, reducing the number of times entering parking regeneration, further saving driving time, and reducing fuel consumption. When distributing torque in an energy recovery state, the engine's required torque can be adjusted according to the engine's operating mode, thereby controlling the engine to inject a small amount of fuel, reducing the drop in aftertreatment temperature, and further reducing the generation of carbon deposits. In addition, by redistributing torque based on the total required torque and the optimized engine's required torque, it is possible to optimize the engine's required torque without affecting the driver's required power, thereby improving the driver's driving smoothness.

[0090] Figure 3 A flow chart of a method for determining the lower limit of the engine required torque provided by an embodiment of the present application is shown. Figure 3 As shown, the method may include steps S301 to S310.

[0091] Step S301, determining the engine operating mode.

[0092] The engine operating mode includes: DPF regeneration mode, SCR heating mode or normal operation mode. Normal operation mode refers to other modes except DPF regeneration mode and SCR heating mode.

[0093] When the engine operating mode is the SCR heating mode or the normal operation mode, steps S302 to S307 are executed. When the engine operating mode is the DPF regeneration mode, steps S308 to S310 are executed.

[0094] Step S302 : querying a pre-calibrated first MAP table according to the DPF carbon load and the engine speed to obtain a first engine required torque.

[0095] The first MAP table is used to represent the correlation between the DPF carbon load, the engine speed and the engine required torque.

[0096] Step S303 : querying a pre-calibrated second MAP table according to the SCR inlet temperature and the engine speed to obtain a fourth engine required torque.

[0097] The SCR temperature includes the SCR inlet temperature. The second MAP table is used to represent the correlation between the SCR temperature, the engine speed, and the engine required torque.

[0098] Step S304: Determine the larger value of the third engine required torque and the fourth engine required torque as the first engine required torque.

[0099] Step S305 : querying a correction coefficient curve based on the SOC of the power battery to obtain a correction coefficient, and correcting the first engine required torque based on the correction coefficient to obtain a corrected first engine required torque.

[0100] Optionally, the first engine demand torque and the correction coefficient are multiplied to obtain the corrected first engine demand torque. The correction coefficient curve is used to represent the correlation between the SOC of the power battery and the correction coefficient.

[0101] Step S306 : querying a pre-calibrated second torque adjustment curve according to the total required torque to obtain a second engine required torque.

[0102] The second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque.

[0103] Step S307: Determine the smaller value of the corrected first engine required torque and the second engine required torque as the lower limit of the engine required torque.

[0104] Step S308 : querying a pre-calibrated third MAP table according to the DPF temperature and the SOC of the power battery to obtain a fifth engine required torque.

[0105] The third MAP table is used to represent the correlation between the DPF temperature, the SOC of the power battery, and the engine required torque.

[0106] Step S309 : querying a pre-calibrated second torque adjustment curve according to the total required torque to obtain a sixth engine required torque.

[0107] The second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque.

[0108] In step S310 , the smaller value between the fifth engine required torque and the sixth engine required torque is determined as the lower limit of the engine required torque.

[0109] According to the technical solution of the embodiment of the present application, the lower limit value of the engine required torque can be determined in a targeted manner according to the different working modes of the engine and based on the first parameter of the engine (including at least one of the DPF carbon load, the engine speed, the after-treatment temperature and the SOC of the power battery). This not only ensures the after-treatment temperature of the engine and effectively reduces the emission of nitrogen oxides during the after-treatment process, but also increases the engine required torque to a certain extent, thereby increasing the engine exhaust temperature, eliminating carbon deposits in advance, reducing the number of times entering parking regeneration, further saving driving time, and reducing fuel consumption.

[0110] In addition, the above embodiment takes into account the size of the total demand torque when performing torque distribution. Since the ultimately optimized engine demand torque is the smaller of the engine demand torque and the engine demand torque lower limit under the total demand torque constraint, it can ensure that when the total demand torque is small, the engine torque lower limit value will not be too large, thereby ensuring that the hybrid vehicle will not experience any jerking when switching from a driving state to a coasting non-energy recovery state, or from a coasting non-energy recovery state to a coasting energy recovery state, thereby ensuring smoothness during driving.

[0111] Corresponding to the application scenario and method of the method provided in the embodiment of the present application, the embodiment of the present application also provides a torque distribution device for a hybrid vehicle.

[0112] Figure 4 A block diagram of a torque distribution device for a hybrid vehicle provided by an embodiment of the present application is shown. Figure 4 As shown, the torque distribution device of the hybrid vehicle includes:

[0113] a determination module 41 for determining a driving state of the hybrid vehicle in response to the demand energy mode of the hybrid vehicle being the hybrid mode;

[0114] a first distribution module 42 configured to, when the driving state is a non-energy recovery state, determine a lower limit of an engine demand torque based on an engine operating mode of the hybrid vehicle and a first parameter; adjust a first engine demand torque of the hybrid vehicle based on the lower limit of the engine demand torque to obtain a second engine demand torque; and perform torque distribution based on the second engine demand torque;

[0115] The second distribution module 43 is used to determine the third engine required torque according to the engine operating mode and a pre-calibrated first torque adjustment curve when the driving state is an energy recovery state; the first torque adjustment curve is used to represent the correlation between the engine operating mode and the engine required torque; and torque distribution is performed based on the third engine required torque.

[0116] In some embodiments, the engine operating mode includes: diesel particulate filter DPF regeneration mode, selective catalytic reduction SCR heating mode or normal operation mode; the first parameter includes at least one of the following: DPF carbon load, engine speed, aftertreatment temperature and power battery state of charge SOC.

[0117] In some embodiments, the engine operating mode is the SCR heating mode or the normal operating mode; the aftertreatment temperature includes the SCR temperature;

[0118] When determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter, the first allocation module 42 performs the following steps:

[0119] determining a first engine required torque of the hybrid vehicle according to the DPF carbon load, the engine speed, and the SCR temperature;

[0120] Correcting the first engine required torque based on the SOC to obtain a corrected first engine required torque;

[0121] determining a second engine required torque of the hybrid vehicle according to a total required torque of the hybrid vehicle and a second torque adjustment curve, wherein the second torque adjustment curve is used to represent a correlation between the total required torque and the engine required torque;

[0122] A smaller value between the corrected first engine request torque and the second engine request torque is determined as the engine request torque lower limit.

[0123] In some embodiments, when determining the first engine required torque of the hybrid vehicle according to the DPF carbon load, the engine speed, and the SCR temperature, the first allocation module 42 performs the following steps:

[0124] According to the DPF carbon load and the engine speed, querying the first MAP table according to the hybrid vehicle to obtain a third engine demand torque; the first MAP table is used to represent the correlation between the DPF carbon load, the engine speed and the engine demand torque;

[0125] According to the SCR temperature and the engine speed, querying the second MAP table according to the hybrid vehicle to obtain a fourth engine demand torque; the second MAP table is used to represent the correlation between the SCR temperature, the engine speed and the engine demand torque;

[0126] A larger value of the third engine request torque and the fourth engine request torque is determined as the first engine request torque.

[0127] In some embodiments, the engine operating mode is the DPF regeneration mode; the aftertreatment temperature includes a DPF temperature;

[0128] When determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter, the first allocation module 42 performs the following steps:

[0129] According to the DPF temperature and the SOC, a third MAP table of the hybrid vehicle is searched to obtain a fifth engine demand torque; the third MAP table is used to represent the correlation between the DPF temperature, the SOC and the engine demand torque;

[0130] According to the total required torque of the hybrid vehicle, querying a second torque adjustment curve of the hybrid vehicle to obtain a sixth engine required torque; the second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque;

[0131] A smaller value between the fifth engine required torque and the sixth engine required torque is determined as the engine required torque lower limit.

[0132] In some embodiments, the apparatus further comprises:

[0133] The second determining module is configured to determine, in response to the hybrid vehicle's required energy mode being the hybrid vehicle mode, before determining the driving state of the hybrid vehicle, that the required energy mode of the hybrid vehicle is the hybrid vehicle mode and when the DPF thermal management state is activated.

[0134] In some embodiments, when the second distribution module 43 adjusts the first engine required torque of the hybrid vehicle according to the lower limit of the engine required torque to obtain the second engine required torque, the second distribution module 43 performs the following steps:

[0135] determining a larger value between the engine required torque lower limit and the first engine required torque as the optimized engine required torque;

[0136] The optimized engine demand torque and the accessory friction torque of the hybrid vehicle are summed and calculated to obtain the second engine demand torque.

[0137] In some embodiments, the apparatus further comprises:

[0138] an acquisition module, configured to acquire a thermal management state activation signal of the hybrid vehicle before determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter;

[0139] a third determination module, configured to determine that the engine operating mode is the DPF regeneration mode if the thermal management state activation signal is a first signal indicating that the DPF thermal management state is activated; determine that the engine operating mode is the SCR heating mode if the thermal management state activation signal is a second signal indicating that the SCR thermal management state is activated; and determine that the engine operating mode is the normal operation mode if the thermal management state activation signal is a third signal indicating that neither the SCR thermal management state nor the SCR thermal management state is activated.

[0140] According to the apparatus of an embodiment of the present application, when the hybrid vehicle's energy demand mode is hybrid mode, the hybrid vehicle's driving state is determined. When the driving state is non-energy recovery, the lower limit of the engine demand torque is determined based on the hybrid vehicle's engine operating mode and a first parameter. The first engine demand torque of the hybrid vehicle is then adjusted based on the lower limit to obtain a second engine demand torque, and torque distribution is performed based on the second engine demand torque. When the driving state is energy recovery, a third engine demand torque is determined based on the engine operating mode and a pre-calibrated first torque adjustment curve, which represents the correlation between the engine operating mode and the engine demand torque. Torque distribution is performed based on the third engine demand torque. Thus, when performing torque distribution in the non-energy recovery state, the lower limit of the engine demand torque can be specifically determined based on the engine's operating mode and the first parameter, thereby optimizing the engine torque. This not only ensures the engine's aftertreatment temperature and effectively reduces nitrogen oxide emissions during the aftertreatment process, but also increases the engine demand torque to a certain extent, thereby raising the engine exhaust temperature, eliminating carbon deposits in a timely manner, and reducing the number of parking regeneration operations, further saving driving time and reducing fuel consumption. In addition, when distributing torque in the energy recovery state, the engine's required torque can be adjusted according to the engine's operating mode, thereby controlling the engine to inject a small amount of fuel, reducing the drop in post-processing temperature, and further reducing the generation of carbon deposits.

[0141] The functions of each module in each device in the embodiments of the present application can be found in the corresponding description in the above method, and have corresponding beneficial effects, which will not be repeated here.

[0142] Figure 5 A block diagram of an electronic device for implementing the embodiments of the present application. Figure 5 As shown, the electronic device includes a memory 501 and a processor 502. The memory 501 stores a computer program that can be executed on the processor 502. When the processor 502 executes the computer program, the method of the above embodiment is implemented. The number of memory 501 and processor 502 can be one or more. In a specific implementation, the electronic device may also include a communication interface 503 for communicating with external devices and performing data exchange.

[0143] In a specific implementation, if the memory 501, the processor 502, and the communication interface 503 are implemented independently, the memory 501, the processor 502, and the communication interface 503 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0144] Optionally, in a specific implementation, if the memory 501 , the processor 502 , and the communication interface 503 are integrated on a chip, the memory 501 , the processor 502 , and the communication interface 503 may communicate with each other through an internal interface.

[0145] An embodiment of the present application provides a computer-readable storage medium storing a computer program, which implements the method provided in the embodiment of the present application when the program is executed by a processor.

[0146] An embodiment of the present application provides a computer program product, including a computer program, which implements the method provided in the embodiment of the present application when executed by a processor.

[0147] An embodiment of the present application also provides a chip, which includes a processor for calling and executing instructions stored in the memory from the memory, so that a communication device equipped with the chip executes the method provided in the embodiment of the present application.

[0148] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory. The input interface, the output interface, the processor and the memory are connected through an internal connection path. The processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method provided in the embodiment of the application.

[0149] It should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor that supports the Advanced RISC Machines (ARM) architecture.

[0150] Furthermore, optionally, the above-mentioned memory may include a read-only memory and a random access memory. The memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memory. Among them, the non-volatile memory may include a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may include a random access memory (RAM), which is used as an external cache. By way of example but not limitation, many forms of RAM are available. For example, static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM) and direct memory bus random access memory (DR RAM).

[0151] In the above embodiments, all or part of the embodiments may be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions according to the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0152] In the description of this specification, the reference terms "one embodiment," "some embodiments," "example," "specific example," or "some examples" mean 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. Moreover, the specific features, structures, materials, or characteristics described may be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless they are mutually inconsistent.

[0153] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0154] Any process or method described in the flowchart or otherwise described herein can be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process. The scope of the preferred embodiments of the present application includes other implementations in which the functions may be performed in a different order than shown or discussed, including performing the functions substantially simultaneously or in reverse order depending on the functions involved.

[0155] The logic and / or steps described in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processor or other system that can fetch instructions from an instruction execution system, apparatus or device and execute instructions), or used in combination with such instruction execution systems, apparatuses or devices.

[0156] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. All or part of the steps of the above embodiment method can be completed by instructing the relevant hardware through a program, which can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0157] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the aforementioned integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium. The storage medium may be a read-only memory, a magnetic disk, or an optical disk, etc.

[0158] The above is merely an exemplary embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily conceive of various modifications or substitutions within the technical scope described in this application, and such modifications or substitutions should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A torque distribution method for a hybrid vehicle, characterized in that: include: In response to the demand energy mode of the hybrid vehicle being a hybrid mode, determining a driving state of the hybrid vehicle; When the driving state is a non-energy recovery state, determining a lower limit of the engine required torque according to an engine operating mode of the hybrid vehicle and a first parameter; adjusting a first engine required torque of the hybrid vehicle according to the engine required torque lower limit to obtain a second engine required torque, and performing torque distribution based on the second engine required torque; When the driving state is an energy recovery state, determining a third engine required torque according to the engine operating mode and a pre-calibrated first torque adjustment curve; the first torque adjustment curve is used to represent a correlation between the engine operating mode and the engine required torque; Torque distribution is performed based on the third engine demand torque.

2. The method according to claim 1, characterized in that The engine operating mode includes: diesel particulate filter DPF regeneration mode, selective catalytic reduction SCR heating mode or normal operation mode; the first parameter includes at least one of the following: DPF carbon load, engine speed, aftertreatment temperature and power battery state of charge SOC.

3. The method according to claim 2, characterized in that The engine operating mode is the SCR heating mode or the normal operating mode; the post-processing temperature includes the SCR temperature; The determining, based on the engine operating mode of the hybrid vehicle and the first parameter, of the lower limit of the engine required torque includes: determining a first engine required torque of the hybrid vehicle according to the DPF carbon load, the engine speed, and the SCR temperature; Correcting the first engine required torque based on the SOC to obtain a corrected first engine required torque; determining a second engine required torque of the hybrid vehicle according to a total required torque of the hybrid vehicle and a second torque adjustment curve, wherein the second torque adjustment curve is used to represent a correlation between the total required torque and the engine required torque; A smaller value between the corrected first engine request torque and the second engine request torque is determined as the engine request torque lower limit.

4. The method according to claim 3, characterized in that The determining, according to the DPF carbon load, the engine speed, and the SCR temperature, of a first engine required torque of the hybrid vehicle includes: According to the DPF carbon load and the engine speed, querying the first MAP table according to the hybrid vehicle to obtain a third engine demand torque; the first MAP table is used to represent the correlation between the DPF carbon load, the engine speed and the engine demand torque; According to the SCR temperature and the engine speed, querying the second MAP table according to the hybrid vehicle to obtain a fourth engine demand torque; the second MAP table is used to represent the correlation between the SCR temperature, the engine speed and the engine demand torque; A larger value of the third engine request torque and the fourth engine request torque is determined as the first engine request torque.

5. The method according to claim 2, characterized in that The engine operating mode is the DPF regeneration mode; the post-processing temperature includes the DPF temperature; The determining, based on the engine operating mode of the hybrid vehicle and the first parameter, of the lower limit of the engine required torque includes: According to the DPF temperature and the SOC, a third MAP table of the hybrid vehicle is searched to obtain a fifth engine demand torque; the third MAP table is used to represent the correlation between the DPF temperature, the SOC and the engine demand torque; According to the total required torque of the hybrid vehicle, querying a second torque adjustment curve of the hybrid vehicle to obtain a sixth engine required torque; the second torque adjustment curve is used to represent the correlation between the total required torque and the engine required torque; A smaller value between the fifth engine required torque and the sixth engine required torque is determined as the engine required torque lower limit.

6. The method according to claim 1, characterized in that Before determining the driving state of the hybrid vehicle in response to the demand energy mode of the hybrid vehicle being the hybrid mode, the method further includes: In a case where the DPF thermal management state is activated, the energy demand mode of the hybrid vehicle is determined to be the hybrid mode.

7. The method according to claim 1, characterized in that The step of adjusting the first engine required torque of the hybrid vehicle according to the lower limit of the engine required torque to obtain the second engine required torque includes: determining a larger value between the engine required torque lower limit and the first engine required torque as the optimized engine required torque; The optimized engine demand torque and the accessory friction torque of the hybrid vehicle are summed and calculated to obtain the second engine demand torque.

8. The method according to claim 1, characterized in that Before determining the lower limit of the engine required torque according to the engine operating mode of the hybrid vehicle and the first parameter, the method further includes: obtaining a thermal management state activation signal of the hybrid vehicle; If the thermal management state activation signal is the first signal indicating that the DPF thermal management state is activated, determining that the engine operating mode is the DPF regeneration mode; If the thermal management state activation signal is a second signal indicating that the SCR thermal management state is activated, determining that the engine operating mode is the SCR heating mode; If the thermal management state activation signal is a third signal indicating that both the SCR thermal management state and the SCR thermal management state are not activated, it is determined that the engine operating mode is the normal operating mode.

9. A torque distribution device for a hybrid vehicle, characterized in that: include: a determination module, configured to determine a driving state of the hybrid vehicle in response to a demand energy mode of the hybrid vehicle being a hybrid mode; a first allocation module, configured to determine a lower limit of the engine required torque according to an engine operating mode of the hybrid vehicle and a first parameter when the driving state is a non-energy recovery state; adjusting a first engine required torque of the hybrid vehicle according to the engine required torque lower limit to obtain a second engine required torque, and performing torque distribution based on the second engine required torque; a second allocation module, configured to determine, when the driving state is an energy recovery state, a third engine required torque based on the engine operating mode and a pre-calibrated first torque adjustment curve, wherein the first torque adjustment curve is used to represent a correlation between the engine operating mode and the engine required torque; Torque distribution is performed based on the third engine demand torque.

10. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory, wherein the processor implements the method according to any one of claims 1 to 8 when executing the computer program.

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