Energy transfer management method, controller, hybrid powertrain, and vehicle

Abstract

The application discloses an energy transmission management method, a controller, a hybrid power system and a vehicle. The method comprises the following steps: acquiring real-time operation data of the hybrid power system and a power topology configuration word, the power topology configuration word being used for indicating a topology connection relationship between a plurality of power components and a plurality of drive shafts; judging an energy transmission node state of each power component according to the real-time operation data and the power topology configuration word; correcting the energy transmission node state of the plurality of power components in the energy transmission direction according to preset priority data; and outputting the corrected energy transmission node state of each power component. The application adapts to different hybrid power configurations through the power topology configuration word, and does not need to redevelop the judgment logic for a specific configuration, thereby improving the universality and reusability of the method. Moreover, the application corrects the contradictory state through the preset priority data, and eliminates the problem of inconsistent energy transmission directions caused by the coupling of multiple power sources.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicle technology, specifically to an energy transfer management method, a controller, a hybrid power system, and a vehicle. Background Technology

[0002] A hybrid electric vehicle (HEV) typically includes multiple power sources and energy storage devices, such as an engine, a drive motor, a generator, and a battery. Under different driving conditions, the vehicle operates in different modes, and energy is transferred between these components via different paths and directions.

[0003] In related technologies, the energy transfer judgment method for hybrid power systems is only developed for a specific configuration (such as series, parallel, and series-parallel hybrid systems), with low generalization and relatively simple judgment logic, making it difficult to accurately identify the direction and path of energy transfer under complex and ever-changing actual driving conditions. Summary of the Invention

[0004] This application provides an energy transfer management method, controller, hybrid power system, and vehicle, aiming to solve the technical problems in related technologies where energy transfer judgment methods are highly dependent on the power configuration of the hybrid power system, and where it is difficult to accurately judge energy transfer due to the coupling of multiple power sources.

[0005] On one hand, embodiments of this application provide an energy transfer management method, the method comprising: acquiring real-time operating data of a hybrid power system and a power topology configuration word; the power topology configuration word being used to indicate the topological connection relationship between multiple power components and multiple drive shafts of the hybrid power system; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word; correcting conflicting energy transfer node states of multiple power components in the energy transfer direction based on preset priority data; wherein the preset priority data includes a priority correction scheme for conflicting energy transfer node states of multiple power components; and outputting the corrected energy transfer node state of each power component.

[0006] In some embodiments, the power topology configuration word indicates, based on a digital encoding method, whether there is a connection relationship between each power component and each drive shaft.

[0007] In some embodiments, the power component includes: an engine; the real-time operating data includes: the engine's operating status data and the operating mode of the hybrid power system; determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word includes: determining the drive shaft where the engine is located based on the power topology configuration word; determining the energy transfer node status of the engine as inactive when the operating status data is not in a start-up complete state; determining the energy transfer node status of the engine as a series power generation state when the operating status data is in a start-up complete state and the operating mode is a series mode; determining the energy transfer node status of the engine as a parallel drive state when the operating status data is in a start-up complete state, the operating mode is a parallel mode, and the net wheel-end torque contribution value of non-engines is greater than a first torque threshold; determining the energy transfer node status of the engine as a parallel power generation state when the operating status data is in a start-up complete state, the operating mode is a parallel mode, and the net wheel-end torque contribution value of non-engines is less than or equal to the first torque threshold.

[0008] In some embodiments, the real-time operating data further includes: the target torque of the engine; before determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word, the method further includes: determining the target output torque at the wheel end of the drive shaft where the engine is located based on the user demand torque and the wheel end torque distribution coefficient; subtracting the product of the engine's target torque and the engine's drive speed ratio from the target output torque at the wheel end to obtain the net contribution value of the non-engine wheel end torque.

[0009] In some embodiments, the power component includes: a generator; the real-time operating data includes: the target torque of the generator; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word includes: determining the drive shaft where the generator is located based on the power topology configuration word; determining the energy transfer node state of the generator to be inactive if the absolute value of the difference between the generator's target torque and the first reserved torque is less than or equal to a second torque threshold; and determining the energy transfer node state of the generator to be in a driving state if the difference between the generator's target torque and the first reserved torque is greater than the second torque threshold.

[0010] In some embodiments, the power components include: a generator and an engine; the real-time operating data includes: the target torque of the generator and the operating mode of the hybrid power system; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word includes: determining the drive shafts where the generator and the engine are located respectively based on the power topology configuration word; and determining the energy transfer node state of the generator as a recovery state when recovery conditions are met; wherein the recovery conditions include at least one of the following: the operating mode is a pure electric mode, and the difference between the target torque of the generator and the first reserved torque is less than a negative number of a second torque threshold; the operating mode is a parallel mode. The generator's target torque is less than a negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is less than a negative number of the third torque threshold. Under these power generation conditions, the energy transfer node state of the generator is determined to be in a power generation state. The power generation conditions include at least one of the following: the operating mode is a series mode, and the difference between the generator's target torque and the first reserved torque is less than a negative number of the second torque threshold; the operating mode is a parallel mode, and the difference between the generator's target torque and the first reserved torque is less than a negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is greater than or equal to a negative number of the third torque threshold.

[0011] In some embodiments, the power component includes: a drive motor; the real-time operating data includes: the target torque of the drive motor; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word includes: determining the drive shaft where the drive motor is located based on the power topology configuration word; determining the energy transfer node state of the drive motor to be inactive if the absolute value of the difference between the target torque of the drive motor and the second reserved torque is less than or equal to a fourth torque threshold; determining the energy transfer node state of the drive motor to be in a driving state if the difference between the target torque of the drive motor and the second reserved torque is greater than the fourth torque threshold and the wheel-end required torque of the drive motor is greater than a fifth torque threshold; and determining the energy transfer node state of the drive motor to be in a regeneration state if the difference between the target torque of the drive motor and the second reserved torque is less than a negative number of the fourth torque threshold and the wheel-end required torque of the drive motor is less than a negative number of the fifth torque threshold.

[0012] In some embodiments, the preset priority data includes a drive priority scheme, which includes: when a conflict is detected between the drive state and the recovery state, retaining the drive state and correcting the recovery state to the inactive state; the correction of conflicting energy transmission node states of multiple power components in the energy transmission direction includes: when conflicting energy transmission node states of drive motors corresponding to different drive shafts in the energy transmission direction are detected, forcibly correcting the energy transmission node state of the drive motor in the recovery state to the inactive state.

[0013] In some embodiments, the drive motor includes: a first main motor, a second main motor, a first auxiliary motor, and a second auxiliary motor; the step of forcibly correcting the energy transfer node state of the drive motor in the recycling state to the non-working state includes: correcting the first auxiliary motor or the second auxiliary motor in the recycling state to the non-working state when the first main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the recycling state; correcting the first auxiliary motor or the second auxiliary motor in the recycling state to the non-working state when the second main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the recycling state; correcting the first main motor or the second auxiliary motor in the recycling state to the non-working state when the first auxiliary motor is in the driving state and the first main motor or the second auxiliary motor is in the recycling state; correcting the first main motor or the first auxiliary motor in the recycling state to the non-working state when the second auxiliary motor is in the driving state and the first main motor or the first auxiliary motor is in the recycling state.

[0014] On the other hand, embodiments of this application also provide a controller, including a memory and a processor, wherein the memory stores a computer program or instructions, and when the computer program or instructions are executed by the processor, the processor performs the steps in any of the energy transfer management methods provided in embodiments of this application.

[0015] On the other hand, embodiments of this application also provide a computer-readable storage medium storing a computer program or instructions thereon, wherein the computer program or instructions, when executed by a processor, implement the steps in any of the energy transfer management methods provided in embodiments of this application.

[0016] On the other hand, embodiments of this application also provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps in any of the energy transfer management methods provided in embodiments of this application.

[0017] On the other hand, embodiments of this application also provide a hybrid power system, including any of the controllers provided in embodiments of this application.

[0018] On the other hand, embodiments of this application also provide a vehicle, including any controller provided in embodiments of this application, or including any hybrid power system provided in embodiments of this application.

[0019] This application discloses an energy transfer management method, controller, hybrid power system, and vehicle. The method includes: acquiring real-time operating data of the hybrid power system and a power topology configuration word, whereby the power topology configuration word indicates the topological connection relationship between multiple power components and multiple drive shafts; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word; correcting conflicting energy transfer node states of multiple power components in the energy transfer direction based on preset priority data; and outputting the corrected energy transfer node state of each power component. Based on this, this application introduces a power topology configuration word to indicate the topological connection relationship between multiple power components and multiple drive shafts, objectively reflecting the actual power architecture and component layout of the vehicle. Therefore, subsequent judgment logic does not need to be developed separately for different configurations (such as series, parallel, and series-parallel hybrid), but can be adapted to the hybrid power configuration of different vehicle models through the power topology configuration word, improving the versatility and reusability of the energy transfer management method. Furthermore, this application uses a unified judgment framework for state identification of each power component based on real-time operating data, ensuring the versatility and consistency of the method. Furthermore, by introducing preset priority data to correct contradictory states, this embodiment of the application can eliminate the problem of inconsistent cross-axis energy transfer directions caused by multi-power source coupling and special transient conditions, so that the final output energy transfer node states are consistent in macroscopic logic, avoiding confusion at the display level and improving the accuracy of subsequent visualization and user experience. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of a hybrid power system provided in an embodiment of this application; Figure 2 This is a schematic diagram of a method for determining energy transfer in a series hybrid power system. Figure 3A schematic diagram of a method for determining energy transfer in a series-parallel hybrid power system; Figure 4 A flowchart illustrating an energy transfer management method provided in an embodiment of this application; Figure 5 This application provides a schematic diagram of energy transfer corresponding to an engine operating state. Figure 6 A flowchart illustrating an engine operating status determination method provided in this application embodiment; Figure 7 This application provides a schematic diagram of energy transfer corresponding to the operating state of a generator. Figure 8 A schematic flowchart illustrating a generator operating status determination method provided in this application embodiment; Figure 9 This application provides a schematic diagram of energy transfer corresponding to the operating state of a drive motor. Figure 10 This is a flowchart illustrating a method for determining the operating status of a drive motor, as provided in an embodiment of this application. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. 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 indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified. "A and / or B" includes the following three combinations: only A, only B, and a combination of A and B.

[0024] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0025] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0026] Figure 1 This is a schematic diagram of a hybrid power system provided in an embodiment of this application. Figure 1 As shown, the hybrid power system 1 may include multiple power components 10 and multiple drive shafts 20. In this embodiment, the power components 10 include, but are not limited to, an engine 102, a generator 101, and at least one drive motor 103, all of which are power source components capable of generating or converting energy. The drive shafts 20 include a front axle 201 and / or a rear axle 202, used to transmit power to the wheels. In a four-wheel drive vehicle, the drive motor 103 may include a front motor 1031 and a rear motor 1032, respectively disposed on the front axle 201 and the rear axle 202, for independently driving the corresponding wheels. It should be understood that the hybrid power system 1 may also include other necessary components such as a power battery 30, a transmission, and a reducer, which are not limited in this application.

[0027] As HEV energy management strategies become increasingly complex and users pay more attention to vehicle energy consumption, accurately and in real time determining the direction, magnitude, and path of energy transfer can not only visualize the operating status of the hybrid system, but also help improve the driver's driving experience.

[0028] Currently, various methods for determining energy transfer in hybrid power systems exist in related technologies, but these methods still have the following technical problems: First, the generalization ability is low. Most of the judgment methods in related technologies are developed for a specific hybrid power configuration, such as series, parallel, or series-parallel hybrid. When the vehicle platform adopts different hybrid power configurations, or when the power components of the same type of hybrid system are set on different drive axles, the energy transfer judgment strategy needs to be re-formulated, making it difficult for this method to be flexibly reused across different configurations.

[0029] Secondly, the accuracy is insufficient. The judgment methods of related technologies usually rely on the operating information of the power battery, the operating mode of the vehicle's power system, and independent torque information. The judgment logic is relatively simple, making it difficult to accurately identify the true direction and path of energy transfer under complex and ever-changing actual driving conditions.

[0030] Secondly, the focus is misplaced. Some related technologies emphasize the visualization of energy transfer, that is, determining the operating status and energy transfer relationships of various components and presenting the energy flow path of the entire vehicle. Their focus is mainly on improving the display effect, rather than the accuracy of energy transfer judgment itself.

[0031] Figure 2 This is a schematic diagram of an energy transfer determination method for a series hybrid power system. In some basic embodiments of this application, such as... Figure 2 As shown, this method only applies to series two-wheel drive or four-wheel drive vehicles. Its judgment strategy determines the energy transfer direction and path based on the current vehicle operating mode (including pure electric two-wheel drive, pure electric four-wheel drive, series two-wheel drive, series four-wheel drive, etc.) and individual physical quantities of each power component 10 (such as power battery current, front motor torque, rear motor torque, and current engine status), thereby controlling the display of the vehicle's operating status. For example, Figure 2 The generator 101 is specifically an integrated starter generator (ISG). Taking a four-wheel drive vehicle as an example, its energy transfer path mainly includes: Path 1: After the engine 102 starts, it drives the ISG to generate electricity, which is then rectified and stored in the power battery 30. Path 2: The power battery 30 releases electrical energy, which is converted into mechanical energy by the drive motor 103 and transmitted to the wheels via the drive shaft 20 to drive the vehicle. For example, the front axle 201 drives the left front wheel 401 and the right front wheel 402 under the drive of the front motor 1031, and the rear axle 202 drives the left rear wheel 403 and the right rear wheel 404 under the drive of the rear motor 1032. Path 3: Regenerative braking. When the vehicle brakes or coasts, the drive motor 103 acts as a generator to convert the kinetic energy of the wheels into electrical energy, which is then recharged into the power battery 30.

[0032] Figure 3 This is a schematic diagram of an energy transfer determination method for a series-parallel hybrid power system. In some basic embodiments of this application, such as... Figure 3As shown, this method is only applicable to hybrid two-wheel drive or four-wheel drive vehicles. Its judgment strategy determines the energy transfer direction and path based on the current vehicle operating mode (including pure electric two-wheel drive, pure electric four-wheel drive, series two-wheel drive, series four-wheel drive, parallel two-wheel drive, parallel four-wheel drive, parallel charging four-wheel drive, etc.) and individual physical quantities of each power component 10 (such as power battery current, generator torque, front motor torque, rear motor torque, and current engine status), thereby controlling the display of the vehicle's operating status. Taking a four-wheel drive vehicle as an example, its energy transfer path mainly includes: a series path, where the engine 102 drives the generator 101 to generate electricity, which is stored in the power battery 30 and then supplied to the drive motor 103 to drive the wheels. For example, the front axle 201, driven by the front motor 1031, drives the left front wheel 401 and the right front wheel 402, and the rear axle 202, driven by the rear motor 1032, drives the left rear wheel 403 and the right rear wheel 404. In the parallel path, the engine 102 and the drive motor 103 jointly drive the wheels through mechanical paths, achieving parallel output. In the parallel charging, a portion of the output power from the engine 102 is used to drive the wheels (mechanical path), and another portion is used to drive the generator 101 to generate electricity (electrical path), achieving simultaneous driving and charging. In the regenerative braking, when the vehicle brakes or coasts, the drive motor 103 acts as a generator, converting the kinetic energy of the wheels into electrical energy, which is then recharged into the power battery 30.

[0033] In summary, the energy transfer determination methods for hybrid power systems in related technologies have at least the following drawbacks: Poor generalization: For vehicle platforms that simultaneously support multiple modes such as pure electric, series, parallel, and hybrid, and cover two-wheel drive and four-wheel drive, the relevant technologies need to redesign the judgment logic and modify the algorithm parameters, resulting in long development cycles, poor software reusability, and inability to flexibly extend to new power topologies.

[0034] Low accuracy: Due to the coupling mechanisms between the various power sources, the same wheel-end torque value or the same power battery terminal current value may correspond to different system operating states under different operating conditions. It is difficult to accurately judge and display the complex operating state of a hybrid power system based solely on the vehicle's operating mode and the individual physical quantities of each component.

[0035] Therefore, this application provides an energy transfer management method for a hybrid power system, aiming to solve the technical problems in the related art where the energy transfer judgment method is highly dependent on the power configuration of the hybrid power system, and where the energy transfer is difficult to accurately judge due to the coupling of multiple power sources.

[0036] Figure 4 This is a flowchart illustrating an energy transfer management method provided in an embodiment of this application. Figure 4 As shown, this application provides an energy transfer management method, including the following steps (steps S110 to S140): Step S110: Obtain real-time operating data of the hybrid power system and the power topology configuration word; the power topology configuration word is used to indicate the topological connection relationship between multiple power components and multiple drive shafts of the hybrid power system.

[0037] Real-time operating data refers to the operating parameters of the hybrid power system at the current moment, and the specific content can be configured according to actual control requirements. For example, real-time operating data may include, but is not limited to: engine operating status data (e.g., whether startup is complete), engine target torque, generator target torque, drive motor target torque, the current operating mode of the hybrid power system (e.g., pure electric mode, series mode, parallel mode, etc.), and the wheel-end torque requirements of each power component. The above real-time operating data can be obtained through the hybrid power system's Controller Area Network (CAN) bus or sensors.

[0038] The power topology configuration word can be a system preset parameter used to indicate the topological connection relationship between multiple power components and multiple drive shafts, that is, which drive shaft each power component is specifically located on. The power topology configuration word can be written into the hybrid system's electronic control software via a configuration program when the vehicle rolls off the production line, objectively reflecting the vehicle's actual power architecture and component layout. By obtaining the power topology configuration word, subsequent decision-making logic does not need to be developed separately for different configurations (such as series, parallel, and series-parallel hybrid), but can be adapted to different vehicle models simply by using the configuration word, improving the versatility and reusability of energy transfer management methods.

[0039] Step S120: Determine the status of the energy transfer node of each power component based on real-time operating data and power topology configuration words.

[0040] In this embodiment, each power component is abstracted as an energy transfer node. The state of the energy transfer node is used to characterize the functional role and energy transfer direction of the power component at the current moment. For example, a power component can be determined to be in a driving state (converting electrical or chemical energy into mechanical energy and outputting it to the wheel end), a power generation state (converting mechanical energy into electrical energy and outputting it), a recycling state (converting the mechanical energy at the wheel end into electrical energy to recharge the power battery), or an inactive state (not participating in energy transfer), etc.

[0041] In step S120 above, the drive shaft where each power component is located can be determined based on the power topology configuration word. Then, by combining the target torque, operating mode, and other information of each component in the real-time operating data, it is determined which energy transfer node state each power component is currently in.

[0042] It should be noted that different types of power components may have different sets of states. For example, a drive motor typically has a driving state, a regeneration state, and an inactive state; a generator has a driving state, a regeneration state, a power generation state, and an inactive state; while an engine has a series power generation state in series mode, a parallel driving state or a parallel power generation state in parallel mode, and an inactive state. This application uses a unified judgment framework for state identification for each type of power component to ensure the universality and consistency of the method.

[0043] Step S130: Correct the contradictory energy transfer node states of multiple power components in the energy transfer direction according to the preset priority data; wherein, the preset priority data includes the priority correction schemes for the contradictory energy transfer node states of multiple power components.

[0044] After determining the energy transfer node status of each power component in step S120, a contradictory state may occur where multiple power components have inconsistent energy transfer directions at the same time. For example, one drive motor may be in a driving state while another drive motor is in a regenerative braking state, exhibiting a contradictory state of "one moving forward and the other moving backward" at the same time. If the above contradictory state is directly output and displayed, it will not accurately reflect the actual energy flow trend of the entire vehicle and will cause confusion for the user.

[0045] Based on this, embodiments of this application correct the aforementioned contradictory states according to preset priority data. The preset priority data is a pre-defined correction scheme used to determine the priority of multiple power components when contradictory energy transfer node states occur. This data can be stored in the memory of the hybrid power system controller in the form of a lookup table, configuration file, array, or program instructions, etc., and this application does not limit its use in this regard.

[0046] By introducing preset priority data to correct contradictory states, the embodiments of this application can eliminate the problem of inconsistent cross-axis energy transmission direction caused by the coupling of various power sources and special transient conditions (such as stability control intervention caused by sudden changes in road adhesion, torque distribution between left and right wheels when the vehicle is turning, U-turns, etc.), so that the final output energy transmission node state is consistent in macroscopic logic, avoiding confusion at the display level and preventing users from being confused.

[0047] Step S140: Output the corrected energy transfer node status for each power component.

[0048] After the correction is completed in step S130, the corrected energy transfer node state of each power component is obtained and the state is output.

[0049] In some embodiments, the corrected energy transfer node status can be sent to the vehicle's central control display system. Based on the received energy transfer node statuses of each power component, the central control display system visually displays the energy flow path of the hybrid power system. For example, the central control display system can use arrows, lines, color changes, etc., to present the energy transfer direction and path from the engine, generator, and power battery to the drive motor and wheels on the display screen.

[0050] By outputting and visualizing the corrected energy transfer node status, users can intuitively understand the current energy flow of the hybrid system, including where the energy comes from, where it flows to, and the working role of each component, thereby improving the user's driving experience and perception of the vehicle's energy consumption.

[0051] This application's embodiments introduce a power topology configuration word to indicate the topological connection relationship between multiple power components and multiple drive shafts, objectively reflecting the vehicle's actual power architecture and component location layout. Therefore, subsequent judgment logic does not need to be developed separately for different configurations (such as series, parallel, and series-parallel hybrid), but can be adapted to the hybrid configuration of different vehicle models through the power topology configuration word, improving the versatility and reusability of the energy transfer management method. Furthermore, this application's embodiments use a unified judgment framework for state identification of each power component based on real-time operating data, ensuring the method's versatility and consistency. In addition, this application's embodiments correct contradictory states by introducing preset priority data, eliminating the problem of inconsistent cross-axis energy transfer directions caused by multi-power source coupling and special transient conditions. This ensures that the final output energy transfer node states are consistent in macroscopic logic, avoiding display-level confusion and improving the accuracy of subsequent visualization and user experience.

[0052] In some embodiments, the power topology configuration word indicates, based on a digital encoding method, whether there is a connection relationship between each power component and each drive shaft.

[0053] For example, the power topology configuration word is a system preset parameter. The numbers 1 and 0 can be used to predefine whether each power component is on the drive shaft, that is, the physical presence and distribution of the engine, generator and various drive motors on the front and rear axles. The specific definitions are shown in Table 1.

[0054] Taking column T1 as a specific example, for a certain vehicle model equipped with a P2+P4 powertrain architecture hybrid system, its powertrain topology configuration word can be defined in binary as 100010001000, which translates to 0x888 in hexadecimal. The system's preset parameters indicate that the engine and first auxiliary motor of this hybrid system are located on the front axle, and the first main motor is located on the rear axle. Columns T2 to Tn can correspond to other hybrid configurations, used to indicate different topology connections.

[0055] Table 1 Power Topology Configuration Word

[0056] It should be understood that the power topology configuration word adopts a digital encoding method, including any scheme that represents the topological connection relationship between the power component and the drive shaft in a digital and parameterized form, such as binary, hexadecimal, bitmap, matrix form, etc., and this application does not limit it. Table 1 is only an example and does not constitute a limitation of this application.

[0057] The embodiments of this application can objectively reflect the architecture and location layout of each power component through the power topology configuration word, so that the energy transfer judgment logic of the whole vehicle is decoupled from the specific hardware configuration. The same algorithm can be adapted to series, parallel, hybrid and different axle arrangements by simply modifying the power topology configuration word, realizing cross-platform reuse of energy transfer management strategy.

[0058] In some embodiments, the real-time operating data further includes: the target torque of the engine; before step S120 (determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word), the energy transfer management method further includes the following steps (steps S118 and S119): Step S118: Determine the target output torque at the wheel end of the drive shaft where the engine is located based on the user's required torque and the wheel end torque distribution coefficient.

[0059] User-demanded torque refers to the driving demand expressed by the driver through the accelerator pedal opening, calculated by combining it with the current vehicle speed to obtain the driver's desired total wheel-end torque. The wheel-end torque distribution coefficient represents the proportion of user-demanded torque distributed between the front and rear axles of the vehicle. This distribution coefficient can be dynamically determined based on factors such as the vehicle's current drive mode (e.g., two-wheel drive or four-wheel drive), front and rear axle load distribution, and road surface adhesion coefficient. For example, in pure two-wheel drive mode, all user-demanded torque is distributed to the drive axles; in four-wheel drive mode, it can be distributed proportionally according to the front and rear axle torque distribution strategy.

[0060] When the engine is located on the front axle, the target output torque at the front axle is obtained by multiplying the user-demanded torque by the wheel-end torque distribution coefficient of the front axle. This torque is the target output torque at the wheel-end of the axle where the engine is located. Similarly, when the engine is located on the rear axle, the target output torque at the wheel-end of the rear axle can be obtained. The above relationship can be expressed by the following formula (1).

[0061] Formula (1): T w = T driver α .

[0062] in, T w The target output torque is the torque at the wheel end of the shaft where the engine is located; T driver Torque to meet user needs; α This is the torque distribution coefficient at the wheel end of the shaft where the engine is located.

[0063] Step S119: Subtract the product of the engine's target torque and the engine's drive speed ratio from the target output torque at the wheel end to obtain the net contribution value of the non-engine wheel end torque.

[0064] In this embodiment, the target output torque at the wheel end of the shaft where the engine is located is... T w It consists of the sum of the torque contributions of each power component on the shaft, and can be specifically expressed by the following formula (2).

[0065] Formula (2): T w = T e i e x 1 +T g i g x 2 +T m1 i m1 x 3 +T m2 i m2 x 4 +Ts1 i s1 x 5 +T s2 i s2 x 6.

[0066] Where: the engine target torque is T e Engine drive ratio i e The target torque of the generator is T g Generator drive speed ratio i g The target torque of the first main motor is T m1 The first main motor drive speed ratio i m1 The target torque of the second main motor is T m2 The second main motor drive speed ratio i m2 The target torque of the first auxiliary motor is T s1 The first auxiliary motor drive speed ratio i s1 The target torque of the second auxiliary motor is T s2 The second auxiliary motor drive speed ratio i s2 . x 1, x 2, x 3, x 4, x 5, x 6 represents the bit values ​​of the power topology configuration word, used to indicate whether the corresponding component exists on this axis (value 1 or 0).

[0067] The engine contribution item in the above formula T e i e x 1. Move to the left side of the equals sign (when the engine is located on this shaft). x 1 = 1), and the net contribution value of the wheel end torque of the non-engine can be obtained, which can be expressed by the following formula (3).

[0068] Formula (3): T 净 = T w -T e i e = T g i g x 2 +T m1 i m1 x 3 +T m2 i m2 x 4 +T s1 i s1 x 5 +T s2 i s2 x 6.

[0069] That is, the net contribution value of the wheel end torque of non-engine is equal to the target output torque of the wheel end of the shaft where the engine is located minus the target torque of the engine, which can be expressed by the following formula (4).

[0070] Formula (4): T 净 =T w -T e i e .

[0071] in, T 净 This is the net contribution value of wheel-end torque not from the engine; T e The engine target torque is calculated based on factors such as real-time vehicle speed, driver power demand, SOC, altitude, and temperature; the power source drive ratio. i eSet the system preset parameters.

[0072] It should be understood that the above summation formula is merely an exemplary implementation provided in this application. T w The specific method of obtaining the torque is not limited to this. Those skilled in the art can use other equivalent methods to determine the target output torque at the wheel end according to the actual configuration, and this application does not limit this.

[0073] This application's embodiments introduce a non-engine wheel-end torque net contribution value, which can accurately separate the engine's contribution from the total wheel-end torque and quantify the net output of other power components to the wheel end. This provides a reliable basis for accurately identifying the energy transfer role of the engine and other power components, overcoming the technical defects in related technologies that rely solely on a single physical quantity (such as power battery current or a single torque value) to accurately determine the energy transfer state.

[0074] In this embodiment, each power component is abstracted as an energy transfer node. The operating state of each energy transfer node is defined by three dimensions: energy source (i.e., where the energy comes from, such as fuel chemical energy, power battery electrical energy, wheel kinetic energy, etc.), component state (i.e., the functional role currently performed by the component, such as driving, power generation, recycling, etc.), and energy output (i.e., where the energy goes, such as wheel-end mechanical energy, power battery electrical energy, etc.). These three dimensions together constitute the complete state semantics of the energy transfer node, thereby ensuring that the energy transfer direction and path are determined unambiguously. Table 2 defines the energy transfer node states of each power component (such as engine, generator, drive motor).

[0075] Table 2. Energy transfer node status definitions for each power component

[0076] The drive motors include a first main motor, a second main motor, a first auxiliary motor, and a second auxiliary motor, all of which have the same operating state value description. For example, the engine operating state (State_Eng) includes four states: inactive, series generator, parallel drive, and parallel generator, represented by 0x0, 0x1, 0x2, and 0x3 respectively. The generator operating state (State_GCU) includes four states: inactive, drive, regeneration, and generator, represented by 0x0, 0x1, 0x2, and 0x3 respectively. The drive motor operating state (State_MCU) includes three states: inactive, drive, and regeneration, represented by 0x0, 0x1, and 0x2 respectively.

[0077] Figure 5 This is a schematic diagram of energy transfer corresponding to an engine operating state, provided as an embodiment of this application. For example... Figure 5 As shown in sub-diagram 'a', when the engine is not running, there is no energy transfer path, and the engine stops or is in the process of shutting down. (See diagram 'a'.) Figure 5 As shown in sub-diagram b, when the engine is in series-generated power generation mode, the energy comes from the chemical energy of the fuel. The engine converts the chemical energy into mechanical energy and drives the generator to rotate. The generator converts the mechanical energy into electrical energy and delivers it to the power battery or directly supplies the drive motor. Figure 5 As shown in sub-diagram c, when the engine is in parallel drive mode, the energy comes from the chemical energy of the fuel. The engine converts the chemical energy into mechanical energy and directly transmits it to the wheel ends of the axle where the engine is located, driving the wheels together with the drive motor. Figure 5 As shown in the d-sub-diagram, when the engine is in parallel power generation mode, part of the mechanical energy output by the engine is used to drive the wheels, and the other part drives the generator to generate electricity. At this time, the engine simultaneously undertakes the dual roles of driving and power generation.

[0078] In this embodiment, the logic for determining the state of the engine's energy transfer nodes integrates the engine's operating status data, the hybrid power system's operating mode, and the net contribution value of non-engine wheel-end torque. The specific determination rules are as follows: For the non-working state (0x0): Condition a: The engine's operating status data is not equal to the start-up complete status, i.e., the engine is not in a start-up complete status such as stopped, starting, or stopped.

[0079] For series generation state (0x1): Condition a: The engine's operating status data equals the start-up completion status; Condition b: The hybrid power system operates in series mode.

[0080] The above state is valid if both conditions a and b are satisfied.

[0081] For parallel drive state (0x2): Condition a: The engine's operating status data equals the start-up completion status; Condition b: The hybrid power system operates in parallel mode; Condition c: The net contribution of non-engine wheel-end torque is greater than the preset first torque threshold T1.

[0082] The above state is valid if conditions a, b, and c are satisfied simultaneously.

[0083] For parallel power generation status (0x3): Condition a: The engine's operating status data equals the start-up completion status; Condition b: The hybrid power system operates in parallel mode; Condition c: The net contribution of non-engine wheel-end torque is less than or equal to the preset first torque threshold T1.

[0084] The above state is valid if conditions a, b, and c are satisfied simultaneously.

[0085] Based on the above judgment logic, in some embodiments, the power component includes: an engine; real-time operating data includes: engine operating status data, and the operating mode of the hybrid power system; the above step S120 (determining the energy transfer node status of each power component based on real-time operating data and power topology configuration word) includes the following steps (steps S1201 to S1205): Step S1201: Determine the drive shaft where the engine is located based on the power topology configuration word; Step S1202: If the running status data is not in the start-up completed state, determine that the energy transfer node status of the engine is in the non-working state; Step S1203: When the running status data is in the start-up completed state and the working mode is in series mode, determine that the energy transfer node status of the engine is in the series power generation state. Step S1204: When the running status data is in the start-up completed state, the working mode is in parallel mode, and the net contribution value of the non-engine wheel-end torque is greater than the first torque threshold, determine that the energy transfer node state of the engine is in the parallel drive state. Step S1205: When the running status data is in the start-up completed state, the working mode is in parallel mode, and the net contribution value of the non-engine wheel-end torque is less than or equal to the first torque threshold, determine that the energy transfer node status of the engine is in the parallel power generation state.

[0086] Figure 6 This is a flowchart illustrating an engine operating status determination method provided in an embodiment of this application. Figure 6 As shown, the determination of the engine operating status includes the following steps (steps S201 to S208): Step S201: Determine whether the engine operating status data is in the start-up complete state. If the engine operating status data is not in the start-up complete state, i.e., the engine is in the stopped state, starting state, or stopped state, then proceed to step S208. If the operating status data is equal to the start-up complete state, then execute step S202.

[0087] Step S202: Determine whether the operating mode is series mode. If the hybrid system is in series mode, proceed to step S205. If the hybrid system is not in series mode, proceed to step S203.

[0088] Step S203: Determine whether the operating mode is parallel mode. If the operating mode is not parallel mode, proceed to step S208. If the operating mode is parallel mode, execute step S204.

[0089] Step S204: T 净 > T 1. That is, to determine the net contribution value of wheel-end torque other than that of the engine. T 净 Is it greater than the first torque threshold? T 1. If T 净 > T 1. Then proceed to step S206; if T 净 ≤ T If 1, then proceed to step S207.

[0090] Step S205: Series power generation. That is, determine the energy transfer node state of the engine to be in series power generation state.

[0091] Step S206: Parallel drive. That is, determine that the energy transfer node state of the engine is in parallel drive state.

[0092] Step S207: Parallel power generation. That is, determine the energy transfer node state of the engine to be in parallel power generation state.

[0093] Step S208: Not working. This means determining that the energy transfer node of the engine is in a non-working state.

[0094] Through the above steps, the energy transfer node status of the engine can be determined based on the engine's operating status data, the hybrid power system's operating mode, and the net contribution value of non-engine wheel-end torque.

[0095] Figure 7 This is a schematic diagram illustrating energy transfer corresponding to a generator operating state, provided as an embodiment of this application. For example... Figure 7 As shown in sub-diagram 'a', when the generator is in an inactive state, there is no energy transfer path, and the generator does not participate in energy conversion. (See diagram 'a'.) Figure 7 As shown in sub-diagram b, when the generator is in driving mode, the energy comes from the power battery. The generator converts electrical energy into mechanical energy and outputs it to the wheel end of the axle where the generator is located, to drive the wheels. Figure 7 As shown in sub-diagram c, when the generator is in recovery mode, the energy comes from the mechanical energy at the wheel end, and the generator converts the mechanical energy into electrical energy to recharge the power battery. Figure 7 As shown in the d sub-diagram, when the generator is in the power generation state, the energy comes from the engine. The generator converts the mechanical energy output by the engine into electrical energy and delivers it to the power battery or directly supplies the drive motor.

[0096] In this embodiment, the logic for determining the energy transfer node status of the generator integrates the operating mode of the hybrid power system, the target torque of the generator, and the target output torque at the wheel end of the axle where the engine is located. The specific determination rules are as follows: For the non-working state (0x0): Condition a: The absolute value of the generator's target torque minus the first reserved torque is less than or equal to the preset second torque threshold T2; If condition a is met, the above state is valid.

[0097] For driver state (0x1): Condition a: The generator's target torque minus the first reserved torque is greater than the preset second torque threshold T2.

[0098] If condition a is met, the above state is valid.

[0099] Regarding the recycling status (0x2): Condition a: The hybrid power system is operating in pure electric mode; Condition b: The generator's target torque minus the first reserved torque is less than the negative number of the preset second torque threshold T2; Condition c: The hybrid power system is operating in parallel mode; Condition d: The target output torque at the wheel end of the shaft where the engine is located is less than the negative number of the preset third torque threshold T3.

[0100] The above state holds if either condition (a and b) or (b and c and d) is satisfied.

[0101] For power generation status (0x3): Condition a: The hybrid power system is operating in series mode; Condition b: The generator's target torque minus the first reserved torque is less than the negative number of the preset second torque threshold T2; Condition c: The hybrid power system is operating in parallel mode; Condition d: The target output torque at the wheel end of the shaft where the engine is located is greater than or equal to a negative number of the preset third torque threshold T3.

[0102] The above state holds if either condition (a and b) or (b and c and d) is satisfied.

[0103] Based on the above judgment logic, in some embodiments, the power component includes: a generator; real-time operating data includes: the target torque of the generator; the above step S120 (determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word) includes the following steps (steps S1211 to S1213): Step S1211: Determine the drive shaft where the generator is located based on the power topology configuration word; Step S1212: If the absolute value of the difference between the generator's target torque and the first reserved torque is less than or equal to the second torque threshold, determine that the generator's energy transfer node state is inactive. Step S1213: When the difference between the generator's target torque and the first reserved torque is greater than the second torque threshold, determine the generator's energy transfer node state as the driving state.

[0104] In some embodiments, the power components include: a generator and an engine; real-time operating data includes: the target torque of the generator and the operating mode of the hybrid power system; the above step S120 (determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word) includes the following steps (steps S1214 and S1215): Step S1214: Based on the power topology configuration word, determine the drive shafts where the generator and engine are located respectively; under the condition that the recovery conditions are met, determine the energy transfer node state of the generator to be in the recovery state; wherein, the recovery conditions include at least one of the following: Recovery condition A: The working mode is pure electric mode, and the difference between the generator's target torque and the first reserved torque is less than the negative number of the second torque threshold. Recovery Condition B: The working mode is parallel mode, the difference between the generator's target torque and the first reserved torque is less than the negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is less than the negative number of the third torque threshold. Step S1215: Under the condition that the power generation conditions are met, determine the energy transfer node state of the generator as the power generation state; wherein, the power generation conditions include at least one of the following: Power generation condition A: The operating mode is series mode, and the difference between the generator's target torque and the first reserved torque is less than the negative number of the second torque threshold; Power generation condition B: The operating mode is parallel mode, the difference between the generator's target torque and the first reserved torque is less than the negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is greater than or equal to the negative number of the third torque threshold.

[0105] Figure 8 This is a schematic flowchart illustrating a generator operating status determination method provided in an embodiment of this application. Figure 8 As shown, the determination of the generator's operating status includes the following steps (steps S301 to S309): Step S301: |T g -T g0 | ≤ T 2. That is, to determine whether the condition is met.|T g -T g0 | ≤ T 2. That is, to determine the target torque of the generator. T g With the first reserved torque T g0 Is the absolute value of the difference less than or equal to the second torque threshold? T 2. If the condition is met, proceed to step S306; if not, proceed to step S302.

[0106] Step S302: T g -T g0 <-T 2. That is, to determine whether the condition is met. T g -T g0 <-T 2. If not satisfied, i.e. T g -T g0 >T If step 2 is met, proceed to step S309; ​​if the condition is met, proceed to step S303.

[0107] Step S303: Determine whether the operating mode is pure electric mode. If the operating mode is pure electric mode, proceed to step S307; if the operating mode is not pure electric mode, proceed to step S304.

[0108] Step S304: Determine whether the operating mode is parallel mode. If the operating mode is not parallel mode, i.e., the operating mode is series mode, then proceed to step S308; if the operating mode is parallel mode, then execute step S305.

[0109] Step S305: T w ≥ -T 3. That is, determine whether the condition is met. T w ≥ -T 3. That is, determine the target output torque at the wheel end of the axle where the engine is located. T w Is it greater than or equal to the third torque threshold? T Negative numbers of 3. If they satisfy... T w ≥ -T 3. If the above conditions are not met, proceed to step S308; otherwise, proceed to step S308. T w <-T 3. Then proceed to step S307.

[0110] Step S306: Not in operation. Determine that the energy transfer node status of the generator is not in operation.

[0111] Step S307: Recycling. Determine the energy transfer node status of the generator to be in the recycling state.

[0112] Step S308: Power generation. Determine the energy transfer node state of the generator to be in the power generation state.

[0113] Step S309: Drive. Determine the energy transfer node state of the generator to be in the drive state.

[0114] By following the steps above, the energy transfer node status of the generator can be determined based on the operating mode of the hybrid power system, the target torque of the generator, and the target output torque at the wheel end of the shaft where the engine is located.

[0115] Figure 9 This is a schematic diagram illustrating energy transfer corresponding to the operating state of a drive motor, as provided in an embodiment of this application. Figure 9 As shown in sub-diagram a, when the drive motor is not in operation, there is no energy transfer path, and the drive motor neither outputs torque nor recovers energy. Figure 9 As shown in sub-diagram b, when the drive motor is in driving mode, the energy comes from the power battery. The drive motor converts electrical energy into mechanical energy and outputs it to the wheel end of the drive motor shaft, driving the wheel to rotate. Figure 9 As shown in sub-diagram c, when the drive motor is in the recovery state, the energy comes from the mechanical energy at the wheel end. The drive motor acts as a generator to convert the mechanical energy into electrical energy to recharge the power battery.

[0116] In this embodiment, the logic for determining the energy transfer node state of the drive motor integrates the target torque of the drive motor and the corresponding wheel-end torque requirement of the drive motor. The specific determination rules are as follows: For the non-working state (0x0): Condition a: The absolute value of the target torque of the drive motor minus the second reserved torque is less than or equal to the preset fourth torque threshold T4.

[0117] If condition a is met, the above state is valid.

[0118] For driver state (0x1): Condition a: The target torque of the drive motor minus the second reserved torque is greater than the preset fourth torque threshold T4; Condition b: The required torque at the wheel end of the drive motor is greater than the preset fifth torque threshold T5.

[0119] The above state is valid if both conditions a and b are satisfied.

[0120] Regarding the recycling status (0x2): Condition a: The target torque of the drive motor minus the second reserved torque is less than the negative number of the preset fourth torque threshold T4; Condition b: The required torque at the wheel end of the drive motor is less than the negative number of the preset fifth torque threshold T5.

[0121] The above state is valid if both conditions a and b are satisfied.

[0122] Based on the above judgment logic, in some embodiments, the power component includes: a drive motor; real-time operating data includes: the target torque of the drive motor; the above step S120 (determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word) includes the following steps (steps S1231 to S1234): Step S1231: Determine the drive shaft where the drive motor is located based on the power topology configuration word; Step S1232: If the absolute value of the difference between the target torque of the drive motor and the second reserved torque is less than or equal to the fourth torque threshold, determine that the energy transfer node state of the drive motor is in an inactive state. Step S1233: When the difference between the target torque of the drive motor and the second reserved torque is greater than the fourth torque threshold, and the wheel end demand torque of the drive motor is greater than the fifth torque threshold, determine the energy transfer node state of the drive motor as the drive state. Step S1234: When the difference between the target torque of the drive motor and the second reserved torque is less than the negative number of the fourth torque threshold, and the wheel end demand torque of the drive motor is less than the negative number of the fifth torque threshold, determine the energy transfer node state of the drive motor as the recovery state.

[0123] Figure 10 This is a flowchart illustrating a method for determining the operating status of a drive motor, as provided in an embodiment of this application. Figure 10 As shown, the determination of the driving motor's operating status includes the following steps (steps S401 to S407): Step S401: |T m -T m0 |≤ T 4. That is, determine whether the condition is met. |T m -T m0 |≤ T 4. That is, to determine the target torque of the drive motor. T m Reserved torque with drive motor T m0 Is the absolute value of the difference less than or equal to the fourth torque threshold? T4. If the condition is met, proceed to step S405; if not, proceed to step S402.

[0124] Step S402: T m -T m0 >T 4. That is, determine whether the condition is met. T m -T m0 >T 4. If satisfied, proceed to step S403; otherwise, proceed to step S403. T m -T m0 <-T 4. Then proceed to step S404.

[0125] Step S403: T sm >T 5. That is, determine whether the condition is met. T sm >T 5. That is, determine the required torque at the wheel end of the drive motor. T sm Is it greater than the fifth torque threshold? T 5. If satisfied, proceed to step S407; otherwise, proceed to step S407. T sm ≤ T 5. Then proceed to step S405.

[0126] Step S404: T sm <-T 5. That is, determine whether the condition is met. T sm <-T 5. That is, determine the required torque at the wheel end of the drive motor. T sm Is it less than the fifth torque threshold? T Negative numbers of 5. If satisfied, proceed to step S406; otherwise, ... T sm ≥ -T 5. Then proceed to step S405.

[0127] Step S405: Not working. Determine that the energy transfer node status of the drive motor is not working.

[0128] Step S406: Recycling. Determine the energy transfer node status of the drive motor to be in the recycling state.

[0129] Step S407: Drive. Determine the energy transfer node state of the drive motor to be in the drive state.

[0130] It should be understood that the determination of the operating status of the first main motor, the second main motor, the first auxiliary motor, and the second auxiliary motor can all be achieved through the above steps S401 to S407, only requiring the wheel end torque requirement of the above drive motors to be determined. T sm Replace with the torque values ​​corresponding to the motors mentioned above.

[0131] By following the steps above, the energy transfer node status of the drive motor can be determined based on the target torque of the drive motor and the corresponding wheel end torque requirement of the drive motor.

[0132] It should be understood that the first to fifth torque thresholds mentioned above are all preset calibration values ​​greater than zero. The specific values ​​are obtained through bench or vehicle calibration based on the power level of the corresponding power component, the drive speed ratio of the shaft, and the vehicle's energy management strategy. Among them, T1, T3, and T5 are related to the corresponding wheel-end torque, while T2 and T4 are related to the motor body torque. They are calibrated independently and are not limited in magnitude. The aforementioned first reserved torque... T g0 Second reserved torque T m0 It is a preset calibration value greater than or equal to zero, used to filter out minute torque fluctuations caused by signal zero drift and component friction losses.

[0133] In some embodiments, the determination of the energy transfer node state of each power component in step S120 can also be achieved by constructing a real-time, detailed energy flow calculation model of the hybrid power system. This model collects voltage, current, torque, and speed signals of each power component in real time, directly calculates the instantaneous electrical and mechanical power flows between each power component based on these signals, and determines the energy transfer node state of each power component based on the direction and magnitude of the power flow.

[0134] Compared to methods that rely on the net contribution of wheel-end torque and a preset threshold for judgment, this real-time energy flow calculation model can more accurately reflect the actual physical energy flow, including system losses, and theoretically has higher judgment accuracy. Furthermore, it is unaffected by calibration errors of the preset threshold. However, this method requires high precision in sensor signals and high computing power from the controller, and can serve as an alternative implementation of the method in this application on platforms with sufficient computing power.

[0135] In some embodiments, the determination of the energy transfer node state of each power component in step S120 can also be achieved through a pre-trained machine learning model. Specifically, a large amount of real vehicle operating data under different working conditions and modes (including but not limited to torque, speed, current, voltage, vehicle speed, etc. of each power component) is collected, and the energy transfer node state of the above data is accurately labeled. The labeled data is used as a training set to train a classification or regression model. After the model training is completed, the real-time collected vehicle operating data is input into the model, and the model directly outputs the energy transfer node state of each power component.

[0136] This data-driven approach can automatically learn and adapt to complex and nonlinear operating conditions, eliminating the need for tedious manual threshold calibration. However, this approach requires high coverage and annotation quality of the training data, resulting in relatively weak model interpretability. In application scenarios with sufficient real-vehicle data, this approach can serve as an alternative to the method described in this application.

[0137] After completing the independent state judgment of each energy transfer node, due to the complex power topology of the hybrid system with multiple shafts and multiple motors, under specific transient conditions or special vehicle modes, such as stability control intervention caused by sudden changes in road adhesion, torque distribution between the left and right wheels when the vehicle is turning, U-turns, and agile U-turns, it is necessary to avoid transient condition judgments where the torque directions of different drive shafts are inconsistent within the same vehicle driving state, while retaining the visual display of the special vehicle mode status.

[0138] To address this issue, a component state mutual exclusion arbitration mechanism is added between the state judgment layer and the visualization mapping layer. This arbitration mechanism uses a priority correction scheme, encompassing multiple power components in conflicting energy transfer node states, as preset priority data for different motor states (including left / right and front / rear) to ensure consistent energy transfer direction across the entire vehicle as displayed.

[0139] In some embodiments, the preset priority data includes a drive priority scheme, which includes: when a conflict is detected between the drive state and the recycling state, retaining the drive state and correcting the recycling state to an inactive state; the above step S130 (correcting the conflicting energy transfer node states of multiple power components in the energy transfer direction) includes the following steps: Step S131: If conflicting energy transfer node states are detected between the corresponding drive motors on different drive shafts in the energy transfer direction, the energy transfer node state of the drive motor in the recycling state is forcibly corrected to the non-working state.

[0140] For example, when one drive motor is in a driving state and another drive motor is in a regenerative braking state, the drive motor in the regenerative braking state is corrected to an inactive state, thereby ensuring that the energy transfer direction of the entire vehicle is uniformly presented as driving. The drive priority scheme is suitable for normal driving conditions and can keep the energy flow display consistent with the driver's acceleration expectations.

[0141] In some embodiments, the preset priority data can be configured as an energy balance priority scheme. The energy balance priority scheme includes setting priorities based on the current charge / discharge balance requirements of the hybrid system. For example, when the battery's State of Charge (SOC) is low, the priority of the regeneration state is increased; when a conflict is detected between the driving state and the regeneration state, the regeneration state is prioritized to highlight the energy recovery effect; when the battery has sufficient charge, the priority of the driving state is increased. This scheme can more precisely reflect the vehicle's actual energy management strategy.

[0142] In some embodiments, the preset priority data can be configured as a mode-driven scheme. The mode-driven scheme includes setting priorities based on the currently selected driving mode of the vehicle (such as Eco, Sport, Snow, etc.). For example, in Sport mode, driving state takes priority; in Eco mode, regenerative braking state takes priority; and in Snow mode, there may be specific priority combinations. This scheme allows the energy flow display to adapt to the driver's driving mode selection.

[0143] It should be understood that the aforementioned drive priority scheme, energy balance priority scheme, and mode-dominant scheme are merely illustrative examples. The specific settings of the preset priority data in the embodiments of this application are not limited thereto, and those skilled in the art can flexibly configure them according to the vehicle control strategy and display requirements. Furthermore, the preset priority data can be pre-set when the vehicle rolls off the production line, or it can be dynamically adjusted according to real-time operating conditions or driving mode switching.

[0144] In some embodiments, the drive motor includes: a first main motor, a second main motor, a first auxiliary motor, and a second auxiliary motor; the above step S131 (forcibly correcting the energy transfer node state of the drive motor in the recycling state to the non-working state) includes the following steps (S1311 to S1314): Step S1311: When the first main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the retracted state, the first auxiliary motor or the second auxiliary motor in the retracted state is corrected to the non-working state. Step S1312: When the second main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the retracted state, the first auxiliary motor or the second auxiliary motor in the retracted state is corrected to the non-working state. Step S1313: When the first auxiliary motor is in the driving state and the first main motor or the second auxiliary motor is in the retracted state, the first main motor or the second auxiliary motor in the retracted state is corrected to the non-working state. Step S1314: When the second auxiliary motor is in the driving state and the first main motor or the first auxiliary motor is in the retracted state, the first main motor or the first auxiliary motor in the retracted state is corrected to the non-working state.

[0145] Table 3 shows the arbitration rules for the drive-first scheme. The drive-first scheme includes the following: when a conflict is detected between the drive state and the retraction state, the drive state is retained, and the retraction state is corrected to an inactive state. For example, if the triggering condition "the first main motor is in a drive state, and the first auxiliary motor or the second auxiliary motor is in a retraction state" is met, then the first auxiliary motor or the second auxiliary motor currently in the retraction state will be forcibly corrected to an inactive state. Regardless of whether the second main motor is currently in a drive state, a retraction state, or an inactive state, it will not affect the execution of the arbitration result.

[0146] Table 3 Arbitration Rules for Driver Priority Scheme

[0147] This application embodiment, by introducing the aforementioned arbitration mechanism, effectively eliminates the logical contradiction in the direction of cross-axis energy transfer without sacrificing the ability to display true torque vector control, while significantly improving the accuracy of energy transfer visualization and user experience. After arbitration, the status of each power component is sent to the central control display system.

[0148] This application discloses an energy transfer management method, controller, hybrid power system, and vehicle. The method includes: acquiring real-time operating data of the hybrid power system and a power topology configuration word, whereby the power topology configuration word indicates the topological connection relationship between multiple power components and multiple drive shafts; determining the energy transfer node state of each power component based on the real-time operating data and the power topology configuration word; correcting conflicting energy transfer node states of multiple power components in the energy transfer direction based on preset priority data; and outputting the corrected energy transfer node state of each power component. Based on this, this application introduces a power topology configuration word to indicate the topological connection relationship between multiple power components and multiple drive shafts, objectively reflecting the actual power architecture and component layout of the vehicle. Therefore, subsequent judgment logic does not need to be developed separately for different configurations (such as series, parallel, and series-parallel hybrid), but can be adapted to the hybrid power configuration of different vehicle models through the power topology configuration word, improving the versatility and reusability of the energy transfer management method. Furthermore, this application uses a unified judgment framework for state identification of each power component based on real-time operating data, ensuring the versatility and consistency of the method. Furthermore, by introducing preset priority data to correct contradictory states, this embodiment of the application can eliminate the problem of inconsistent cross-axis energy transfer directions caused by multi-power source coupling and special transient conditions, so that the final output energy transfer node states are consistent in macroscopic logic, avoiding confusion at the display level and improving the accuracy of subsequent visualization and user experience.

[0149] Embodiments of this application also provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the above-described energy transfer management method and have all the beneficial effects of the above-described energy transfer management method, which will not be elaborated further here.

[0150] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which is loaded by a processor to perform the steps of any of the methods described above.

[0151] In the embodiments of this application, the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0152] Embodiments of this application also provide a controller, including: a memory and a processor, wherein the memory stores a computer program or instructions; the processor is used to execute the computer program or instructions in the memory to implement the steps of the energy transfer management method described above. This controller possesses all the beneficial effects of the energy transfer management method described above, which will not be elaborated further here.

[0153] Embodiments of this application also provide a hybrid power system, including any of the controllers described above. This hybrid power system possesses all the beneficial effects of the aforementioned controllers, which will not be elaborated upon further herein.

[0154] Embodiments of this application also provide a vehicle including the aforementioned controller or hybrid power system, wherein the hybrid power system may include the aforementioned controller. This vehicle possesses all the beneficial effects of the aforementioned controller or hybrid power system, which will not be elaborated upon herein.

[0155] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0156] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0157] The above provides a detailed description of an energy transfer management method, controller, hybrid power system, and vehicle provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An energy transfer management method, characterized in that, The method includes: Acquire real-time operating data and power topology configuration words of the hybrid power system; the power topology configuration words are used to indicate the topological connection relationships between multiple power components and multiple drive shafts of the hybrid power system. Based on the real-time operating data and the power topology configuration word, determine the energy transfer node status of each power component; Based on preset priority data, the states of multiple power components that conflict in the energy transmission direction are corrected; wherein, the preset priority data includes priority correction schemes for multiple power components in conflicting energy transmission node states; Output the corrected energy transfer node status for each of the power components.

2. The method according to claim 1, characterized in that, The power topology configuration word indicates, based on a digital encoding method, whether there is a connection relationship between each power component and each drive shaft.

3. The method according to claim 1, characterized in that, The power component includes an engine; the real-time operating data includes the engine's operating status data and the operating mode of the hybrid power system. The step of determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word includes: The drive shaft where the engine is located is determined based on the power topology configuration word; If the operating status data is not in a start-up complete state, the energy transfer node status of the engine is determined to be in a non-working state. If the operating status data is in the start-up completed state and the operating mode is in the series mode, then the energy transfer node state of the engine is determined to be in the series power generation state. When the operating status data is in the start-up completed state, the working mode is in parallel mode, and the net contribution value of the non-engine wheel-end torque is greater than the first torque threshold, the energy transfer node state of the engine is determined to be in parallel drive state. If the operating status data is in the start-up completed state, the operating mode is in parallel mode, and the net contribution value of the non-engine wheel-end torque is less than or equal to the first torque threshold, then the energy transfer node state of the engine is determined to be in parallel power generation state.

4. The method according to claim 3, characterized in that, The real-time operating data also includes: the target torque of the engine; Before determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word, the method further includes: The target output torque at the wheel end of the drive shaft where the engine is located is determined based on the user's required torque and the wheel end torque distribution coefficient. The net contribution value of the non-engine wheel-end torque is obtained by subtracting the product of the engine's target torque and the engine's drive speed ratio from the target output torque at the wheel end.

5. The method according to claim 1, characterized in that, The power component includes: a generator; the real-time operating data includes: the target torque of the generator; The step of determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word includes: The drive shaft where the generator is located is determined based on the power topology configuration word; If the absolute value of the difference between the target torque of the generator and the first reserved torque is less than or equal to the second torque threshold, the energy transfer node state of the generator is determined to be in an inactive state. If the difference between the target torque of the generator and the first reserved torque is greater than the second torque threshold, the energy transfer node state of the generator is determined to be in a driving state.

6. The method according to claim 1, characterized in that, The power components include: a generator and an engine; the real-time operating data includes: the target torque of the generator and the operating mode of the hybrid power system; The step of determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word includes: Based on the power topology configuration word, the drive shafts where the generator and the engine are located are determined respectively; Under the condition that the recycling conditions are met, the energy transfer node state of the generator is determined to be a recycling state; wherein the recycling conditions include at least one of the following: The operating mode is pure electric mode, and the difference between the target torque of the generator and the first reserved torque is less than the negative number of the second torque threshold. The operating mode is a parallel mode, the difference between the target torque of the generator and the first reserved torque is less than a negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is less than a negative number of the third torque threshold. Under the condition that the power generation conditions are met, the energy transfer node state of the generator is determined to be a power generation state; wherein the power generation conditions include at least one of the following: The operating mode is a series mode, and the difference between the target torque of the generator and the first reserved torque is less than the negative number of the second torque threshold. The operating mode is a parallel mode, the difference between the target torque of the generator and the first reserved torque is less than the negative number of the second torque threshold, and the target output torque at the wheel end of the drive shaft where the engine is located is greater than or equal to the negative number of the third torque threshold.

7. The method according to claim 1, characterized in that, The power component includes a drive motor; the real-time operating data includes the target torque of the drive motor. The step of determining the energy transfer node status of each power component based on the real-time operating data and the power topology configuration word includes: The drive shaft where the drive motor is located is determined based on the power topology configuration word; If the absolute value of the difference between the target torque of the drive motor and the second reserved torque is less than or equal to the fourth torque threshold, the energy transfer node state of the drive motor is determined to be in an inactive state. If the difference between the target torque of the drive motor and the second reserved torque is greater than the fourth torque threshold, and the wheel-end required torque of the drive motor is greater than the fifth torque threshold, then the energy transfer node state of the drive motor is determined to be the drive state. If the difference between the target torque of the drive motor and the second reserved torque is less than a negative number of the fourth torque threshold, and the wheel-end required torque of the drive motor is less than a negative number of the fifth torque threshold, then the energy transfer node state of the drive motor is determined to be a recovery state.

8. The method according to claim 7, characterized in that, The preset priority data includes a driver priority scheme, which includes: when a conflict is detected between the driver state and the recycling state, retaining the driver state and correcting the recycling state to the inactive state; The correction of the contradictory energy transfer node states of multiple power components in the energy transfer direction includes: If a conflict is detected in the energy transfer node state of the drive motors on different drive shafts in the energy transfer direction, the energy transfer node state of the drive motor in the recycling state will be forcibly corrected to the non-working state.

9. The method according to claim 8, characterized in that, The drive motor includes: a first main motor, a second main motor, a first auxiliary motor, and a second auxiliary motor; The step of forcibly correcting the energy transfer node state of the drive motor in the recycling state to the inactive state includes: When the first main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the retracted state, the first auxiliary motor or the second auxiliary motor in the retracted state is corrected to the non-working state. When the second main motor is in the driving state and the first auxiliary motor or the second auxiliary motor is in the retracted state, the first auxiliary motor or the second auxiliary motor in the retracted state is corrected to the non-working state. When the first auxiliary motor is in the driving state and the first main motor or the second auxiliary motor is in the retracted state, the first main motor or the second auxiliary motor in the retracted state is corrected to the non-working state; When the second auxiliary motor is in the driving state and the first main motor or the first auxiliary motor is in the retracted state, the first main motor or the first auxiliary motor in the retracted state is corrected to the non-working state.

10. A controller, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program or instructions, which, when executed by the processor, cause the processor to perform the steps in the energy transfer management method as described in any one of claims 1 to 9.

11. A computer-readable storage medium, characterized in that, It stores a computer program or instructions that, when executed by a processor, implement the steps of the energy transfer management method as described in any one of claims 1 to 9.

12. A hybrid power system, characterized in that, Includes the controller as described in claim 10.

13. A vehicle, characterized in that, The vehicle includes the controller as claimed in claim 10, or the hybrid power system as claimed in claim 12.

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