Power split method, device, controller, vehicle and medium of vehicle

Abstract

Embodiments of the present application provide a power split method and device for a vehicle, a controller, a vehicle and a medium. The method comprises: obtaining a target output torque of an engine and a real-time torque capacity of a clutch; when the target output torque is greater than the real-time torque capacity, determining a part of the target output torque that exceeds the real-time torque capacity as a to-be-split torque value of the engine; converting the to-be-split torque value into electrical energy through an electrical path, and driving the vehicle based on the electrical energy. The method is used to improve the overall efficiency and energy utilization rate of the power system of the vehicle, so that the vehicle can more reasonably and efficiently utilize the energy generated by the engine under super-high-speed working conditions.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and more particularly to a power splitting method, device, controller, vehicle, and medium for a vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs), due to their balance of fuel economy and power performance, have become an important development direction in the field of new energy vehicles. In real-world driving scenarios, vehicles frequently need to cope with diverse operating conditions, such as low-speed congestion in urban areas, medium-to-high-speed cruising, and heavy-load driving in mountainous areas. For example, in low-speed urban scenarios, vehicles prioritize pure electric mode, with the electric motor directly driving the wheels to reduce energy consumption; while in medium-to-high-speed cruising or climbing conditions, the engine needs to work in conjunction with the electric motor to provide sufficient power. However, when the vehicle is operating at extremely high speeds, the engine's external characteristics, namely maximum output power and torque, need to be fully utilized to maintain high-speed driving.

[0003] In related technologies, under ultra-high vehicle speed conditions, the clutch capacity of existing single-gear systems is usually less than the external characteristics of the engine, which results in the engine output power not being fully transmitted to the drive end, limiting the realization of the maximum vehicle speed and affecting the driving experience. Summary of the Invention

[0004] This application provides a power splitting method, device, controller, vehicle, and medium for vehicles, in order to improve the overall efficiency and energy utilization of the vehicle's power system, enabling the vehicle to utilize the energy generated by the engine more rationally and efficiently under different operating conditions.

[0005] In a first aspect, embodiments of this application provide a power splitting method for a vehicle, comprising:

[0006] Obtain the engine's target output torque and the clutch's real-time torque capacity;

[0007] When the target output torque is greater than the real-time torque capacity, the portion of the target output torque that exceeds the real-time torque capacity is determined as the torque value to be diverted by the engine.

[0008] The torque value to be shunted is converted into electrical energy through an electrical path, and the vehicle is driven based on the electrical energy.

[0009] In one possible implementation, the electrical path includes a first motor and a second motor, the first motor being disposed between the engine and the clutch, and the second motor being disposed at the drive shaft end of the vehicle;

[0010] The process of converting the torque value to be shunted into electrical energy via an electrical path includes:

[0011] Determine the power generation torque threshold corresponding to the second motor;

[0012] The portion of the torque value to be diverted that exceeds the power generation torque threshold is converted into electrical energy by the first motor to obtain the first electrical energy.

[0013] The portion of the torque value to be diverted that does not exceed the power generation torque threshold is converted into electrical energy by the second motor to obtain second electrical energy.

[0014] In one possible implementation, driving the vehicle based on the electrical energy includes:

[0015] The first electrical energy is transferred to the second motor through the first motor;

[0016] The vehicle is driven by the second motor based on the first electrical energy and the second electrical energy.

[0017] In one possible implementation, driving the vehicle via the second motor based on the first electrical energy and the second electrical energy includes at least one of the following:

[0018] The wheels are directly driven by the second motor based on the first electrical energy and the second electrical energy.

[0019] The second motor stores the remaining electrical energy from the first and second electrical energies into the battery system.

[0020] In one possible implementation, the storage of remaining electrical energy in the first electrical energy and the second electrical energy into the battery system via the second motor includes:

[0021] The torque difference between the total torque required to drive the vehicle and the real-time torque capacity is taken as the target driving torque required by the vehicle.

[0022] Determine the target electrical energy value required for the target drive torque;

[0023] If the target energy value is less than the sum of the first energy and the second energy, then calculate the energy difference between the sum of the energy and the target energy value.

[0024] The second motor stores the energy difference as surplus energy in the battery system.

[0025] In one possible implementation, the step of converting the portion of the torque value to be shunted that exceeds the generation torque threshold into electrical energy through the first motor to obtain first electrical energy includes:

[0026] Based on the portion of the torque value to be diverted that exceeds the power generation torque threshold, the negative torque output ratio of the first motor is determined;

[0027] Based on the negative torque output ratio, the power generation of the first motor is determined;

[0028] The first motor generates electricity according to the power output, so as to convert the portion of the torque value to be diverted that exceeds the power generation torque threshold into first electrical energy.

[0029] In one possible implementation, the method further includes:

[0030] If the torque value to be diverted is less than or equal to the power generation torque threshold, then the second motor absorbs the torque value to be diverted and generates electricity to obtain converted electrical energy.

[0031] Secondly, embodiments of this application provide a power splitting device for a vehicle, comprising:

[0032] The acquisition module is used to acquire the engine's target output torque and the clutch's real-time torque capacity.

[0033] The determination module is used to determine the portion of the target output torque that exceeds the real-time torque capacity as the torque value to be diverted by the engine when the target output torque is greater than the real-time torque capacity.

[0034] The conversion module is used to convert the torque value to be shunted into electrical energy through an electrical path, and to drive the vehicle based on the electrical energy.

[0035] Thirdly, embodiments of this application provide a vehicle controller, including: a memory and a processor;

[0036] The memory stores computer-executed instructions;

[0037] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0038] Fourthly, embodiments of this application provide a vehicle, including: a clutch, an engine, a first motor, a second motor, and a vehicle controller as described in the third aspect above;

[0039] The first motor is disposed between the clutch and the engine;

[0040] The second motor is mounted on the drive shaft end of the vehicle.

[0041] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0042] Sixthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0043] The vehicle power splitting method, device, controller, vehicle, and medium provided in this application embodiment obtain the target output torque of the engine and compare it with the real-time torque capacity of the clutch. When the target output torque is greater than the real-time torque capacity, the torque value to be split is determined, which makes full use of the external characteristics of the engine. The torque value to be split is converted into electrical energy through an electrical path and used for vehicle driving. This avoids the power waste caused by reducing the engine output due to the torque exceeding the limit, improves the overall efficiency and energy utilization of the vehicle power system, and enables the vehicle to make more reasonable and efficient use of the energy generated by the engine under different operating conditions. Attached Figure Description

[0044] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0045] Figure 1 A flowchart illustrating the power splitting method for a vehicle provided in this application embodiment. Figure 1 ;

[0046] Figure 2 This is a schematic diagram of the vehicle powertrain architecture provided in the embodiments of this application;

[0047] Figure 3 A flowchart illustrating the power splitting method for a vehicle provided in this application embodiment. Figure 2 ;

[0048] Figure 4 A schematic diagram of the structure of a power splitter for a vehicle provided in an embodiment of this application;

[0049] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in an embodiment of this application.

[0050] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0051] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0052] First, let me explain the terms used in this application:

[0053] Engine external characteristics refer to a specific relationship curve showing the relationship between the engine's main performance parameters, such as power, torque, and fuel consumption rate, and engine speed when the engine throttle opening is at its maximum or the fuel injection pump is at its maximum fuel supply position. It comprehensively reflects the engine's maximum power output and key characteristics such as fuel economy at different speeds under full load conditions. It is an important basis for evaluating engine power performance, economic performance, and matching vehicle power requirements. Through the external characteristic curve, one can intuitively understand the maximum torque and power values ​​that the engine can achieve in various speed ranges, thus providing basic data support for vehicle design, tuning, and proper use.

[0054] The embodiments of this application are applicable to the field of hybrid vehicle power control technology, and particularly relate to scenarios of engine and motor joint drive, torque distribution and energy management under high-speed driving conditions.

[0055] Hybrid electric vehicles typically consist of an engine, clutch, single-shift transmission (DHT) mechanism, electric motor, and power battery. The vehicle controller coordinates the engine output and electric motor auxiliary output based on the vehicle speed, driving needs, battery status, and the load-bearing capacity of the transmission components to meet the power requirements under conditions such as high-speed cruising, overtaking acceleration, or long-distance continuous driving.

[0056] In high-speed scenarios, vehicles not only require sufficient driving torque and power reserves, but also need to maintain continuous and stable power transmission to avoid insufficient power or energy waste due to limitations in transmission components. Therefore, power distribution schemes under high-speed conditions often need to consider the release capability of the engine's external characteristics, the real-time load level of the clutch, and the compensating drive capability of the electric motor. Existing single-speed DHT, range-extended, and multi-speed hybrid systems are all typical implementations in this application scenario. Their design goal is to achieve coordinated operation between the engine and the electric motor under different driving conditions to improve the overall vehicle's power and economy.

[0057] For single-speed DHT systems, engine output torque is typically transmitted directly to the drive wheels via the clutch and transmission mechanism. This results in a relatively simple system structure and a more user-friendly front compartment layout, making it suitable for vehicles emphasizing cost and space utilization. However, because the transmission ratio is fixed and the clutch itself has a defined real-time torque capacity limit, when the vehicle enters high-speed or even higher speed ranges, the target torque required by the engine may have exceeded the threshold that the clutch can stably handle. If the entire power is still transmitted solely through the mechanical path at this point, problems such as limited engine output, inability to further increase drive torque, and locked top speed can easily occur.

[0058] Based on the above problems, the power splitting scheme for vehicles provided in this application obtains and compares the target output torque of the engine with the real-time torque capacity of the clutch. When the target output torque is greater than the real-time torque capacity, the torque value to be split is determined, which overcomes the problem of excessive wear or even damage to the clutch that may occur when the torque exceeds the clutch's bearing capacity in the traditional method. The torque value to be split is converted into electrical energy through an electrical path and used for vehicle driving, avoiding the power waste caused by reducing engine output due to torque exceeding the limit. This improves the overall efficiency and energy utilization of the vehicle's power system, enabling the vehicle to utilize the energy generated by the engine more rationally and efficiently under different operating conditions.

[0059] The power splitting scheme for vehicles provided in this application can be applied to driving scenarios of single-speed DHT hybrid vehicles in complex terrain (such as continuous slopes and high-altitude areas), and this application does not impose any restrictions on it.

[0060] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0061] Please see Figure 1 , Figure 1 A flowchart illustrating a power splitting method for a vehicle provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the power splitting method for this vehicle includes at least steps S101 to S103, which are described in detail below:

[0062] Step S101: Obtain the target output torque of the engine and the real-time torque capacity of the clutch.

[0063] During vehicle operation, the target output torque of the engine and the real-time torque capacity of the clutch can be obtained.

[0064] Specifically, the vehicle's real-time speed and the engine's total power demand can be obtained, and then the total power demand can be converted into the engine's target output torque based on the real-time speed.

[0065] Optionally, the clutch's capacity parameters can be obtained and converted into the clutch's real-time torque capacity.

[0066] Step S102: When the target output torque is greater than the real-time torque capacity, the portion of the target output torque that exceeds the real-time torque capacity is determined as the engine's to be diverted torque value.

[0067] Specifically, when the engine's target output torque is greater than the clutch's real-time torque capacity, it indicates that the clutch's torque transmission capability cannot match the torque that the engine is expected to output according to its external characteristics, meaning that the current clutch fails to meet the engine's external characteristic requirements.

[0068] In order to rationally allocate the engine's output torque and avoid adverse effects on the vehicle's power system due to torque mismatch, the portion of the target output torque that exceeds the real-time torque capacity can be calculated. This calculated portion is then used as the engine's torque value to be shunted, so that corresponding torque processing measures can be taken based on this torque value to ensure the stable and efficient operation of the vehicle's power system.

[0069] In step S103, the torque value to be shunted is converted into electrical energy through an electrical path, and the vehicle is driven based on the electrical energy.

[0070] During the operation of the vehicle's power system, based on the comparison and analysis between the engine's target output torque and the clutch's real-time torque capacity, if it is determined that there is a torque to be diverted in the target output torque that exceeds the clutch's real-time torque capacity, then due to the energy conversion and transmission functions of the vehicle's electrical path, the determined torque to be diverted can be converted into electrical energy through a specific electromechanical conversion mechanism via the energy conversion channel constructed by the electrical path.

[0071] Electrical energy, converted through the vehicle's electrical path, can serve as a secondary energy source for the vehicle. Specifically, within the vehicle's powertrain system, this electrical energy can be efficiently and effectively converted into mechanical energy based on the vehicle's current driving needs and the powertrain's control strategy, thereby driving the vehicle.

[0072] In the embodiments provided in this application, by obtaining the target output torque of the engine and the real-time torque capacity of the clutch, the mechanical transmission boundary can be identified in real time at the control level, thereby avoiding the clutch from being in an overloaded state for a long time. When the target output torque is greater than the real-time torque capacity, the excess part is determined as the torque value to be diverted, so that the engine output is divided into the mechanical path-acceptable part and the electrical path-acceptable part. The torque value to be diverted is converted into electrical energy through the electrical path, and the vehicle is driven based on the electrical energy, so that the engine capacity exceeding the clutch capacity can still participate in the vehicle drive, thereby improving the power continuity and release under high-speed conditions, and balancing power performance, efficiency and power system reliability without excessively increasing the complexity of the transmission structure.

[0073] Based on the above embodiments, in one exemplary embodiment provided in this application, please refer to... Figure 2 , Figure 2 This is a schematic diagram of the vehicle powertrain architecture provided in the embodiments of this application, such as... Figure 2 As shown, the electrical path provided in this application embodiment includes a first motor P1 and a second motor P3, wherein the first motor is disposed between the engine P1 and the clutch, and the second motor P3 is disposed at the drive shaft end of the vehicle.

[0074] For example, in the vehicle electrical path architecture constructed in the embodiments proposed in this application, two motors, a first motor P1 and a second motor P3, are configured to work together to achieve efficient power transmission and energy management.

[0075] Specifically, the first motor P1 is positioned on the power transmission path between the engine and the clutch, so that the first motor P1 can flexibly perform power generation or electric function according to actual working conditions when the engine outputs power. For example, when there is a surplus of output torque from the engine, i.e. there is torque to be diverted, the first motor can act as a generator to convert mechanical energy into electrical energy for storage or supply to other electrical equipment.

[0076] The second motor P3 is located at the drive shaft end of the vehicle, and is used to directly convert electrical energy into mechanical energy and act on the drive shaft to provide direct power support for the vehicle's movement. Through this differentiated and complementary layout of the first motor P1 and the second motor P3 in the electrical path, the two work together to build an efficient, flexible and adaptable vehicle power system, which can effectively cope with various complex driving conditions and improve the overall performance and energy utilization efficiency of the vehicle.

[0077] Specifically, in the process of converting the portion of the engine's target torque exceeding the clutch's real-time torque capacity into electrical energy via an electrical path, referencing... Figure 2As shown, the engine on the left serves as the power source. Its power output first passes through the clutch, and then the power is divided into two paths: one path is directly transmitted to the second motor P3, where the second motor P3 can be used as a drive motor or a generator. The power of the second motor P3 is ultimately transmitted to the output shaft to drive the vehicle; the other path is transmitted to the first motor P1. After the first motor P1 operates, its power is transmitted back to the input side of the second motor P3, so that the first motor and the second motor form a coupling and cooperation in the power flow.

[0078] Specifically, the engine, the first motor, and the second motor work together through a clutch and a power circuit to achieve multiple modes of operation, such as pure electric drive, hybrid drive, and energy recovery. For example, the engine drives the first motor P1 to generate electricity to supply power to the second motor P3, or the first motor P1 or the second motor P3 jointly drive the output shaft. At the same time, during braking, energy can be recovered through the first motor P1 or the second motor P3, and finally the power is output to the outside through the output shaft to drive the vehicle.

[0079] Accordingly, the specific implementation process of converting the shunt torque value into electrical energy through the electrical path also includes steps S201 to S204, which are described in detail below:

[0080] Step S201: Determine the generation torque threshold corresponding to the second motor;

[0081] Step S202: The portion of the torque value to be diverted that exceeds the generation torque threshold is converted into electrical energy by the first motor to obtain the first electrical energy;

[0082] In step S203, the portion of the torque value to be diverted that does not exceed the generation torque threshold is converted into electrical energy by the second motor to obtain the second electrical energy.

[0083] In the vehicle powertrain system constructed in this application embodiment, given the specific layout of the first motor P1 located between the engine and the clutch, and the second motor P3 located at the end of the vehicle drive shaft, in order to achieve efficient electrical energy conversion and rational utilization of the torque to be diverted, a generation torque threshold corresponding to the second motor P3 can be determined. This generation torque threshold is set comprehensively based on multiple factors, including the performance parameters of the second motor P3, the load characteristics of the vehicle drive shaft, and the overall operating requirements of the powertrain system.

[0084] After obtaining the torque value to be diverted, it is divided according to the determined power generation torque threshold. For the part of the torque value to be diverted that exceeds the power generation torque threshold, since the second motor P3 is limited by its own power generation capacity and cannot effectively handle this part of the torque, this part of the torque is guided to the first motor P1. Utilizing the key position of the first motor P1 in the power transmission between the engine and the clutch, it acts as a generator to convert this part of the mechanical energy exceeding the threshold into first electrical energy and store or reasonably distribute it.

[0085] For the portion of the torque to be diverted that does not exceed the generation torque threshold, the advantage of the second motor P3 being directly connected to the drive shaft is fully utilized. The second motor P3 converts this portion of torque into electrical energy to obtain second electrical energy, which is then directly used to drive the vehicle.

[0086] In this way, by differentiating the shunt torque according to the position characteristics and power generation capacity of the first motor P1 and the second motor P3, the efficient conversion and rational allocation of energy in the vehicle power system are realized, thereby improving the overall performance and energy utilization efficiency of the vehicle.

[0087] In the embodiments provided in this application, by rationally arranging a first motor between the engine and the clutch and a second motor located at the end of the drive shaft in the electrical path, and distributing the torque to be shunted to the two motors according to the torque generation threshold of the second motor, the torque to be shunted is converted into first electrical energy and second electrical energy respectively. Under ultra-high speed conditions, when the engine output torque exceeds the power generation capacity of the second motor, the first motor shares the burden of processing the excess torque to be shunted and generating electricity. This solves the problem of power limitation or energy loss caused by a single motor being unable to meet the external characteristic requirements of the engine under ultra-high speed conditions. It achieves the effect of ensuring stable power output of the engine according to its external characteristics under ultra-high speed conditions, while also efficiently recovering and utilizing excess energy and improving the overall performance of the vehicle.

[0088] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of driving the vehicle based on electric power may further include steps S301 and S302, which are described in detail below:

[0089] Step S301: The first electrical energy is transferred to the second motor through the first motor;

[0090] In step S302, the vehicle is driven by the second motor based on the first electrical energy and the second electrical energy.

[0091] For example, following the above embodiments, to further optimize energy utilization and achieve efficient vehicle driving, the first electrical energy converted by the first motor P1 can be transferred to the second motor P3. At this time, the second motor P3, as one of the core power sources for vehicle driving, can comprehensively utilize the received first electrical energy and the second electrical energy it converts, and rationally allocate and integrate these two types of electrical energy based on factors such as the vehicle's current driving conditions, power demands, and energy management strategies. This integrated electrical energy is then efficiently converted into mechanical energy, providing the vehicle with continuous, stable, and powerful driving force.

[0092] In the embodiments provided in this application, the first motor transmits the first electrical energy to the second motor, enabling the second motor to comprehensively utilize the first electrical energy and the second electrical energy converted from it to drive the vehicle. This solves the problem that a single motor drive cannot meet the external characteristic requirements of the engine and the power output is limited under ultra-high speed conditions, and achieves the effect of ensuring sufficient and stable vehicle power and improving the comprehensive energy utilization efficiency at ultra-high speeds.

[0093] Based on the above embodiments, in one exemplary embodiment provided in this application, the above-mentioned driving of the vehicle by the second motor based on the first electrical energy and the second electrical energy includes at least one of the following:

[0094] The wheels are directly driven by the second motor based on the first and second electrical energy.

[0095] The remaining electrical energy from the first and second electrical energies is stored in the battery system via a second motor.

[0096] On the one hand, the second motor P3 can accurately and efficiently integrate and allocate the first and second electrical energy according to the vehicle's current driving status, power demand and preset control strategy, directly converting them into mechanical energy and acting on the wheels to realize the vehicle's power drive, ensuring that the vehicle can obtain sufficient and stable driving force under various working conditions, and ensuring driving smoothness and power.

[0097] On the other hand, the second motor P3 also has intelligent energy storage management capabilities. When the sum of the first and second electrical energy exceeds the energy required for the vehicle's current operation, the second motor P3 can promptly identify and accurately determine the remaining electrical energy. Then, through a circuit system adapted to the second motor, this remaining electrical energy is stored in the battery system in an orderly and efficient manner, so that when the vehicle needs more energy or the engine output is insufficient, the stored electrical energy can be released for the vehicle's use.

[0098] In the embodiments provided in this application, the second motor directly drives the wheels based on the first and second electrical energy, and stores the remaining electrical energy in the battery system. This solves the problem of insufficient power output or energy waste caused by the engine's inability to meet external characteristic requirements under ultra-high-speed conditions. It achieves the effect of ensuring the power demand of the vehicle for ultra-high-speed driving, while also realizing the efficient recovery of excess energy and improving the overall energy utilization rate.

[0099] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of storing the remaining electrical energy in the first and second electrical energies into the battery system via the second motor may further include steps S501 to S504, which are described in detail below:

[0100] Step S501: The torque difference between the total torque required for vehicle driving and the real-time torque capacity is taken as the target driving torque required for the vehicle.

[0101] Step S502: Determine the target electrical energy value required for the target drive torque;

[0102] Step S503: If the target energy value is less than the sum of the first energy and the second energy, then calculate the energy difference between the sum of the energy and the target energy value.

[0103] In step S504, the energy difference is stored as residual energy in the battery system via the second motor.

[0104] For example, by comprehensively analyzing and calculating the vehicle's driving state, the total torque required for vehicle driving is compared with the real-time torque capacity of the clutch. If the total torque required for vehicle driving is greater than the real-time torque capacity of the clutch, the torque difference between the total torque and the real-time torque capacity can be determined as the target driving torque required by the vehicle. This target driving torque reflects the amount of additional torque that needs to be added to enable the vehicle to drive normally under the current operating conditions.

[0105] Then, based on the target driving torque and key parameters such as the motor's operating characteristics and energy conversion efficiency, the target electrical energy value required to achieve the target driving torque is accurately determined. This target electrical energy value is the energy basis for ensuring that the vehicle obtains sufficient driving force.

[0106] Subsequently, the first electrical energy converted by the first motor P1 and the second electrical energy converted by the second motor P3 are summed to obtain the sum of electrical energy. The target electrical energy value is then compared with this sum of electrical energy. If it is determined that the target electrical energy value is less than the sum of the first and second electrical energies, it means that the electrical energy obtained from the current conversion has a surplus in addition to meeting the vehicle's target driving torque requirement. At this time, the electrical energy difference between the sum of electrical energy and the target electrical energy value is further calculated, and this electrical energy difference is the usable surplus electrical energy.

[0107] Then, by utilizing the energy storage management function of the second motor P3 and through the matching circuit control system, the calculated energy difference is stored in the battery system as surplus energy in an orderly manner, so that it can be called up again according to actual needs during subsequent vehicle operation, thereby realizing the efficient utilization and rational allocation of energy in the vehicle power system and improving the overall performance and energy utilization efficiency of the vehicle.

[0108] In the embodiments provided in this application, the target driving torque is determined by the difference between the total driving torque of the vehicle and the real-time torque capacity. Then, the required target electrical energy value is calculated. When the target electrical energy value is less than the sum of the first and second electrical energies, the difference in electrical energy is stored in the battery system via the second motor. This solves the problem that the engine cannot meet the external characteristic requirements under ultra-high-speed conditions, resulting in the difficulty in accurately matching power output and energy utilization. This achieves the effect of ensuring the power demand of the vehicle for ultra-high-speed driving, while also realizing the efficient recovery and utilization of excess energy and improving the overall performance of the system.

[0109] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of converting the portion of the torque value to be shunted that exceeds the generation torque threshold into electrical energy through the first motor to obtain the first electrical energy further includes steps S601 to S603, which are described in detail below:

[0110] Step S601: Determine the negative torque output ratio of the first motor based on the portion of the torque value to be shunted that exceeds the generation torque threshold.

[0111] Step S602: Determine the power generation of the first motor based on the negative torque output ratio;

[0112] Step S603: Based on the first motor generating electricity according to the power output, the portion of the torque value to be diverted that exceeds the power generation torque threshold is converted into first electrical energy.

[0113] For example, the generation torque threshold of the second motor can be determined comprehensively based on various factors such as the performance parameters of the second motor P3 itself, the load characteristics of the vehicle drive shaft, and the operating requirements of the overall power system under various working conditions.

[0114] Based on this, considering that the first motor P1 is located between the engine and the clutch, its working state will directly affect the power transmission efficiency between the engine and the clutch. According to the position of the first motor in the current power system and its torque range, power generation efficiency and other characteristics, the negative torque output ratio of the first motor P1 can be determined. The negative torque output ratio reflects the ratio of the reverse torque output by the first motor P1 when dealing with the torque exceeding the power generation torque threshold to the excess part of the total torque to be diverted.

[0115] Subsequently, based on the determined negative torque output ratio, and combined with parameters such as the speed, torque and power conversion relationship of the first motor P1, the power generation of the first motor P1 is determined. This power generation is used to characterize the energy conversion rate of the first motor P1 when converting mechanical energy into electrical energy.

[0116] Finally, the first motor P1 is controlled to generate electricity according to the determined power output. During the operation of the first motor P1, it utilizes the mechanical energy corresponding to the shunt torque that exceeds the power generation torque threshold and efficiently converts it into first electrical energy according to the predetermined power output, thereby realizing the effective recovery and utilization of the excess part of the shunt torque.

[0117] In the embodiments provided in this application, the negative torque output ratio of the first motor is determined based on the portion of the torque value to be shunted that exceeds the generation torque threshold, thereby determining its power generation and realizing power generation conversion. This solves the problem that the excess torque cannot be effectively utilized and the energy distribution of the power system is unbalanced because the engine cannot meet the external characteristic requirements under ultra-high speed conditions. It achieves the effects of accurately recovering excess torque energy, optimizing power system energy management, and ensuring the stability of ultra-high speed driving.

[0118] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the power splitting method for the vehicle may further include the following steps, which are described in detail below:

[0119] If the torque value to be shunted is less than or equal to the power generation torque threshold, then the second motor absorbs the torque value to be shunted and generates electricity to obtain converted electrical energy.

[0120] During vehicle operation, the torque value to be shunted and the generation torque threshold of the second motor P3 are acquired in real time, and the relationship between the torque value to be shunted and the generation torque threshold of the second motor P3 is determined. When it is determined that the torque value to be shunted is less than or equal to the generation torque threshold, considering that the second motor P3 is located at the end of the vehicle's drive shaft and can directly interact with the drive shaft, possessing the ability to convert mechanical energy into electrical energy, and that its generation capacity is sufficient to handle the torque value to be shunted under this condition, the second motor P3 can be controlled to absorb all the torque value to be shunted at this time.

[0121] Optionally, during the operation of the second motor P3, the mechanical energy contained in the shunt torque value drives the second motor to rotate. Based on its own electromagnetic induction principle and energy conversion characteristics, the second motor P3 efficiently converts the absorbed mechanical energy into electrical energy, thereby obtaining converted electrical energy. This converted electrical energy can be further used to power other electrical equipment in the vehicle or stored in the battery system to achieve effective recovery and rational utilization of energy in the vehicle's power system, thereby improving the overall energy utilization efficiency and operational stability of the vehicle.

[0122] In the embodiments provided in this application, when the torque to be shunted is less than or equal to the power generation torque threshold, the second motor absorbs the torque and generates electricity, which solves the problem of energy waste caused by the engine's inability to meet external characteristic requirements under ultra-high speed conditions, resulting in the ineffective utilization of some torque. This achieves the effect of efficiently recovering excess torque energy and improving vehicle energy utilization efficiency while ensuring stable engine operation.

[0123] Please see Figure 3 , Figure 3 A flowchart illustrating the power splitting method for a vehicle provided in this application embodiment. Figure 2 ,like Figure 3 As shown in the embodiments provided in this application, the power splitting of the vehicle can be achieved through the following process, as detailed below:

[0124] The specific scheme for decomposing power demand is as follows:

[0125] 1. During vehicle operation, the total engine power demand (Pw1) can be calculated, and the total engine power demand (Pw1) can be converted into total torque (Tq1) based on the vehicle speed.

[0126] 2. Subtract the torque required for direct drive (Tq2) from the total torque (Tq1) to obtain the power generation torque (Tq3) that needs to be processed through the power generation path.

[0127] 3. The generated torque (Tq3) is pre-allocated to the second motor P3 for execution. At the same time, it is limited by the upper limit of the available generated torque of the second motor P3. The minimum of the two is taken as the actual generated torque of the second motor P3 (Tq4). The remainder is generated by the first motor P1 in coordination.

[0128] 4. The remaining power generation task is undertaken by the first motor P1, where the required power generation torque is (Tq5), where Tq5 is equal to the difference between Tq3 and Tq4.

[0129] 5. Calculate the total torque required to drive the vehicle (Tq6) and subtract the real-time torque capacity of the clutch (Tq2) to obtain the driving torque (Tq7) that the second motor P3 needs to execute.

[0130] 6. The electrical energy (Tq5) generated by the first motor P1 is directly supplied to the second motor P3 for driving (Tq7).

[0131] This enables intelligent power splitting between the mechanical and electrical paths, ensuring that the engine output power is not limited by the clutch capability, while simplifying the system structure and reducing manufacturing costs.

[0132] In summary, the vehicle power splitting scheme provided in this application has at least the following innovative features:

[0133] 1) The engine power is split through the first motor to make full use of the engine's external characteristics;

[0134] 2) By borrowing the first motor, the power of the engine is split, and most of the engine power is used for direct drive after being engaged with the clutch. The power exceeding the clutch capacity is used to generate electricity for the first motor P1 to drive the second motor P3.

[0135] Therefore, the vehicle power splitting scheme provided in this application embodiment has at least the following advantages:

[0136] 1) This technology offers better economic performance at high speeds compared to range extenders;

[0137] 2) This technology is simpler, has lower production costs, and better stability compared to the power splitting structure of gears;

[0138] 3) Compared to the 2 / 3 gear DHT, the structure is simpler, reducing the difficulty of overall vehicle layout and lowering production costs.

[0139] Figure 4 This is a schematic diagram of a vehicle power splitting device provided in an embodiment of this application, as shown below. Figure 4 As shown, the power splitter 40 for a vehicle provided in this embodiment includes:

[0140] The acquisition module 410 is used to acquire the target output torque of the engine and the real-time torque capacity of the clutch.

[0141] The determination module 420 is used to determine the portion of the target output torque that exceeds the real-time torque capacity as the engine's to be diverted torque value when the target output torque is greater than the real-time torque capacity.

[0142] The conversion module 430 is used to convert the torque value to be shunted into electrical energy through an electrical path, and to drive the vehicle based on the electrical energy.

[0143] In one possible implementation, the electrical path includes a first motor and a second motor, the first motor being disposed between the engine and the clutch, and the second motor being disposed at the drive shaft end of the vehicle.

[0144] Accordingly, the aforementioned conversion module 430 is specifically used for,

[0145] Determine the power generation torque threshold corresponding to the second motor;

[0146] The portion of the torque value to be diverted that exceeds the generation torque threshold is converted into electrical energy by the first motor to obtain the first electrical energy;

[0147] The portion of the torque value to be diverted that does not exceed the generation torque threshold is converted into electrical energy by the second motor to obtain the second electrical energy.

[0148] In one possible implementation, the above-mentioned electric power-based vehicle driving includes:

[0149] The first motor transmits the first electrical energy to the second motor;

[0150] The vehicle is driven by a second motor based on the first and second electrical energies.

[0151] In one possible implementation, the above-mentioned driving of the vehicle by the second motor based on the first electrical energy and the second electrical energy includes at least one of the following:

[0152] The wheels are directly driven by the second motor based on the first and second electrical energy.

[0153] The remaining electrical energy from the first and second electrical energies is stored in the battery system via a second motor.

[0154] In one possible implementation, the above-mentioned storage of the remaining electrical energy from the first and second electrical energies into the battery system via the second motor includes:

[0155] The torque difference between the total torque required to drive the vehicle and the real-time torque capacity is used as the target driving torque required by the vehicle.

[0156] Determine the target electrical energy value required for the target drive torque;

[0157] If the target energy value is less than the sum of the first and second energy values, then calculate the energy difference between the sum of the energy values ​​and the target energy value.

[0158] The energy difference is stored as surplus energy in the battery system via a second motor.

[0159] In one possible implementation, the conversion module 430 is further configured to:

[0160] Based on the portion of the torque value to be diverted that exceeds the generation torque threshold, the negative torque output ratio of the first motor is determined;

[0161] The power generation capacity of the first motor is determined based on the negative torque output ratio.

[0162] The first motor generates electricity according to its power output, so as to convert the portion of the torque value to be diverted that exceeds the power generation torque threshold into first electrical energy.

[0163] In one possible implementation, the conversion module 430 is further configured to:

[0164] If the torque value to be shunted is less than or equal to the power generation torque threshold, then the second motor absorbs the torque value to be shunted and generates electricity to obtain converted electrical energy.

[0165] The power split device for the vehicle provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0166] Figure 5 This is a schematic diagram of the structure of the vehicle controller device provided in an embodiment of this application. Figure 5 As shown, the vehicle controller 50 provided in this embodiment includes at least one processor 510 and a memory 520. Optionally, the vehicle controller 50 further includes a communication component 530. The processor 510, memory 520, and communication component 530 are connected via a bus 540.

[0167] In a specific implementation, at least one processor 510 executes computer execution instructions stored in memory 520, causing at least one processor 510 to perform the above-described method.

[0168] The specific implementation process of processor 510 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0169] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0170] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0171] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0172] This application also provides a vehicle including the aforementioned vehicle controller.

[0173] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0174] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0175] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0176] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0177] The division of units is merely a logical functional division; 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 indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0178] 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 according to actual needs.

[0179] In addition, the functional units in the various embodiments of this application 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.

[0180] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes 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 of the various embodiments of this application. 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.

[0181] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0182] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A power splitting method for a vehicle, characterized in that, include: Obtain the engine's target output torque and the clutch's real-time torque capacity; When the target output torque is greater than the real-time torque capacity, the portion of the target output torque that exceeds the real-time torque capacity is determined as the torque value to be diverted by the engine. The torque value to be shunted is converted into electrical energy through an electrical path, and the vehicle is driven based on the electrical energy.

2. The method according to claim 1, characterized in that, The electrical path includes a first motor and a second motor, the first motor being disposed between the engine and the clutch, and the second motor being disposed at the drive shaft end of the vehicle; The process of converting the torque value to be shunted into electrical energy via an electrical path includes: Determine the power generation torque threshold corresponding to the second motor; The portion of the torque value to be diverted that exceeds the power generation torque threshold is converted into electrical energy by the first motor to obtain the first electrical energy. The portion of the torque value to be diverted that does not exceed the power generation torque threshold is converted into electrical energy by the second motor to obtain second electrical energy.

3. The method according to claim 2, characterized in that, The method of driving the vehicle based on the electrical energy includes: The first electrical energy is transferred to the second motor through the first motor; The vehicle is driven by the second motor based on the first electrical energy and the second electrical energy.

4. The method according to claim 3, characterized in that, The driving of the vehicle by the second motor based on the first electrical energy and the second electrical energy includes at least one of the following: The wheels are directly driven by the second motor based on the first electrical energy and the second electrical energy. The second motor stores the remaining electrical energy from the first and second electrical energies into the battery system.

5. The method according to claim 4, characterized in that, The method of storing the remaining electrical energy in the first electrical energy and the second electrical energy into the battery system via the second motor includes: The torque difference between the total torque required to drive the vehicle and the real-time torque capacity is taken as the target driving torque required by the vehicle. Determine the target electrical energy value required for the target drive torque; If the target energy value is less than the sum of the first energy and the second energy, then calculate the energy difference between the sum of the energy and the target energy value. The second motor stores the energy difference as surplus energy in the battery system.

6. The method according to any one of claims 2 to 5, characterized in that, The step of converting the portion of the torque value to be diverted that exceeds the generation torque threshold into electrical energy through the first motor to obtain first electrical energy includes: Based on the portion of the torque value to be diverted that exceeds the power generation torque threshold, the negative torque output ratio of the first motor is determined; Based on the negative torque output ratio, the power generation of the first motor is determined; The first motor generates electricity according to the power output, so as to convert the portion of the torque value to be diverted that exceeds the power generation torque threshold into first electrical energy.

7. The method according to any one of claims 2 to 5, characterized in that, The method further includes: If the torque value to be diverted is less than or equal to the power generation torque threshold, then the second motor absorbs the torque value to be diverted and generates electricity to obtain converted electrical energy.

8. A power splitting device for a vehicle, characterized in that, include: The acquisition module is used to acquire the engine's target output torque and the clutch's real-time torque capacity. The determination module is used to determine the portion of the target output torque that exceeds the real-time torque capacity as the torque value to be diverted by the engine when the target output torque is greater than the real-time torque capacity. The conversion module is used to convert the torque value to be shunted into electrical energy through an electrical path, and to drive the vehicle based on the electrical energy.

9. A vehicle controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, include: Clutch, engine, first motor, second motor, and vehicle controller as described in claim 9; The first motor is disposed between the clutch and the engine; The second motor is mounted on the drive shaft end of the vehicle.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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