Torque distribution method, device, electronic equipment and storage medium of hybrid vehicle

Abstract

The application provides a torque distribution method and device of a hybrid vehicle, an electronic device and a storage medium. The engine fuel consumption MAP of the hybrid vehicle is divided into n discrete fuel consumption level regions, and the motor efficiency MAP of the hybrid vehicle is divided into m discrete efficiency level regions. The method comprises the following steps: collecting the engine speed and the motor speed of the hybrid vehicle; determining a target level region combination according to the engine speed and the motor speed, wherein the target level region combination comprises a target fuel consumption level region and a target efficiency level region; selecting a torque combination that meets the demand torque of the hybrid vehicle in the target fuel consumption level region and the target efficiency level region to obtain a target engine torque and a target motor torque; and controlling the engine and the motor of the hybrid vehicle to output corresponding torques according to the target engine torque and the target motor torque respectively. The technical scheme provided by the application can improve the efficiency of torque distribution of the hybrid vehicle.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle control technology, and in particular to a torque distribution method, device, electronic device, and storage medium for hybrid vehicles. Background Technology

[0002] Hybrid vehicles, by working in tandem with their engine and electric motor to balance fuel economy and power performance, have become an important development direction for energy conservation and emission reduction in the automotive industry. Torque distribution strategy, as the core of hybrid vehicle control, directly determines the operating points of the engine and electric motor, thus affecting the vehicle's fuel consumption, power response, and driving smoothness.

[0003] Most existing torque distribution methods for hybrid vehicles are optimized based on the engine's fuel consumption MAP and the motor's efficiency MAP. The core control idea is to solve for the optimal torque combination of the engine and motor in real time on the entire continuous MAP surface, under the constraint of meeting the driver's required torque, through global optimization algorithms such as dynamic programming and equivalent fuel consumption minimization strategies.

[0004] Existing methods require continuous and complex optimization calculations across the entire operating range of the engine and motor, resulting in a large computational load and placing extremely high demands on the computing power of the vehicle controller. Under complex transient driving conditions such as frequent starts and stops, acceleration and deceleration, the limited onboard computing power struggles to complete global optimization within extremely short control cycles, easily leading to computational delays and affecting the real-time performance of torque distribution and control robustness. Summary of the Invention

[0005] The present invention provides a method, apparatus, electronic device, storage medium, and computer program product for torque distribution in hybrid vehicles, which improve the efficiency of torque distribution in hybrid vehicles to a certain extent.

[0006] In a first aspect, the present invention provides a torque distribution method for a hybrid vehicle, wherein the engine fuel consumption MAP of the hybrid vehicle is divided into n discrete fuel consumption level regions, and the motor efficiency MAP of the hybrid vehicle is divided into m discrete efficiency level regions, the method comprising:

[0007] The engine speed and motor speed of the hybrid vehicle are collected;

[0008] Based on the engine speed and the motor speed, a target level region combination is determined; wherein, the target level region combination includes a target fuel consumption level region and a target efficiency level region;

[0009] Torque combinations that meet the torque requirements of the hybrid vehicle are selected from the target fuel consumption level range and the efficiency level range to obtain the target engine torque and the target motor torque; wherein, the sum of the target engine torque and the target motor torque is equal to the required torque;

[0010] The engine and motor of the hybrid vehicle are controlled to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

[0011] In one embodiment of the present invention, determining a target grade region combination based on the engine speed and the motor speed includes:

[0012] Based on the engine speed within multiple fuel consumption level zones, a target fuel consumption level zone is determined; wherein, the target fuel consumption level zone is the fuel consumption level zone containing the lowest fuel consumption at the engine speed.

[0013] Based on the motor speed within multiple efficiency level regions, a target efficiency level region is determined; wherein, the target efficiency level region is the efficiency level region where the highest efficiency is located at the motor speed.

[0014] In one embodiment of the present invention, the number of fuel consumption grade regions is 3 to 7, and / or the number of efficiency grade regions is 3 to 5.

[0015] In one embodiment of the present invention, in two adjacent fuel consumption level regions, the effective fuel consumption rate in the lower fuel consumption level region is greater than the maximum effective fuel consumption rate in the higher fuel consumption level region.

[0016] In two adjacent efficiency level regions, the efficiency of any motor in the lower efficiency level region is less than the minimum motor efficiency in the higher efficiency level region.

[0017] In one embodiment of the present invention, when the sum of the torques of any torque combination in the target fuel consumption level region and the efficiency level region is less than the required torque, the method further includes:

[0018] Following a strategy of first downgrading the efficiency level of the motor and then the fuel consumption level of the engine, candidate target level combinations are determined sequentially until a torque combination that meets the torque requirements of the hybrid vehicle is selected from the candidate target level combinations.

[0019] In one embodiment of the present invention, controlling the engine and motor of the hybrid vehicle to collaboratively output corresponding torques according to the target engine torque and the target motor torque respectively includes:

[0020] The target engine torque is sent to the engine controller, and the target motor torque is sent to the motor controller, so that the engine controller and the motor controller output the corresponding torque.

[0021] In one embodiment of the invention, the required torque is determined based on at least one of an accelerator pedal opening signal and a vehicle speed signal.

[0022] Secondly, the present invention provides a torque distribution device for a hybrid vehicle, wherein the engine fuel consumption MAP of the hybrid vehicle is divided into n discrete fuel consumption level regions, and the motor efficiency MAP of the hybrid vehicle is divided into m discrete efficiency level regions, and the torque distribution device for the hybrid vehicle includes:

[0023] The data acquisition module is used to collect the engine speed and motor speed of the hybrid vehicle;

[0024] The region combination module is used to determine a target level region combination based on the engine speed and the motor speed; wherein, the target level region combination includes a target fuel consumption level region and a target efficiency level region;

[0025] A torque screening module is used to screen torque combinations that meet the torque requirements of the hybrid vehicle in the target fuel consumption level range and the efficiency level range, to obtain the target engine torque and the target motor torque; wherein the sum of the target engine torque and the target motor torque is equal to the required torque;

[0026] The torque output module is used to control the engine and motor of the hybrid vehicle to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

[0027] Thirdly, the present invention provides an electronic device including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the torque distribution method for hybrid vehicles described in any of the preceding claims.

[0028] Fourthly, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the torque distribution method for a hybrid vehicle as described in any of the preceding claims.

[0029] Fifthly, the present invention provides a computer program product, including a computer program, which, when executed by a processor, causes the computer to perform the torque distribution method for a hybrid vehicle as described in any of the preceding claims.

[0030] The torque distribution method for hybrid vehicles provided by this invention pre-divides the engine fuel consumption MAP and motor efficiency MAP into discrete level regions, and transforms the torque distribution process into torque combination selection within specific level regions. This method simplifies the complex continuous MAP optimization problem into discrete table lookup and matching operations, significantly reducing the real-time computation load and thus improving the efficiency of torque distribution. This enables fast, real-time torque distribution decisions even under limited computing resources of the onboard controller, effectively avoiding computational delays under complex driving conditions and improving the real-time performance and robustness of control. Simultaneously, by always prioritizing the selection of torque combinations within the optimal fuel consumption and efficiency regions, this method allows the engine and motor to work together as collaboratively as possible within their respective high-efficiency ranges, achieving coordinated optimization of vehicle economy and power performance. Attached Figure Description

[0031] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other embodiments based on these drawings without creative effort.

[0032] Figure 1 This is a schematic flowchart of a torque distribution method for a hybrid vehicle provided in an embodiment of the present invention.

[0033] Figure 2 This is a schematic diagram of the structure of a torque distribution device for a hybrid vehicle provided in an embodiment of the present invention.

[0034] Figure 3 This is a schematic diagram of an electronic device provided according to an embodiment of the present invention. Detailed Implementation

[0035] Embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. While some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0036] One of the core control challenges of hybrid vehicles lies in how to rationally allocate the output torque of the engine and electric motor while meeting the driver's ever-changing power demands, thereby optimizing the vehicle's overall energy consumption. Currently, the commonly used engineering approach is to make torque allocation decisions based on pre-calibrated engine effective fuel consumption rate (BSFC) MAPs (i.e., fuel consumption-speed-torque three-dimensional mapping maps) and electric motor efficiency MAPs.

[0037] Therefore, a typical torque distribution method has been widely studied and applied: the vehicle controller acquires the driver's required torque, the current engine speed, and the current motor speed in real time. Then, on the complete and continuous engine fuel consumption MAP surface and motor efficiency MAP surface, through optimization algorithms such as dynamic programming, equivalent fuel consumption minimization strategy, or model predictive control, a set of engine torque and motor torque combinations that minimize the objective function (such as equivalent fuel consumption) is searched under the constraint of meeting the required torque.

[0038] However, in actual driving conditions, especially in urban congestion and mountain roads, the driver's required torque and vehicle speed change frequently and drastically. Engine fuel consumption MAP and motor efficiency MAP are three-dimensional surfaces with complex nonlinear characteristics. Global optimization is performed on the entire continuous surface in each control cycle, resulting in an extremely large computational load. The onboard controller's computing resources are limited, and this high-intensity real-time calculation can easily cause computational delays in transient conditions requiring rapid response. This leads to untimely updates to torque commands, affecting not only the vehicle's transient response to driver intentions but also potentially reducing ride smoothness due to untimely torque fluctuation control.

[0039] Further analysis reveals that to address the challenge of computational complexity, some solutions simplify the optimization model or reduce the accuracy of the search. However, this often leads to optimization results that deviate from the true global optimum. For example, a simplified model might prioritize maintaining the engine in its high-efficiency range, forcing the electric motor to operate in its low-efficiency range for extended periods for power compensation. This prevents the achievement of bidirectional synergistic optimization of engine fuel consumption and electric motor efficiency, thus limiting the potential for improving overall vehicle economy. Due to the lack of an effective hierarchical dimensionality reduction mechanism, existing methods struggle to achieve a balance between computational real-time performance and optimality.

[0040] Based on this, the present invention provides a torque distribution method for hybrid vehicles. By pre-dividing the engine fuel consumption MAP and motor efficiency MAP into discrete level regions, and transforming the torque distribution process into torque combination selection within specific level regions, this method simplifies the complex continuous MAP optimization problem into discrete table lookup and matching operations, significantly reducing the real-time computation load and thus improving the efficiency of torque distribution. This enables fast, real-time torque distribution decisions even under conditions of limited computing resources in the vehicle controller, effectively avoiding computational delays under complex driving conditions and improving the real-time performance and robustness of control. Simultaneously, by always prioritizing the selection of torque combinations within the optimal fuel consumption and efficiency regions, this method allows the engine and motor to work together as collaboratively as possible within their respective high-efficiency ranges, achieving coordinated optimization of vehicle economy and power performance.

[0041] Please see Figure 1 The embodiments of the present invention provide a torque distribution method for hybrid vehicles.

[0042] This torque distribution method is a control method for dynamically distributing output torque between the engine and the electric motor in a hybrid vehicle. Specifically, this method can be applied to the vehicle controller of a hybrid vehicle to synergistically optimize the engine's fuel economy and the electric motor's operating efficiency while meeting the driver's real-time power needs.

[0043] In this method, the engine fuel consumption MAP of the hybrid vehicle is pre-divided into n discrete fuel consumption level regions. The engine fuel consumption MAP is a three-dimensional mapping of the effective fuel consumption rate of the engine at different speeds and torques. Each fuel consumption level region is a two-dimensional closed interval between speed and torque, obtained by discretizing the engine fuel consumption MAP according to the level of effective fuel consumption rate. Each fuel consumption level region corresponds to a fuel consumption level; the higher the level, the lower the overall effective fuel consumption rate of the engine within that region, and the better the fuel economy. Here, n is an integer greater than or equal to 2.

[0044] Similarly, the motor efficiency MAP of the hybrid vehicle is pre-divided into m discrete efficiency level regions. The motor efficiency MAP is a three-dimensional mapping of the motor's operating efficiency at different speeds and torques. Each efficiency level region is a two-dimensional closed interval of speed-torque obtained by discretizing the motor efficiency MAP according to its operating efficiency. Each efficiency level region corresponds to an efficiency level; the higher the level, the higher the overall operating efficiency of the motor within that region. Here, m is an integer greater than or equal to 2.

[0045] Based on the aforementioned pre-divided discrete grade regions, this method achieves real-time torque distribution through the following steps.

[0046] Step S110: Collect the engine speed and motor speed of the hybrid vehicle.

[0047] In this embodiment, the engine speed is the current output rotational speed of the engine crankshaft, and the motor speed is the current output rotational speed of the motor rotor. Both engine and motor speeds can be obtained in real-time from their respective speed sensors via the vehicle controller.

[0048] Step S120: Determine the target grade region combination based on the engine speed and the motor speed. The target grade region combination includes a target fuel consumption grade region and a target efficiency grade region.

[0049] In this embodiment, the target level region combination refers to the combination of the target fuel consumption level region and the target efficiency level region used to filter torque combinations under the current engine speed and motor speed conditions. The target fuel consumption level region is the optimal fuel consumption region determined among multiple fuel consumption level regions based on the current engine speed; the target efficiency level region is the optimal efficiency region determined among multiple efficiency level regions based on the current motor speed.

[0050] Step S130: Select torque combinations that meet the torque requirements of the hybrid vehicle from the target fuel consumption level range and the efficiency level range to obtain the target engine torque and the target motor torque. The sum of the target engine torque and the target motor torque equals the required torque.

[0051] In this embodiment, the required torque is the driver's current demand for vehicle power output, which can be calculated based on accelerator pedal opening signals and vehicle speed signals. The torque combination refers to the pairing of an engine torque value selected within the target fuel consumption level range with a motor torque value selected within the target efficiency level range. The selected target engine torque and target motor torque satisfy the condition that their sum equals the required torque.

[0052] Step S140: Control the engine and motor of the hybrid vehicle to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

[0053] In this embodiment, the target engine torque can be sent to the engine controller as the target output torque command of the engine; at the same time, the target motor torque can be sent to the motor controller as the target output torque command of the motor, so that the engine and motor can work together to output torque to meet the driver's driving needs.

[0054] By pre-dividing engine fuel consumption MAP and motor efficiency MAP into discrete level regions and transforming the torque allocation process into torque combination selection within specific level regions, this method simplifies the complex continuous MAP optimization problem into discrete table lookup and matching operations, significantly reducing real-time computation. This enables fast, real-time torque allocation decisions even with limited computing resources in the vehicle controller, effectively avoiding computational delays under complex driving conditions and improving the real-time performance and robustness of the control. Simultaneously, by consistently prioritizing torque combinations within the optimal fuel consumption and efficiency regions, this method allows the engine and motor to work collaboratively within their respective high-efficiency ranges, achieving coordinated optimization of vehicle economy and power performance.

[0055] In some embodiments, determining the target grade region combination based on the engine speed and the motor speed in step S120 may include the following steps.

[0056] Step S121: Determine the target fuel consumption level region based on the engine speed within the multiple fuel consumption level regions. The target fuel consumption level region is the fuel consumption level region containing the lowest fuel consumption at the given engine speed.

[0057] Step S122: Determine the target efficiency level region based on the motor speed within the multiple efficiency level regions. The target efficiency level region is the efficiency level region where the highest efficiency is achieved at the given motor speed.

[0058] In this embodiment, the determination of the target fuel consumption level region and the target efficiency level region follows the principle of "local optimum at the current speed". That is, under the constraints of the current engine speed and motor speed, the level regions with the lowest fuel consumption and the highest efficiency are selected as the benchmark regions for subsequent torque screening.

[0059] Specifically, in determining the target fuel consumption level range, the current engine speed is first obtained, and then the various fuel consumption level ranges crossed by the engine speed line at that speed are traversed. Since each fuel consumption level range is discretely graded according to its effective fuel consumption rate, the effective fuel consumption rate range corresponding to different fuel consumption level ranges is different at the same engine speed. The higher the level of the fuel consumption level range, the lower the effective fuel consumption rate it covers at that engine speed. Therefore, the fuel consumption level range with the lowest effective fuel consumption rate range at the current engine speed, i.e., the highest level fuel consumption level range, can be determined as the target fuel consumption level range.

[0060] Similarly, in determining the target efficiency level region, we can first obtain the current motor speed, and then iterate through the efficiency level regions crossed by the motor speed line at that speed. Since each efficiency level region is discretely classified according to its working efficiency, the working efficiency range corresponding to different efficiency level regions is different at the same motor speed. The higher the efficiency level region, the higher the working efficiency it covers at that speed. Therefore, the efficiency level region with the highest working efficiency range at the current motor speed, i.e., the highest-level efficiency level region, can be determined as the target efficiency level region.

[0061] For example, the engine fuel consumption MAP is pre-divided into five fuel consumption level regions, denoted as regions A1, A2, A3, A4, and A5, where A1 is the highest level with the lowest fuel consumption, and A5 is the lowest level with the highest fuel consumption. At the current engine speed, the constant speed line passes through four fuel consumption level regions: A1, A2, A3, and A5. Region A1 corresponds to the lowest effective fuel consumption rate range at this speed, therefore region A1 is determined as the target fuel consumption level region. Similarly, the motor efficiency MAP is pre-divided into four efficiency level regions, denoted as regions B1, B2, B3, and B4, where B1 is the highest level with the highest efficiency, and B4 is the lowest level with the lowest efficiency. At the current motor speed, the constant speed line passes through three efficiency level regions: B1, B2, and B4. Region B1 corresponds to the highest operating efficiency range at this speed, therefore region B1 is determined as the target efficiency level region.

[0062] By defining the target fuel consumption level region (highest level and lowest fuel consumption) and the target efficiency level region (highest level and highest efficiency) based on the current engine and motor speeds, the subsequent torque selection process can always prioritize operating within the most efficient operating ranges of each power source. This ensures that, while meeting the driver's torque requirements, the engine and motor can operate within their most efficient ranges, optimizing overall vehicle energy consumption. Furthermore, the target region can be determined simply by adjusting the engine speed and using a lookup table, eliminating the need for complex global searches and optimization calculations across the entire MAP surface, effectively reducing computational complexity and improving real-time control performance.

[0063] In some embodiments, the number of fuel consumption grade regions n is 3 to 7, and / or the number of efficiency grade regions m is 3 to 5.

[0064] In this embodiment, the selection of the number of fuel consumption level regions (n) and the number of efficiency level regions (m) strikes a balance between computational simplification and optimization accuracy. Specifically, too few levels result in each level region covering an excessively large speed-torque range, leading to significant differences in engine fuel consumption or motor efficiency within the region. This makes it impossible to effectively distinguish different efficiency levels, resulting in the optimization effect being close to an ungraded state. Too many levels cause the discrete level regions to approach a continuous MAP surface. Although the optimization accuracy may improve, the computational load of table lookup matching increases accordingly, defeating the original intention of reducing computational complexity through discrete grading.

[0065] For engine fuel consumption MAP, the gradient of effective fuel consumption rate change is usually relatively gentle, but the span between the high-efficiency and low-efficiency zones is large. Dividing the fuel consumption level into 3 to 7 zones can effectively distinguish different levels such as high-efficiency, medium-efficiency, and low-efficiency zones throughout the engine's entire operating range, providing sufficient resolution for subsequent graded optimization and downgrade matching. This division method can clearly characterize the differences in fuel consumption levels of the engine in different operating ranges.

[0066] For motor efficiency MAPs, the high-efficiency range is typically quite wide, while the transition from the high-efficiency to the low-efficiency range is relatively concentrated. Dividing the efficiency level range into 3-5 levels is sufficient to distinguish the high-efficiency, transition, and low-efficiency regions of the motor, meeting the accuracy requirements of graded optimization. Further increasing the number of levels offers limited improvement in optimization accuracy and instead increases the computational burden of subsequent torque selection and degradation matching.

[0067] In some embodiments, in two adjacent fuel consumption level regions, the effective fuel consumption rate in the lower fuel consumption level region is greater than the maximum effective fuel consumption rate in the higher fuel consumption level region; in two adjacent efficiency level regions, the motor efficiency in the lower efficiency level region is less than the minimum motor efficiency in the higher efficiency level region.

[0068] The aforementioned constraints define a strict superior-inferior relationship between different levels of regions from a physical perspective, ensuring the non-overlapping and comparability of the level divisions, and giving clear physical meaning to the grading principles of "higher level, lower fuel consumption" and "higher level, higher efficiency".

[0069] Specifically, for fuel consumption grade zones, the effective fuel consumption rate is the core indicator characterizing engine fuel economy; a lower value indicates less fuel consumption per unit of power output. Within two adjacent fuel consumption grade zones, the higher grade zone (e.g., grade i) and the lower grade zone (e.g., grade i-1) satisfy the following relationship: the effective fuel consumption rate at any operating point in the lower grade zone is greater than the maximum effective fuel consumption rate at all operating points in the higher grade zone. This constraint ensures a clear dividing line of effective fuel consumption rates between the higher and lower fuel consumption grade zones; that is, the effective fuel consumption rate at every operating point in the higher grade zone is strictly less than the effective fuel consumption rate at every operating point in the lower grade zone, and there is no numerical overlap or intersection between the two.

[0070] Similarly, for efficiency grade regions, motor efficiency is the core indicator characterizing the efficiency of a motor in converting electrical energy into mechanical energy; a higher value indicates less loss during the energy conversion process. Within two adjacent efficiency grade regions, the higher-grade region (e.g., grade j) and the lower-grade region (e.g., grade j-1) satisfy the following relationship: the motor efficiency value corresponding to any operating point in the lower-grade region is less than the minimum motor efficiency value corresponding to all operating points in the higher-grade region. This constraint ensures that the higher-grade efficiency grade region has an absolute efficiency advantage over the lower-grade region overall; that is, no operating point in the higher-grade region is less efficient than the highest-efficiency operating point in the lower-grade region.

[0071] By strictly defining the physical properties between adjacent grade regions, the boundaries between each grade region are clearly defined, and their advantages and disadvantages are distinct. For fuel consumption grade regions, this constraint further strengthens the absolute isolation between grades, meaning that the fuel consumption level of a higher grade region is consistently superior to that of a lower grade region under all operating conditions. This provides a clear direction for subsequent downgrading matching strategies; downgrading implies moving towards a clear decrease in efficiency or fuel consumption. Furthermore, it ensures that any torque combination selected within the target grade region has a clear guarantee of efficiency or fuel consumption, thereby ensuring the effectiveness and reliability of the graded optimization strategy.

[0072] In some embodiments, if the sum of the torques of any torque combination in the target fuel consumption level region and the target efficiency level region is less than the required torque, the torque distribution method for the hybrid vehicle may further include the following steps.

[0073] Step S132: Following the strategy of downgrading the efficiency level range of the motor first and then the fuel consumption level range of the engine, determine the candidate target level range combinations in sequence until a torque combination that meets the torque requirements of the hybrid vehicle is selected from the candidate target level range combinations.

[0074] In this embodiment, the above-described ordered degradation strategy is used to address the control problem when the maximum torque provided within the most efficient target level region combination cannot meet the driver's torque requirements. The candidate target level region combination refers to a new combination of level regions, consisting of the downgraded fuel consumption level region and efficiency level region, used to replace the original target level region combination for torque selection during the degradation process.

[0075] Specifically, if, within the initially defined target fuel consumption and efficiency levels, the sum of the torques of any selected combination of engine and motor torque is less than the current driver's required torque, it indicates that, under the constraint that both power sources are operating at their highest efficiency levels, sufficient drive torque cannot be provided to meet the driver's power demands. In this case, it is necessary to relax the constraints on efficiency or fuel consumption levels in exchange for a wider range of usable torque.

[0076] The core sequence of the downgrading operation is as follows: first, reduce the motor efficiency level while keeping the engine fuel consumption level unchanged; if a single downgrading still cannot meet the required torque, then reduce the engine fuel consumption level. This sequence is not arbitrary but based on the following technical considerations: the motor efficiency MAP typically has a relatively wide high-efficiency range, so even if the motor efficiency level is reduced by one level, the motor may still operate within a relatively high efficiency range, and its efficiency decrease is limited; however, in the engine fuel consumption MAP, the high-efficiency range is usually more concentrated, and once it leaves the most efficient fuel consumption level range, the effective fuel consumption rate may rise rapidly. Therefore, prioritizing the sacrifice of the motor efficiency level to expand the torque coverage range can maximize the protection of the engine to continue operating in the lowest fuel consumption high-efficiency range, thereby minimizing the increase in overall vehicle energy consumption while meeting power requirements.

[0077] For example, initially, the target fuel consumption level region is A1 (highest level), and the target efficiency level region is B1 (highest level). When a torque combination that meets the required torque cannot be found in the region combination (A1, B1), following the principle of "motor downgrading first," the fuel consumption level region A1 remains unchanged, and the efficiency level region is downgraded from B1 to B2, forming a candidate target level region combination (A1, B2), and torque combinations are re-selected in this combination. If a torque combination that meets the required torque still cannot be found in the region combination (A1, B2), then following the principle of "engine downgrading last," the current efficiency level region B2 remains unchanged, and the fuel consumption level region is downgraded from A1 to A2, forming a candidate target level region combination (A2, B2), and torque combinations are re-selected in this combination. If the required torque still cannot be met, the degradation operation will continue to be performed in the above order of "motor first, engine second", that is, the region combinations (A2, B3), (A3, B3), (A3, B4), etc. will be tried in turn until a torque combination whose sum of torque equals the required torque is selected from a certain candidate target level region combination.

[0078] During the downgrade process, both the engine fuel consumption rating and the electric motor efficiency rating have minimum level limits, meaning the downgrade operation will not cause either the fuel consumption rating or the efficiency rating to fall below level 1. When both are downgraded to level 1 (the lowest level), the torque combination that provides the maximum torque will be selected from the entire available range of combinations within that lowest level range to meet the driver's power needs as much as possible.

[0079] By employing the aforementioned orderly degradation strategy of "first reducing motor efficiency, then reducing engine fuel consumption," when some energy efficiency must be sacrificed to meet the driver's power demands, the motor, whose efficiency declines relatively gradually, can bear the degradation cost, while the engine is kept operating in a low-fuel-consumption range as much as possible. This approach maximizes control over the increase in overall vehicle energy consumption while ensuring vehicle power response, achieving synergistic optimization of power performance and economy. Furthermore, this degradation strategy has clear logic and well-defined rules, requiring no complex online optimization calculations and facilitating real-time execution on the vehicle controller.

[0080] In some embodiments, step S140, controlling the engine and motor of the hybrid vehicle to output corresponding torques in coordination according to the target engine torque and the target motor torque, may include the following steps.

[0081] Step S141: Send the target engine torque to the engine controller and the target motor torque to the motor controller, so that the engine controller and the motor controller output the corresponding torque.

[0082] In this embodiment, the control process described above embodies the command transmission path under a distributed control architecture commonly found in hybrid vehicles. The engine controller is a device for controlling the engine's operating state, specifically including an engine management system. It receives a target engine torque command and controls the actual torque output of the engine to track the target engine torque by adjusting actuator parameters such as throttle opening, fuel injection quantity, and ignition advance angle. The motor controller is a device for controlling the motor's operating state, specifically including a motor control unit. It receives a target motor torque command and controls the actual torque output of the motor to track the target motor torque by adjusting parameters such as the duty cycle or switching frequency of the power switching devices in the inverter.

[0083] Specifically, the torque distribution method of this application can be executed by the vehicle controller of a hybrid vehicle. After determining the target engine torque and target motor torque through the aforementioned hierarchical screening and downgrading matching process, the vehicle controller sends the target engine torque as the engine torque command to the engine controller via an on-board communication network (e.g., a controller area network bus); simultaneously, it sends the target motor torque as the motor torque command to the motor controller via the on-board communication network. Upon receiving their respective torque commands, the engine controller and motor controller control the engine and motor to output the corresponding torques, thereby achieving coordinated drive between the engine and motor to jointly meet the driver's driving needs.

[0084] For example, the vehicle control unit (HCU) determines the target engine torque using the torque distribution method described above. and target motor torque Afterwards, Send to the engine control unit (ECU) Send to the motor controller MCU. The ECU then... The MCU controls the engine to output the corresponding actual torque based on... The engine controls the actual torque output of the motor, and the torque output from both the engine and the motor works together to drive the vehicle's transmission system.

[0085] By sending the target engine torque and target motor torque to their respective actuator controllers, torque distribution decisions are separated from torque execution. The vehicle controller focuses on upper-level optimization decisions, while the actuator controllers are responsible for the underlying precise torque closed-loop control, achieving a rational division of control functions. This approach requires no hardware modifications to the existing distributed control architecture of hybrid vehicles; the torque distribution logic of this application only needs to be implemented at the software level of the vehicle controller, demonstrating good engineering feasibility and compatibility.

[0086] In some embodiments, the required torque is determined based on at least one of an accelerator pedal opening signal and a vehicle speed signal.

[0087] In this embodiment, the required torque is a torque value characterizing the driver's current demand for vehicle power output, and its acquisition relies on vehicle sensor signals that reflect the driver's driving intentions. The accelerator pedal opening signal characterizes the depth to which the driver has pressed the accelerator pedal, directly reflecting the driver's demand for vehicle driving force; a larger accelerator pedal opening generally indicates that the driver expects greater driving force. The vehicle speed signal characterizes the vehicle's current speed, reflecting the vehicle's current operating state; at the same accelerator pedal opening, different vehicle speeds may correspond to different required torques.

[0088] Specifically, the required torque can be determined in several ways. In one alternative implementation, the required torque can be determined solely based on the accelerator pedal opening signal. For example, a curve or mapping table relating accelerator pedal opening to required torque can be pre-calibrated. After acquiring the current accelerator pedal opening signal, the vehicle controller can calculate the corresponding required torque by looking up the table or through interpolation. This method is simple to implement and suitable for operating conditions where changes in vehicle speed have minimal impact on the required torque.

[0089] In another alternative implementation, the required torque can be determined based on both the accelerator pedal opening signal and the vehicle speed signal. For example, a two-dimensional mapping table can be pre-calibrated, taking the accelerator pedal opening and vehicle speed as inputs and the required torque as the output. After acquiring the current accelerator pedal opening and vehicle speed signals, the vehicle controller calculates the corresponding required torque through table lookup or two-dimensional interpolation. This method can more accurately reflect the driver's differentiated needs for driving force at different vehicle speeds. For example, at the same accelerator pedal opening, drivers typically expect a larger starting or acceleration torque at low speeds, while expecting a relatively stable driving torque during high-speed cruising. By combining the vehicle speed signal, the calculation of the required torque can be made more consistent with actual driving scenarios.

[0090] For example, in the process of obtaining the required torque through the accelerator pedal opening, the accelerator pedal opening sensor collects the accelerator pedal opening signal, and the vehicle speed sensor collects the vehicle speed signal, and sends them to the vehicle control unit (HCU). The HCU, using the accelerator pedal opening signal and vehicle speed signal as inputs, outputs the current required torque by looking up the table and interpolating, based on a pre-stored required torque mapping table. The required torque It was then used in the aforementioned torque combination screening process.

[0091] By determining the required torque based on at least one of the accelerator pedal opening signal and vehicle speed signal, the driver's required torque can be directly obtained using the vehicle's existing sensor signals without the need for additional sensors or complex external input devices. The solution is simple to implement, low in cost, and can accurately reflect the driver's real-time driving intentions, providing a reliable input basis for subsequent torque distribution decisions.

[0092] Please see Figure 2 One embodiment of the present invention provides a torque distribution device for a hybrid vehicle. The engine fuel consumption MAP of the hybrid vehicle is divided into n discrete fuel consumption level regions, and the motor efficiency MAP of the hybrid vehicle is divided into m discrete efficiency level regions. The torque distribution device for the hybrid vehicle may include: a data acquisition module, a region combination module, a torque filtering module, and a torque output module.

[0093] The data acquisition module is used to collect the engine speed and motor speed of the hybrid vehicle.

[0094] The region combination module is used to determine a target level region combination based on the engine speed and the motor speed; wherein, the target level region combination includes a target fuel consumption level region and a target efficiency level region.

[0095] The torque screening module is used to screen torque combinations that meet the torque requirements of the hybrid vehicle in the target fuel consumption level region and the efficiency level region, to obtain the target engine torque and the target motor torque; wherein the sum of the target engine torque and the target motor torque is equal to the required torque.

[0096] The torque output module is used to control the engine and motor of the hybrid vehicle to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

[0097] The specific functions and effects of the torque distribution device in hybrid vehicles can be explained by referring to other embodiments in this specification, and will not be repeated here. Each module in the torque distribution device of the hybrid vehicle can be implemented entirely or partially through software, hardware, or a combination thereof. Each module can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0098] Please see Figure 3 One embodiment of the present invention can provide an electronic device, the electronic device comprising:

[0099] A memory, and one or more processors communicatively connected to the memory;

[0100] The memory stores instructions that can be executed by the one or more processors to enable the one or more processors to implement the torque distribution method of the hybrid vehicle described in any of the above embodiments.

[0101] One embodiment of the present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method for hybrid vehicles described in any of the above embodiments.

[0102] This specification also provides a computer program product containing instructions that, when executed by a computer, cause the computer to perform the torque distribution method for a hybrid vehicle as described in any of the above embodiments.

[0103] It is understood that the specific examples in this document are only intended to help those skilled in the art better understand the embodiments described herein, and are not intended to limit the scope of the invention.

[0104] It is understood that in the various embodiments described in this specification, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments described in this specification.

[0105] It is understood that the various implementation methods described in this specification can be implemented individually or in combination, and the implementation methods in this specification are not limited in this respect.

[0106] Unless otherwise stated, all technical and scientific terms used in the embodiments of this specification have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of this specification. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items. The singular forms "a," "the," and "the" as used in the embodiments of this specification and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0107] It is understood that the processor in this invention can be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method implementation can be completed by the integrated logic circuitry in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this specification. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this specification can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0108] It is understood that the memory in this invention can be volatile memory or non-volatile memory, or may include both. Specifically, the non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM). It should be noted that the memory in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0109] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in the embodiments of the present invention are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0110] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this specification.

[0111] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the aforementioned method implementations, and will not be repeated here.

[0112] In the several embodiments provided in this specification, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0113] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0114] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0115] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of this specification, in essence, or the parts that contribute to the prior art, or parts of the technical solutions, can be embodied in the form of software products. These computer software products are stored in a storage medium and include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this specification. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0116] The above description is merely a specific embodiment of this specification, but the scope of protection of this invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this specification should be included within the scope of protection of this specification. Therefore, the scope of protection of this invention should be determined by the scope of the claims.

Claims

1. A torque distribution method for a hybrid vehicle, characterized in that, The hybrid vehicle's engine fuel consumption MAP is divided into n discrete fuel consumption level regions, and the hybrid vehicle's electric motor efficiency MAP is divided into m discrete efficiency level regions. The method includes: The engine speed and motor speed of the hybrid vehicle are collected; Based on the engine speed and the motor speed, a target level region combination is determined; wherein, the target level region combination includes a target fuel consumption level region and a target efficiency level region; Torque combinations that meet the torque requirements of the hybrid vehicle are selected from the target fuel consumption level range and the efficiency level range to obtain the target engine torque and the target motor torque; wherein, the sum of the target engine torque and the target motor torque is equal to the required torque; The engine and motor of the hybrid vehicle are controlled to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

2. The method according to claim 1, characterized in that, Based on the engine speed and the motor speed, a target level region combination is determined, including: Based on the engine speed within multiple fuel consumption level zones, a target fuel consumption level zone is determined; wherein, the target fuel consumption level zone is the fuel consumption level zone containing the lowest fuel consumption at the engine speed. Based on the motor speed within multiple efficiency level regions, a target efficiency level region is determined; wherein, the target efficiency level region is the efficiency level region where the highest efficiency is located at the motor speed.

3. The method according to claim 1 or 2, characterized in that, The number of fuel consumption grade zones is 3 to 7, and / or the number of efficiency grade zones is 3 to 5.

4. The method according to claim 3, characterized in that, In two adjacent fuel consumption level zones, the effective fuel consumption rate in the lower fuel consumption level zone is greater than the maximum effective fuel consumption rate in the higher fuel consumption level zone. In two adjacent efficiency level regions, the efficiency of any motor in the lower efficiency level region is less than the minimum motor efficiency in the higher efficiency level region.

5. The method according to claim 4, characterized in that, If the sum of the torques of any torque combination in the target fuel consumption level region and the efficiency level region is less than the required torque, the method further includes: Following the strategy of first downgrading the efficiency level range of the motor and then the fuel consumption level range of the engine, candidate target level range combinations are determined sequentially until a torque combination that meets the torque requirements of the hybrid vehicle is selected from the candidate target level range combinations.

6. The method according to claim 1, characterized in that, Controlling the engine and motor of the hybrid vehicle to collaboratively output corresponding torques according to the target engine torque and the target motor torque, respectively, includes: The target engine torque is sent to the engine controller, and the target motor torque is sent to the motor controller, so that the engine controller and the motor controller output the corresponding torque.

7. The method according to claim 1, characterized in that, The required torque is determined based on at least one of the accelerator pedal opening signal and the vehicle speed signal.

8. A torque distribution device for a hybrid vehicle, characterized in that, The hybrid vehicle's engine fuel consumption MAP is divided into n discrete fuel consumption level regions, the hybrid vehicle's electric motor efficiency MAP is divided into m discrete efficiency level regions, and the hybrid vehicle's torque distribution device includes: The data acquisition module is used to collect the engine speed and motor speed of the hybrid vehicle; The region combination module is used to determine a target level region combination based on the engine speed and the motor speed; wherein, the target level region combination includes a target fuel consumption level region and a target efficiency level region; A torque screening module is used to screen torque combinations that meet the torque requirements of the hybrid vehicle in the target fuel consumption level range and the efficiency level range, to obtain the target engine torque and the target motor torque; wherein the sum of the target engine torque and the target motor torque is equal to the required torque; The torque output module is used to control the engine and motor of the hybrid vehicle to output corresponding torques in coordination according to the target engine torque and the target motor torque, respectively.

9. An electronic device, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the torque distribution method of the hybrid vehicle according to any one of claims 1 to 7.

10. A computer storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the torque distribution method of the hybrid vehicle according to any one of claims 1 to 7.

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