阅读说明：本技术 Ace重卡节油机器人系统 (ACE heavy truck oil-saving robot system ) 是由 格桑旺杰 查为 于 2020-04-21 设计创作，主要内容包括：本公开的ACE重卡IV级节油机器人系统,基于电功率分流器和混联动力总成架构,首先聚焦干线物流实际油耗(升/百公里)最小化。基本型I级节油机器人在高速公路设计运行域(ODD)内,通过预测性自适应巡航控制技术(PACC)实现纵向L1级自动驾驶功能,能使ACE重卡实际油耗比现代柴油重卡降低20％以上,且节能减排效果与车辆发动机的技术档次和司机的驾驶水平都解耦；高级型IV级节油机器人具备高速公路ODD内L4级自动驾驶功能,通过“影子模式”或“脱管模式”运行,自动生成差异报告或脱管报告,在保证现有道路使用者交通安全的前提下,高性价比快速地完成L4级系统十亿英里级“三真”批量验证,验证总费用比配置L4系统的现代内燃机重卡要降低65％以上,促进IV级节油机器人早日落地商用。(The ACE heavy truck IV-level oil-saving robot system disclosed by the invention is based on an electric power splitter and a series-parallel power assembly framework, and the actual oil consumption (liter/hundred kilometers) of main line logistics is firstly focused to be minimized. The basic type I-level oil-saving robot realizes a longitudinal L1-level automatic driving function through a Predictive Adaptive Cruise Control (PACC) technology in an expressway design operation domain (ODD), can reduce the actual oil consumption of an ACE heavy truck by more than 20 percent compared with a modern diesel heavy truck, and has energy-saving and emission-reducing effects decoupled with the technical grade of a vehicle engine and the driving level of a driver; the advanced IV-level oil-saving robot has an L4-level automatic driving function in an ODD (optical data device) on a highway, a difference report or an off-pipe report is automatically generated by running in a shadow mode or an off-pipe mode, billion mile-level three-truth batch verification of an L4-level system is quickly completed at a high cost performance on the premise of ensuring the traffic safety of existing road users, the total verification cost is reduced by more than 65% compared with that of a modern internal combustion engine with an L4 system, and the IV-level oil-saving robot is promoted to fall to the ground for commercial use as soon as possible.)

1. An electrical power splitter ePSD for a Smart Net electric ACE heavy card, comprising:

a first port adapted for bidirectional AC connection with a genset of the ACE heavy card;

a second port adapted for bi-directional AC connection with at least one drive motor of the ACE heavy card;

a third port adapted for bi-directional direct current connection with at least one power battery pack of the ACE heavy card;

the fourth port is suitable for being in unidirectional direct-current electric connection with a brake resistor of the ACE heavy card;

a DC junction point adapted to collect and distribute DC power from the first port, the second port, and the third port;

an AC-DC converter connected between the first port and the DC junction;

a DC-AC converter connected between the DC bus and the second port;

a DC-DC converter connected between the DC bus and the third port; and

A voltage controlled switch connected between the DC bus and the fourth port, the voltage controlled switch configured to: and the direct current bus point is in a conducting state or a disconnecting state based on the voltage of the direct current bus point.

2. The ePSD of claim 1, wherein the voltage controlled switch is configured to:

switching from the off state to the on state in response to a voltage of the DC sink being greater than a first threshold; and

switching from the on state to the off state in response to the voltage of the DC sink being less than a second threshold, the second threshold being less than the first threshold.

3. The ePSD of claim 1, wherein the DC-DC converter comprises first and second converters adapted for bi-directional direct current connection with first and second power battery packs of the ACE heavy card via the third port, respectively.

4. The ePSD of claim 3, wherein the first converter and the second converter are adapted to cycle charge and discharge operations between the first power pack and the second power pack, the charge and discharge operations comprising:

Charging the second power battery pack with a first current by using the electric energy from the first power battery pack in a first time period of a charge-discharge cycle; and

charging the first power battery pack with a second current using electrical energy from the second power battery pack during a second time period of the charge-discharge cycle;

wherein the first time period is shorter than the second time period and the magnitude of the first current is greater than the magnitude of the second current.

5. An intelligent networking electric ACE heavy card, comprising:

a generator set comprising an engine and a generator mechanically coupled in a bi-directional manner;

the electrical power splitter ePSD of claim 1, in which the first port of the ePSD is coupled with the genset bi-directional alternating current;

at least one power battery pack in bidirectional direct current coupling with the third port of the ePSD;

an automatic gearbox having an output shaft mechanically coupled to a primary drive axle of the ACE heavy truck in a bi-directional manner;

at least one drive motor bi-directionally electrically coupled with the second port of the ePSD, and an output shaft of a primary drive motor of the at least one drive motor bi-directionally mechanically coupled with an input shaft of the automatic transmission;

A controllable clutch disposed on a direct mechanical coupling between the generator set and the drive motor and operable to couple or decouple the direct mechanical coupling; and

a vehicle controller VCU configured to dynamically control in real-time at least one of the generator set, the ePSD, the automatic transmission, the at least one power battery pack, the at least one drive motor, and the controllable clutch.

6. An intelligent networking electric ACE heavy card, comprising:

a generator set comprising an engine and a generator mechanically coupled in a bi-directional manner;

an electrical power splitter ePSD configured as a power electronic network having three ports, wherein the first port of the ePSD is coupled with the genset bi-directional AC power;

at least one power battery pack in bidirectional direct current coupling with the third port of the ePSD;

an automatic gearbox having an output shaft mechanically coupled to a primary drive axle of the ACE heavy truck in a bi-directional manner;

at least one drive motor bi-directionally electrically coupled with the second port of the ePSD, and an output shaft of a primary drive motor of the at least one drive motor bi-directionally mechanically coupled with an input shaft of the automatic transmission;

A controllable clutch disposed on a direct mechanical coupling between the generator set and the drive motor and operable to couple or decouple the direct mechanical coupling;

a first controller, VCU, configured to generate a first control signal based on environmental information of the ACE heavy card;

a second controller AIU configured to generate a second control signal based on the environmental information and historical operation information of the ACE heavy card and historical operation information about other vehicles received from an external device; and

a comparator configured to generate a composite control signal for dynamic real-time control of at least one of the genset, the ePSD, the automatic transmission, the at least one power battery pack, the at least one drive motor, and the controllable clutch based on a weighted sum of the first control signal, the second control signal, and a manual control signal, wherein the manual control signal is generated based on manual operation of the ACE weight by a human driver.

7. The ACE heavy card according to claim 6, wherein the environmental information comprises at least one of the following automatically labeled and combined in a unique time sequence based on a precise time service of a satellite navigator of the ACE heavy card:

A unique dynamic direct current voltage and a plurality of dynamic direct currents at a direct current bus sink point from the electrical power shunt ePSD;

real-time longitude, real-time latitude, and real-time road longitudinal slope from the satellite navigator;

longitude, latitude and road longitudinal slope from a mapper of the ACE weight card; and

dynamic configuration parameters and dynamic operational data from the generator set, the at least one power battery pack, the automatic transmission, and the at least one drive motor.

8. The ACE heavy card of claim 6, wherein the comparator is further configured to:

detecting a difference event indicating that an absolute value of a difference between the second control signal and the manual control signal is greater than a threshold; and

generating difference event information in response to detecting the difference event, the difference event information including information about the environmental information, the manual control signal, and the second control signal within a predetermined time period before and after occurrence of the difference event.

9. The ACE heavy card of claim 8, wherein the AIU updates the historical operation information based on the difference event information received from the comparator.

10. The ACE heavy card according to claim 8, wherein the VCU transmits the difference event information received from the comparator to the external device.

Technical Field

The ACE heavy truck oil-saving robot system disclosed by the invention is based on a hybrid power assembly framework of double motors, and realizes a full digital power assembly defined by software; the transfer path, direction and amplitude of mechanical power flow or electric power flow of hundreds kilowatt level among various electromechanical power subsystems of a vehicle can be dynamically regulated and controlled through a vehicle-cloud collaborative Machine Learning (ML) algorithm or a software remote iterative upgrade (OTA), the vehicle dynamic equation is continuously satisfied, the existing functions of the vehicle are continuously improved or new functions are added, and the multiple beneficial effects of simultaneously optimizing the dynamic property, oil consumption (liter/hundred kilometers), stable standard RDE emission, active safety and the like of the vehicle are achieved. The basic function of the ACE heavy card I-level fuel-saving robot is an SAE L1-level longitudinal automatic driving function in an expressway design operation domain (ODD), and based on a predictive adaptive cruise control technology (PACC), the energy management optimization problem of the ACE heavy card can be converted into an equivalent narrow artificial intelligence problem of playing go in a computer; the actual energy-saving and emission-reducing effect of the heavy truck is basically decoupled from the performance of an ACE heavy truck engine or the level of a driver, and the ACE heavy truck has the advantages that the actual oil consumption is reduced by more than 25% compared with that of a modern internal combustion engine heavy truck; the advanced functions of the IV-level oil-saving robot comprise an L2-level shadow mode or an L3-level pipe-removal mode, a driver and the IV-level oil-saving robot are compared with a drive-by-wire signal of the vehicle motion in real time, a difference report or a pipe-removal report is automatically generated, trillion mile-level three-real batch verification in an ODD (optical data detection) of a highway is completed at high cost performance, and the actual verification total cost can be reduced by more than 80% compared with the verification cost of a modern internal combustion engine heavy truck with an L4 system; the IV-level oil-saving robot is proved to be safer and more reliable to drive than a human driver with high confidence in a statistical sense, and the IV-level oil-saving robot is promoted to be sold in batches as soon as possible.

Background

Highway logistics are critical to all major economies of the world. The highway logistics heavy truck (the average daily driving is more than 500 kilometers, more than 80 percent of the driving distance is the closed highway) is the highway logistics industryThe medium-strength power is also an oil consumption and pollution-causing household in the traffic field, and is one of the key points of perennial energy conservation, emission reduction, supervision and treatment of governments of various countries. Today's mandated emissions regulations in europe and the united states for large commercial vehicles (vehicle total weight greater than 15 tons) including heavy trucks on roads (abbreviated as "heavy trucks") have shifted from the euro-6 standard focused on reducing emissions of exhaust pollutants (fully implemented in europe starting in 2014) and the us EPA-2010 (fully implemented in the us starting in 2010) to focused on reducing carbon dioxide (CO) in exhaust gases (fully implemented in us)₂) A new set of emission regulations for mainly various greenhouse gas (GHG) carbon emissions. Carbon emissions (CO) of vehicles₂Gram/kilometer) is in direct proportion to the oil consumption (liter/hundred kilometers), and the oil consumption is reduced (or the fuel economy MPG is improved; miles per gallon) equates to reduced carbon emissions.

The second Phase greenhouse gas regulation (GHG Phase II) issued by the U.S. federal government in 2016 specifies the exhaustive mandatory standards for improving vehicle fuel economy (FE, miles per gallon), reducing fuel consumption (FC, liters per hundred kilometers) and carbon emissions (g/kilometer) year-by-year over the period 2021 to 2027, all new medium/heavy engines and commercial vehicles sold in the united states, while maintaining EPA-2010 exhaust pollutant emission limits. In the early 2019, the european union passed its historically first mandatory regulation for heavy carbon emissions (i.e., the euro-7 standard). Under the premise of keeping the emission limit of Euro-6 tail gas pollutants unchanged, the carbon emission (carbon dioxide grams/kilometer) of a new European heavy truck is reduced by 15% by 2025 with the diesel heavy truck in 2019 as a reference; by 2030, carbon emissions were reduced by 30%. The national mandatory discharge regulation of the large commercial vehicle state-5 is implemented from 2017 in China, and the national mandatory discharge regulation of the state-6 is implemented from 7 months 2021. The national-6 standard is substantially the same as the european-6 and U.S. EPA-2010 standards in terms of emissions limits for exhaust pollutants, with individual limits being even more stringent.

Emission legislation is the leading driving force for the development of vehicle powertrain technology in countries around the world. The powertrain of the national-6 heavy truck in China will be at the same technical platform level for the first time in history as the powertrain of the current North American and European heavy trucks. According to the historical experience that the regulations of European Union Euro-1 to Euro-6 are referred to when the regulations of China-1 to Euro-6 are formulated in the past two decades, China is expected to follow the European Union, and the regulation of China-7 focusing on the emission intensity and oil consumption of heavy carbon is rapidly introduced. Obviously, after 2020, the mandatory emissions regulations and industry focus of the global three major heavy truck market (china, usa, eu) will shift from continuing to reduce heavy truck tail gas pollutant emissions to reducing heavy truck oil consumption and carbon emissions year by year. One trunk logistics is heavily loaded with the average fuel cost of about six million dollars per year in europe and america, and the average fuel cost can be as high as forty hundred thousand yuan RMB per year in china. Two hundred and more thousand heavy cards in the united states have a total oil cost of over a billion dollars per year, and four hundred and more thousand heavy cards in china have a total oil cost of over a trillion RMB per year. Through technical innovation, the oil consumption and the emission of heavy trucks are reduced, and the method has great significance for host factories, drivers, fleets, shippers, governments, society and other interested parties.

The united states has been leading worldwide in the legislation of heavy truck emissions and oil consumption and in technical research and development. The united states department of energy (DOE) led to and subsidized a 1 billion dollar total "super truck" project (superstruck I,2011- & 2016), four technical teams sourced by the first four major trucks host plants in the united states, developed five years, and the four super truck dummies produced, all completed the target of 50% improvement in fuel economy (gallons/ton mile) and 50% thermal efficiency (BTE) for the standard 2009 heavy truck freight at the end of 2016. In 2017 to 2022, the U.S. department of energy subsidized five technical teams for $ 8000 ten thousand, implementing the "super truck II" project (SuperTruck II), with five sample cars expected to achieve the target of 55% diesel thermal efficiency (BTE) and 100% improvement in heavy truck cargo fuel economy (gallons/ton mile) in 2022 years. Each technical team headed by the heavy truck host plant has its own aggregate resource investment above the amount of subsidy it receives from the U.S. government. The two-phase American super truck project (SuperTruck I & II) takes ten years (2011-2022) in total, the total cost exceeds 4 hundred million dollars, and the technical route and the research and development result of nine sample vehicles represent the top technical level of the world heavy truck industry.

The super truck project in the United states integrates various heavy truck energy-saving and emission-reducing technologies which are considered by the North American heavy truck industry as possible to be produced in mass and fall on the ground for commercial use before 2025 years, and the main challenge in the future is how to improve the comprehensive cost performance of various energy-saving technologies and promote the pace of falling on the ground for commercial use. At present, the long-term challenge in the American heavy truck industry is how to achieve the mandatory requirement of 2027 years for fuel consumption of the GHG Phase II heavy truck on the premise of effectively controlling the rising of the selling price of a new heavy truck. It is worth noting that none of the nine technical teams mentioned above adopts a deep oil-electricity hybrid heavy truck technical route. Each stakeholder in the industry of the Chinese heavy trucks is expected to correspond to a severe test that the retail price of the six heavy trucks in the new country which are produced and sold in quantity from 2020 is greatly increased compared with the selling price of the five heavy trucks in the current country.

In the last decade, in the main automobile market in the world, especially the largest Chinese automobile market in the world, pure electric or gasoline-electric hybrid power passenger vehicles and large buses have a large-scale commercial success precedent under the strong subsidy of governments. However, in the three main logistics heavy Truck markets with the largest global volume and the most advanced technology, which are China/America/European Union, domestic and foreign industry experts agree that 2030 is limited by the technology and performance limit of the current industrialized power battery, and a pure electric heavy Truck or a deep Hybrid heavy Truck (Full Hybrid Truck) cannot realize large-scale main logistics commercial use without subsidy. Detailed descriptionsee the European and American published industry research report below, 1) research report entitled "heavy vehicle technical potential and cost analysis" by Ricardo corporation in 2017. Ricardo (2017), "Heavy Duty vessel Technology positional and Cost Study", Final Report for ICCT; 2) a white paper published by experts such as the International society for clean transportation (ICCT) Oscar Delgado, 2018, month 1, "European Heavy-Duty Vehicles: Cost impact of Fuel-impact Technologies for Long-Haul traffic-transformers in the2025-2030 Timeframe"; 3) international clear traffic association (ICCT) Felipe Rrodriguez, doctor 2018, academic report "HDV Fuel Efficiency Technologies" on 6 months 28; 4) the United states department of energy, 2016, submitted the Council report of "addition of New Fuel efficiency Technologies from SuperTruck". 5) The north american freight efficiency association, a survey report entitled "pure electric, hybrid, or alternative fuel heavy truck" in 2019; "visible Class 7/8Electric, Hybrid and alternate Fuel transformers", North American Council for flight Efficiency, December 2019.

The actual fuel consumption (liter/hundred kilometers) of the hybrid electric vehicle is highly correlated with the running condition of the hybrid electric vehicle. The average speed of the vehicle is low under the urban working condition, and the vehicle is actively accelerated, decelerated or braked frequently; the average speed of the vehicle is high under the high-speed working condition, and the vehicle is not frequently actively accelerated, decelerated or braked. The hybrid vehicle mainly recovers energy through regenerative braking of the driving motor, and the beneficial effects of energy conservation and emission reduction are achieved. For a long time, the global automobile industry and academia have "consensus" on the fuel saving potential of hybrid vehicles (light and large commercial vehicles) as follows: under urban working conditions, compared with the traditional fuel oil vehicle, the hybrid vehicle has obvious oil saving effect, and the comprehensive oil consumption can be reduced by more than 30 percent; however, under the full high-speed working condition (the average speed per hour is higher than 60 km/h; little active acceleration or braking deceleration), the engine can stably work in a high-efficiency area, the hybrid vehicle has no obvious oil saving compared with the traditional fuel vehicle, and the reduction amplitude of the comprehensive oil consumption cannot reach more than 10%; particularly, the series hybrid vehicle is driven by the engine to perform energy conversion for many times, so that the fuel-saving effect is not good as that of the hybrid vehicle under the high-speed working condition, and even the fuel consumption is higher than that of the traditional fuel vehicle.

In the engines of commercial heavy trucks which are produced in large quantities all over the world, the proportion of diesel engines is over 95 percent; the heavy truck diesel engine can stably work in a combustion high-efficiency area under a high-speed working condition, after decades of continuous improvement, the oil-saving marginal benefit is reduced, the technical challenge of further reducing the oil consumption and the emission of the traditional diesel engine is larger and larger, and the cost is increased more and more; in the past twenty-five years, the average oil consumption (liter/hundred kilometers) of the major logistics heavy truck industry of the United states, Europe and China is reduced by less than 1.5 percent in each year; for manufacturers of heavy cards in Europe, America or China, the actual integrated oil consumption (liter/hundred kilometers) of the trunk logistics heavy card is obviously reduced year by year with high cost performance recognized by the market, and the technical and commercial challenges are huge. See European Association of automobile manufacturers (ACEA) for The European Commission Proposal on CO2Standards for New Heavy-Duty Vehicles at 8.2018, The legislation on The European Commission Euro-7 emission Standards. ACEA considers that the targets of reducing 15% of oil consumption in 2025 and 30% of oil consumption in 2030 which are about to be approved by European-7 carbon emission standards in European Union are too aggressive, the development time of a power assembly of a new heavy truck is very long, no technical route with high cost performance and capability of timely mass production exists at present, the targets of the European Union oil saving regulation in 2025 are realized, and the technical challenge of further reducing the oil consumption of modern heavy trucks in double-position percentage points is technically and commercially significant. Obviously, any fuel saving technology has the dual benefits of reducing the emissions of pollutants from the exhaust of vehicles and greenhouse gases (or carbon).

The trunk logistics heavy truck has the important importance of driving active safety besides two constant challenges of energy conservation and emission reduction. Most (90% +) road traffic accidents are caused by human factors such as driver distraction, fatigue driving and misoperation. In recent years, global hot automatic driving technology, particularly SAE L3/L4 level automatic driving technology, aims to replace human drivers by Artificial Intelligence (AI) drivers, eliminate human factors and greatly improve the active safety of vehicles. Experts in the scientific and technical field and the automotive field consider that a trunk logistics heavy truck with an L3/L4-level automatic driving system is one of the key points of falling onto the ground for commercial use as soon as possible in an expressway design and operation domain (ODD); to meet the requirements of ISO26262 automobile function safety level, an L3/L4-level automatic driving commercial vehicle must be provided with a redundant power system, a brake system, a steering system, a power supply and the like.

A Highly Autonomous Vehicle (HAV) is a vehicle equipped with an SAE L3/L4/L5 level autonomous driving system. In the last five years, world-wide, traditional host plant/parts suppliers, scientific and technological initiatives, and transportation operation enterprises have accumulated hundreds of billions of dollars in investments to develop and test HAV. Commercial scale production of HAV will have a profound impact on the trillion dollar passenger car industry and the road freight industry worldwide. The largest selling point of HAV is to replace human drivers partially or completely by AI drivers to obviously reduce the road traffic accident rate and improve the driving active safety. The industry experts generally consider that the trunk logistics heavy card is one of the core scenes for HAV floor business; HAV completes billion mile-level "trues-three" (true car, true road, true load) batch Validation tests (validations) on national highways, proving with a statistically high degree of confidence that AI drivers are safer than human drivers, a mandatory route before their commercialization. However, HAV carries out a three-true verification test on public roads, which may bring additional traffic risks to other road users, and the risk can be defined as the product of the severity of a traffic accident and the incidence rate of the accident; testing HAV heavy trucks in the Highway design and operation Domain (ODD) is more subjective and objective risk than testing HAV passenger cars, since the size and weight of heavy trucks is an order of magnitude larger than passenger cars; over 95% of vehicles (light or medium-sized vehicles) traveling on highways are Vulnerable Road Users (vulneable Road Users) compared to HAV heavy trucks. Currently, governments around the world, represented by the United states and China, vigorously promote HAV research and development, and modify the existing traffic regulations at a time, so that HAV passenger vehicles are allowed to be provided with 'three true' Tests (3R Tests; Real Vehicle, Real Road, Real Payload) carried out by Driver safeners on public roads, and even HAV taxis are allowed to carry out commercial trial operation in a specific design operation domain (ODD) in California, Nevada, Arizona and the like in the United states; however, on the basis of the three true tests of the HAV heavy truck and the expressway, as the HAV heavy truck running at high speed is far higher than the HAV passenger car in subjective and objective traffic risks for the existing road users, the governments of various countries are very careful to approve the HAV heavy truck to carry out the three true tests on public roads; by 3 months of 2020, countries around the world have stated that the development of triality tests of grade L3 or grade L4 for a trunked logistic HAV heavy card on highways in the world has been banned, making the commercial landing of HAV heavy cards in the self-conflicting dilemma of "prior chickens or prior eggs". How to complete the 3R road test of HAV heavy truck in the highway ODD under the precondition of not increasing the traffic risk of the existing road users, three true batch verification data of billion mile level to billion mile level are accumulated, and AI drivers are proved to be safer and more reliable than human drivers with high confidence in statistical sense, so that the HAV heavy truck is a worldwide technical and commercial problem which must be solved before the business of HAV heavy truck lands, but no effective technical scheme for solving the problem is found in the world at present. The global HAV lead enterprise Waymo has accumulated three real tests of nearly twenty million miles of HAV passenger vehicles (the total weight is less than 3.5 tons) in the United states from 2010 to 2019 and simulated three virtual tests (virtual vehicles, virtual roads and virtual loads) by a billion mile level computer, but the accumulated mileage of the three real tests of the highway ODD of the trunk logistics HAV heavy truck by Waymo is far less than one million miles, the main reason is that the legal obstacle of the three real tests of the HAV heavy truck (namely, an AI driver does not have the right of way) and the cost of the three real tests of the heavy truck is extremely high; the heavy truck driver must hold a commercial vehicle driving license (CDL), the proportion of the CDL in all drivers is less than 3%, and the labor cost of the heavy truck driver is obviously higher than that of a common driver; the oil consumption of the heavy truck is more than 30 liters/hundred kilometers, while the oil consumption of the internal combustion engine passenger car, particularly the oil-electricity hybrid passenger car, is less than 10 liters/hundred kilometers; the unit variable cost of the HAV re-truck truthful test (mainly driver and fuel costs) is over $ 1/mile, which is nearly 200% higher than the unit variable cost of the HAV passenger car truthful test; and the truthful test data of the heavy truck and the passenger car cannot be interchanged and are universal for respective drivers of the L4-class AI, and the heavy truck cannot be driven by analogy to most drivers of passenger cars. In other words, the large amount of truthful test data or commercial operating data of the HAV passenger car is of little value for reference for mass verification and commercialization of HAV heavy cards.

On the premise of ensuring the dynamic property of the whole automobile, optimizing the energy conservation, emission reduction and active safety of the whole automobile is three final targets which are constantly pursued by the global automobile industry for a long time; in the last two decades of major heavy truck main engine plants in Europe and America and related research institutions, a large amount of manpower and material resources are input, various heavy truck oil saving technologies are actively explored and developed, and no new technical circuit or scheme of a deep oil-electricity hybrid heavy truck power assembly which can meet the carbon emission target value in 2025 years in Europe-7 regulations or the carbon emission target value in 2027 years in US GHG-II regulations and can be industrialized in time is disclosed in Europe and America and various major heavy truck main engine plants and first-level suppliers by the end of 2019.

This background section of information is only intended to enhance an understanding of the general technical background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information has become prior art as is known to a person skilled in the art.

The invention provides a new-class trunk logistics heavy truck oil-saving robot system, which is a non-humanoid intelligent industrial robot capable of independently learning and evolving and aims to solve the worldwide difficult problems that the annual oil consumption (liter/hundred kilometers) of a new diesel heavy truck is slowly improved (the annual average reduction amplitude is less than 1.5%) in the prior art, and the 2025-year carbon emission target meeting the new Euro-7 emission regulation and the 2027-year carbon emission target of the United states greenhouse gas emission two-stage (GHG-II) regulation are difficult to find, and the heavy truck power assembly technical route which can be commercially produced in a large scale is high in cost performance. Compared with the modern diesel engine heavy truck, under the condition of ensuring the dynamic property and the attendance rate of the vehicle, the amplitude of the reduction of the comprehensive oil consumption (liter/hundred kilometers) of the actual driving environment (RDE) can be up to more than 25 percent, the driving safety of the vehicle can be improved, and the tail gas emission of the RDE can be ensured to stably reach the standard within 70 kilometers. Each main subsystem of the ACE heavy truck oil-saving robot disclosed by the disclosure is industrialized, does not depend on any product or technology which is immature at present or cannot be produced in mass in near term, can realize mass production and primary commercial use in 2023 years, and meets the carbon emission target in 2025 by Euro-7 regulation or the carbon emission target in 2027 by United states greenhouse gas emission second phase (GHG-II) regulation in advance, and is detailed later.

The ACE heavy truck oil-saving robot can be divided into five stages: the ACE1 heavy truck is an ACE heavy truck provided with an SAE L1-level automatic driving system (L1 system for short), has a one-dimensional longitudinal control-predictive adaptive cruise control function (PACC), focuses on optimizing actual oil consumption and emission of a main line logistics heavy truck, and is a basic type of an oil-saving robot, namely an I-level oil-saving robot; the following four types are all upgrade versions of I-grade oil-saving robots, and each high-grade oil-saving robot is downward compatible with all functions and performances related to energy conservation and emission reduction of the ACE heavy truck or driving active safety; the ACE2 heavy truck refers to a heavy truck equipped with an L2 system, namely a II-grade oil-saving robot; the ACE3 heavy truck refers to a heavy truck equipped with an L3 system, namely a III-level oil-saving robot; the ACE4 heavy truck refers to a heavy truck equipped with an L4 system, namely an IV-level oil-saving robot; the ACE5 heavy truck refers to a heavy truck equipped with an L5 system, namely a V-class fuel-saving robot. The L5 system must rely on the General Artificial Intelligence (GAI) technology that appears in the future, which was extremely difficult to industrialize by 2030; the invention firstly focuses on the technical scheme of realizing the optimization of energy conservation and emission reduction of the logistics application scene of the ACE heavy truck trunk line on the premise of ensuring the dynamic property of the whole vehicle; secondly, focusing on a technical scheme for completing three-real batch verification of the ACE heavy truck IV-level oil-saving robot (namely an L4 system) from billion mile level to billion mile level in national expressway ODDs on the premise of ensuring the traffic safety of the existing road users at high cost performance. Unless explicitly noted, an ACE heavy card may represent any of the five heavy cards ACE1 through ACE 5; the heavy truck oil-saving robot can be any one of I-grade to V-grade oil-saving robots; advanced Automatic Driving Assistance System (ADAS) refers to the L1 or L2 systems. When the technical scheme of the disclosure is described, the focusing II-level oil-saving robot or the focusing IV-level oil-saving robot, and the focusing I-level oil-saving robot or the focusing III-level oil-saving robot can be regarded as special cases of respective simplified versions of the two robots.

In order to solve the technical problems and achieve the beneficial technical effects, the invention is realized by the following technical scheme.

Under the working conditions of cities or suburbs with frequent active acceleration and braking and average vehicle speed lower than 40 km/h, the current various oil-electricity hybrid passenger vehicles or large commercial vehicles effectively recover energy by limiting the operation of an engine in a high-efficiency area and charging a battery pack by a driving motor through regenerative braking, greatly reduce the comprehensive oil consumption (per hundred kilometers) compared with the traditional engine vehicles (the oil saving rate can reach 30-60%), have obvious energy-saving/emission-reducing effects and high cost performance, and realize large-scale commercial use in various main automobile markets in the world. However, for the trunk logistics heavy truck, most of the operation time and mileage (more than 85%) in the life cycle of the product are working conditions of the highway, and the highway is rarely actively accelerated or braked; the highway network of the economically developed region of China is congested all the year round, and the average speed of the trunk logistics heavy truck is about 60 kilometers per hour; while the average speed of the U.S. trunk logistics heavy truck is about 95 km/h. Under the working condition of a traditional diesel heavy truck highway, active acceleration or braking is not frequent, an engine can stably work in a high-efficiency area, the comprehensive oil consumption is optimized, and the improvement space is limited; at the moment, the gasoline-electric hybrid vehicle is also used as a hero with the regenerative braking energy recovery function because the vehicle is braked infrequently actively; meanwhile, gasoline-electric hybrid vehicles, especially extended-range series hybrid vehicles, bear the extra loss of multiple energy conversion between chemical energy-mechanical energy-electric energy-mechanical energy, so that experts and ordinary technicians in the global automobile and road transportation industry have long had the following "consensus": compared with the traditional diesel heavy truck, the main line logistics mixed-moving heavy truck (referred to as the mixed-moving heavy truck for short) has limited reduction range of comprehensive oil consumption, and the maximum oil saving rate cannot exceed 10 percent; particularly, when the series hybrid vehicle runs under a high-speed working condition, even the comprehensive oil consumption is slightly increased. According to the current technical level and the current industrial development situation of three major electric appliances (batteries, motors and electric controls) all over the world, the cost of the hybrid heavy truck is remarkably increased compared with the cost of the conventional diesel heavy truck, if the oil saving rate cannot break through 20%, the cost performance of the hybrid heavy truck is low when no government subsidies exist, for example, the investment return period (ROI) for making up the comprehensive cost difference between the hybrid heavy truck and the conventional fuel heavy truck by saving oil cost is longer than three years, and the sustainable market competitiveness is lacked.

As described above, current experts in the global heavy card industry and those of ordinary skill agree that it is difficult to realize mass commercialization of a trunk logistics mixed heavy card in three major card markets including china, the united states and europe 2030 ago without government subsidies. In addition, due to the technical limit and the industrialized development limitation of the current automobile power lithium battery, a trunk logistics pure electric heavy truck needs to be provided with a battery pack with effective capacity of at least 1000 kilowatt-hour, and the battery pack is too large, too heavy, too expensive and cannot be charged quickly (sub-hour level); without government high subsidies, it was difficult to achieve mass commercialization 2030. The hydrogen-electricity hybrid heavy truck which takes a hydrogen fuel cell as a low-carbon clean range extender is also restricted by factors such as immature technology, an industrial chain, hydrogen production/hydrogenation infrastructure, high cost and the like, and can be commercially used only after 2030 years. In other words, the market share of the pure electric driven passenger vehicle is obviously different from the market share rapid growth of the pure electric driven passenger vehicle, and the main line logistics heavy truck still uses an internal combustion engine, particularly a diesel engine, as a core power source and oil-electricity hybrid as an auxiliary power source within twenty years.

Another major challenge facing the european and american highway freight industry is that the vacancy rate and the loss rate of heavy truck drivers are high throughout the year. Drivers on different levels drive the same heavy truck, cargo and road section, and the difference rate of actual integrated oil consumption (liter/hundred kilometers) can reach as high as 20 percent; the actual oil consumption of the main line logistics heavy truck is different from person to person, the driver daily management and training occupy fleet management resources and is low in efficiency, and the main line logistics heavy truck is another major pain point in the highway logistics industry. Many freight companies reduce the difference between the actual oil consumption and the optimal oil consumption caused by the human factors of drivers by training drivers, saving oil, rewarding and punishing, additionally arranging a vehicle-mounted sensor, carrying out large data analysis of the driving behaviors of the drivers, saving oil, assisting and the like; however, the method is not the cause of symptoms, and for most main line logistics fleets, the actual oil consumption of the heavy truck is different from person to person and the dispersion is high, which is always a major industry pain point.

The main line logistics ACE heavy card continuously competes and wins with the traditional fuel heavy card under the condition of no government subsidy, realizes large-scale commercial early, and has to greatly improve the cost performance. The average selling price of the whole truck (the American retail price is 15 ten thousand dollars/vehicle or the Chinese retail price is 40 ten thousand yuan RMB/vehicle) of the trunk logistics heavy truck in the United states or China is five to eight times of the average selling price of the common passenger vehicle in the market of the country, but the annual fuel charge is more than thirty times of the annual fuel charge of the household passenger vehicle. The retail price of gasoline or diesel oil in the United states and China is obviously lower than that in Europe, and the proportion of the price of European passenger cars to heavy trucks and the annual oil cost is similar to that in China. The effective method for improving the cost performance of the trunk line logistics hybrid heavy truck has two types, namely, increasing the oil saving rate of the trunk line logistics hybrid heavy truck compared with the traditional diesel vehicle, and reducing the difference between the once vehicle purchasing cost and the sum of the accumulated vehicle operation and maintenance cost (namely total cost TOC) of the trunk line logistics hybrid heavy truck and the traditional diesel vehicle, namely, the source-saving throttling. On the premise of ensuring the dynamic property, the safety and the attendance rate of the ACE heavy truck, the saved fuel charge can be directly converted into the profit of the motorcade.

The global automobile industry experts (especially the experts in the heavy truck industry) subjectively and extensively speculate that the actual integrated fuel saving rate of the main line logistics hybrid heavy truck, especially the series hybrid heavy truck, cannot exceed 10 percent and even the fuel consumption is slightly increased based on the objective fact that the actual fuel saving effect of most of fuel-electric hybrid passenger cars (the total weight is less than 3.5 tons; and the serial, parallel or parallel system architecture) is not obvious under the high-speed working condition. To date (by the end of 2019), no information on deep Hybrid trucks (Full Hybrid Truck), in particular two-motor range-extending series or series-parallel connection, has been found globally The heavy truck, under the application scene of main line logistics, "three truths" (real car, real road, real goods) large-scale road test, and the public report or academic paper of the comparative analysis of the fuel consumption of the traditional diesel heavy truck, do not have the precedent of mass landing for commercial use. However, the industry consensus is similar to the so-called white swan consensus, which has historical limitations and can be verified through scientific experiments; trade experts neglected the secret source that trunk logistics mix moving heavy trucks may greatly reduce actual oil consumption: under the condition of high-speed driving, the longitudinal slope power time-varying function P brought by the slight change (1.0 degree) of the inclination angle (called longitudinal slope for short) of the longitudinal slope of the road_gHundreds of kilowatt-hour (KWh) range of electrical energy is recovered by regenerative braking of hundreds of kilowatt-hour drive motors, which occurs when a heavy truck is descending a hill at high speed.

One of the core of the present invention is an electric domain Power splitter (ePSD-electric Power Split Device) based on hundred kilowatt level Power electronic three-port network. A new class of trunk logistics heavy card is created by effectively integrating a Hybrid (Mixed Hybrid) power assembly technology of a vehicle engine and double motors, a satellite navigation (GNSS), a three-dimensional electronic navigation map (3D map), the Internet of things, big data, artificial intelligence and other emerging technologies: the vehicle is provided with an I-grade fuel-saving robot capable of automatically optimizing and continuously improving a fuel-saving strategy, and commands the ACE heavy card to implement a Predictive Adaptive Cruise Control (PACC) technical scheme, so that an SAE L1-grade longitudinal automatic driving function is realized, the two feet of a driver are liberated, and multiple beneficial effects of optimizing fuel consumption and emission, improving dynamic property, improving active safety, reducing the labor intensity of long-distance driving of the driver and the like are achieved. Under the application scene of main line logistics, the actual integrated oil consumption of the ACE heavy truck can be reduced by 30% compared with the traditional diesel heavy truck, and the long-term pain point of the industry, which is high discreteness of the integrated oil consumption value of the heavy truck caused by the human factor of a driver, is eliminated; meanwhile, the ACE heavy truck can also obviously improve the braking performance, increase the speed slowing function in a long downward slope, reduce the labor intensity of long-distance driving of a driver and improve the driving active safety of a vehicle; the ACE heavy card can also continuously improve the existing functions of the vehicle or add new functions through software definition and remote upgrade iteration (OTA), greatly improves the cost performance of the ACE heavy card in the whole life cycle (up to 20 years in Europe and America), and opens the source for the motorcade to throttle, reduce cost and improve efficiency. The I-level oil-saving robot can be upgraded into an IV-level oil-saving robot; under the precondition that the traffic safety of the existing road users is guaranteed, the three-true batch verification that the IV-level oil-saving robot accumulates billions of miles to billions of miles in the highway ODD is completed within two years by the L2-level shadow mode or the L3-level offline mode with high cost performance, and the IV-level oil-saving robot is proved to be safer and more reliable than a human driver with high confidence in statistical significance; the total verification cost is reduced by 80 percent compared with the total verification cost of a traditional diesel heavy truck with an L4 system; persuasion governments and the public to modify relevant laws and regulations and promote the IV-level oil-saving robot (namely ACE4 heavy truck) to enter the batch commercial stage as early as possible; the ACE4 heavy truck of a single driver can continuously and safely drive for 24 hours day and night, the labor productivity of human drivers is improved by more than 50%, the time consumption and unit cost (dollar/ton mile) of thousands of mile-level ultra-long trunk logistics freight events are greatly reduced, and the method has revolutionary influence on the global trillion-dollar-level highway trunk logistics industry. Efficiency and safety are two constant topics for transport fleets. The method comprises the following steps that the ACE heavy card is loaded with various electromechanical hardware and software, a cloud AI training chip and a vehicle end AI reasoning chip which can be dynamically cooperated are added, and structured big data (namely an oil-saving data set) and various oil-saving machine learning algorithms of the cloud and the vehicle end about the operation of the ACE heavy card are matched to form an ACE heavy card oil-saving robot system device in a set mode; the oil-saving robot is a non-human intelligent industrial robot, can assist a human driver to automatically optimize the energy and power management of a main line logistics heavy truck in real time, reduces the comprehensive oil consumption by more than 25% compared with the traditional diesel heavy truck, and has the capability of autonomous learning and evolution; the large-scale commercialization of the ACE heavy-truck oil-saving robot for highway trunk logistics can be realized in three major card markets of the United states, China and the European Union within five years.

The first principle of ACE heavy truck fuel-saving robotics is the well-known kinetic equation (1-1) for longitudinal vehicle travel in the automotive industry:

wherein, P_vWhich is the vehicle power or road load power, all power terms are in Kilowatts (KW).

Rolling power P_rThe power required for overcoming the rolling friction resistance of the tire when the vehicle is running is a non-negative number, and can be expressed by the following formula (1-2):

wind resistance power P_dThe power required for overcoming air resistance (in windless weather) when the vehicle is running is a non-negative number, which can be expressed by the following formula (1-3):

longitudinal slope power P_gWhen the vehicle runs on the uphill, the driving power required for overcoming the gravity and increasing the potential energy is positive, and when the vehicle runs on the downhill, the longitudinal slope power is negative and represents the driving power generated by the conversion of the potential energy and the kinetic energy, and the longitudinal slope power P_gCan be expressed by the following formulas (1 to 4):

acceleration power P_aThe extra power required to reach a predetermined acceleration value when the vehicle is travelling on a level road. When the acceleration is a negative value, the acceleration represents deceleration braking, namely friction braking can be adopted to convert the kinetic energy of the vehicle into heat energy for consumption, or non-friction regenerative braking can be adopted to convert part of the kinetic energy of the vehicle into electric energy to charge the battery pack for energy recovery. Acceleration power P _aCan be expressed by the following formulas (1 to 5):

in the above five formulas (1-1) to (1-5): v is the longitudinal linear velocity (m/s) of the vehicle; η is the vehicle driveline efficiency; m is total vehicle mass (kg); g is the acceleration of gravity, and g is 9.8 (meters per second square); f. of_rIs the tire rolling friction coefficient; alpha is the angle of the longitudinal slope of the road, the positive value is the ascending slope, the negative value is the descending slope, and zero is the absolute level; rho_aAir density (kg/cubic meter); c_DThe wind resistance coefficient of the vehicle; a. the_fThe projected area (square meter) of the right front of the vehicle; delta is the rolling mass conversion coefficient; dV/dt is the vehicle longitudinal acceleration (meters per second squared), positive values for acceleration and negative values for deceleration or braking. The longitudinal slope of each road is only a space function; the longitudinal slope function does not change with time unless the road is repaired; because the longitudinal speed of the vehicle is a time-varying function when the vehicle runs, the longitudinal slope power is a time-varying function according to the equation (1-4), and the longitudinal slope power is a time-varying function with only one item in the dynamic equation (1-1) of the vehicle which is changed rapidly and greatly when the vehicle runs at a basically constant speed.

Under highway driving conditions, the vehicle rarely brakes to decelerate or accelerate actively. When the vehicle runs at a basic constant speed, according to the kinetic equation (1-1), the accelerating power is approximately zero, the rolling power is basically unchanged in a road section with small longitudinal slopes (i.e. longitudinal slopes within a few degrees of positive and negative), the wind resistance power can also be approximately constant, only the longitudinal slope power is a time variable, and the change amplitude of the longitudinal slope power is in direct proportion to the sine value of the longitudinal slope angle of the high-speed road section, the vehicle speed and the total vehicle mass. The highway longitudinal slope is usually called 'longitudinal slope' for short, and the measuring units of the highway longitudinal slope are two, wherein one is the degree of an included angle between a road surface and a horizontal plane, and the other is the ratio of elevation of the road surface to a horizontal projection distance of the road section, and the ratio is expressed in percentage. The design and construction of expressways in various countries mostly limit the longitudinal slopes of the expressways to be in the range of-7.0% to + 7.0%, and are mainly based on the consideration of safe driving on the expressways with full load and heavy trucks. The total weight of the Chinese trunk logistics heavy truck is mostly below 41 tons, the highest legal speed limit is 90 kilometers per hour, the Chinese main highway is congested for a long time, and the average speed of the highway logistics industry-wide heavy truck is about 60 kilometers per hour; the total weight limit of the American trunk logistics heavy truck is 36 tons, the highest legal speed limit is up to 125 km/h, and the average running speed of the heavy truck in the highway logistics industry is about 95 km/h. Most U.S. transportation companies typically limit the maximum speed per hour of heavy trucks to 105 km/h for fuel economy and safety reasons.

For example, when a heavy truck with a total full load of 40 tons and a vehicle speed of 60 km/h encounters a longitudinal slope of a highway and a constant speed uphill slope of 2.0 degrees, the required longitudinal slope power is up to 228 kilowatts, and the sum of the rolling friction power and the wind resistance power of the vehicle is only 71 kilowatts; if the power margin of the power assembly is insufficient, the heavy truck can go uphill only after gear reduction and speed reduction. When a passenger vehicle with the total mass of 2 tons is compared with a longitudinal slope with the same constant speed of 2.0 degrees, the power of the longitudinal slope of the vehicle is 11.4 kilowatts (which is 5.0 percent of the power of the longitudinal slope of the heavy truck), and the sum of the rolling friction power and the wind resistance power is only 3.6 kilowatts; this type of small slope is not a concern for passenger vehicles with one hundred kilowatt peak power engines, such as those that operate on flat terrain. In other words, for each fully loaded heavy truck traveling at high speed, the road load power (mainly due to changes in longitudinal slope power) of the heavy truck varies greatly in excess of one hundred kilowatts for each change in longitudinal slope of the road of 1.0 degree, which is difficult to detect visually. When the vehicle goes up a slope, the slope is necessarily generated, the hundred kilowatt-level longitudinal slope power of the heavy truck is a negative value when the vehicle goes down the slope, the vehicle speed can be kept constant (equal to the negative acceleration power when the vehicle is actively braked) through regenerative braking of the driving motor, partial mechanical energy of the vehicle when the vehicle goes down the slope is converted into electric energy to charge the battery pack, and the energy is recovered. Although the ACE heavy card rarely brakes actively under the high-speed working condition, the ACE heavy card which runs at a constant speed basically can bring hundreds of kilowatt-level longitudinal slope power changes due to the fact that a highway is full of slight changes of 1.0-degree longitudinal slopes along the way, still has a plurality of 'passive braking' opportunities for recovering kilowatt-hour-level electric energy through downhill regenerative braking, and is thin, long in flow and much in accumulation; this is the secret that the main stream ACE heavy truck can save significantly more fuel than the traditional diesel heavy truck.

Under the speed of 60 km/h, in order to realize the medium-intensity braking with the deceleration of 2 m/s square (namely 0.2g), the braking power of 67 kilowatts is required for the passenger car with the total mass of 2.0 tons; but for a heavy truck with the total mass of 40 tons, the required braking power is up to 1333 kilowatts; the total mass of the urban electric bus is about 20 tons, the average speed per hour is 30 kilometers per hour, and the braking power required by the urban electric bus for realizing 0.2g deceleration is about 333 kilowatts. Limited by the peak power of the vehicle-mounted driving motor and/or motor controller (power electronics) which are industrialized worldwide, the peak power limit of the energy recoverable by the gasoline-electric hybrid vehicle through regenerative braking is below 500 kilowatts; the part of the vehicle with the instantaneous braking power higher than 500 kilowatts cannot be converted into electric energy through the regenerative braking of the motor to charge the battery pack so as to recover energy, and the kinetic energy of the part of the vehicle can be converted into heat energy only through a mechanical braking system of the vehicle and is completely wasted; the commercial DC rapid charging pile with the maximum power in the world is 375 kilowatts at present. Under the running condition of frequent acceleration/deceleration and urban or suburban mixed running, the oil-electricity hybrid vehicle (light vehicle or large bus) can obviously save oil with the oil saving rate of 30-60 percent compared with the traditional engine vehicle. In other words, the trunk logistics heavy card has a plurality of opportunities of hundreds of kilowatt-level passive braking (downhill) under the high-speed working condition although the active braking is few; meanwhile, when the heavy truck is emergently braked under the high-speed working condition, a mechanical brake system is mainly used, and most of the kinetic energy of the heavy truck cannot be effectively recovered through regenerative braking.

Under the normal road condition of an expressway with infrequent active acceleration and deceleration, the average speed per hour of the vehicle is higher than 60 km/h, the traditional engine can stably work in a high-efficiency area, the oil-electricity hybrid vehicle has an unobvious oil-saving effect (less than 10%) compared with the traditional engine vehicle, and particularly, the hybrid vehicle can not reduce and increase the comprehensive oil consumption because of the extra energy loss of carrying multiple energy conversions, even possibly; the above-mentioned "consensus" in the global automobile industry is applicable to all hybrid electric-oil vehicles (total weight less than 3.5 tons) and single-motor hybrid large-scale commercial vehicles, for example, a medium-sized motor with peak power greater than 250 kw and a peak power less than 200 kw, which are mechanically connected in parallel. However, the inventors believe that the industry "consensus" is not applicable to ACE heavy trucks that employ hundreds of kilowatts dual-motor range-extending series-hybrid or series-parallel (series-parallel hybrid) system architectures in a trunked logistics application scenario. Although the ACE heavy truck under the high-speed working condition is rarely actively accelerated or braked, due to the fact that a highway is full of 1.0-degree fine changes of longitudinal slopes along the way, a plurality of passive braking opportunities exist, wherein hundreds of kilowatt-level longitudinal slope power during downhill is utilized, kilowatt-level electric energy is recycled through regenerative braking of a driving motor, and the ACE heavy truck is thin in water and long in flow, and is much in accumulation. In other words, when the loaded heavy truck runs on the highway at a constant speed, the slight change of 1.0 degree level at each position along the longitudinal slope function can cause the change of the longitudinal slope power in the order of hundreds of kilowatts, and the influence on the road-borne power is equivalent to the frequent active acceleration or braking of a passenger car or a bus on a horizontal road of a city.

The dual-motor series-parallel ACE heavy truck disclosed by the invention comprises a heavy truck engine (diesel or natural gas) with the peak power of more than 250 kilowatts and two large motors with the peak power of more than 200 kilowatts. One of the motors (MG1) is mainly used as a generator, and the other motor (MG2) is mainly used as a drive motor. The driving motor is one of the decisive factors of the dynamic property of the hybrid heavy truck, and the peak power of the driving motor is more than 250 kilowatts; the larger the driving motor is, the better the vehicle dynamic property is, and meanwhile, the better the effect of recovering energy by regenerative braking is. In order to solve the problem that the cost of a large-scale driving motor of a vehicle gauge is high for a long time, a three-motor hybrid system of a standard main driving motor (MG2) and an optional auxiliary driving motor (MG3) can be adopted.

In the last decade, the middle and high-end internal combustion engine heavy truck in Europe and America utilizes a vehicle-mounted 3D map containing road longitudinal slope information to realize oil saving through Predictive Cruise Control (PCC) on hills or mountain expressway. However, the traditional heavy-truck predictive cruise fuel saving method has the following limitations: firstly, a pure mechanical power assembly is not suitable for changing the output power of an engine or frequently shifting an automatic gearbox in a high-frequency instant (sub-second level) and a large scale, and Predictive Cruise Control (PCC) is mainly suitable for a long slope with a longitudinal slope angle larger than 2.0 degrees and a slope length more than kilometers; secondly, the traditional internal combustion engine heavy truck has no regenerative braking function, and cannot recover energy when descending a long slope; the actual integrated oil consumption is reduced by less than 3.0%.

It is emphasized that there are no extensive absolute levels of highways in the world; even in vast plain areas, the absolute slope function of the sections with hectometer granularity serially connected along the highwayThe value probability fluctuates in the range of 0.2 degrees to 3.0 degrees. For heavy trucks travelling at substantially constant speed under high-speed conditions, rolling power P_rAnd wind resistance power P_dThe sum can be approximated as a constant and its vehicle road power P_vThe factor with the largest influence of time variable is the longitudinal slope power P_gThe term is proportional to the sine of the longitudinal slope angle; every tiny uphill and downhill (the longitudinal slope changes by 1.0 degree) along the road, the change amplitude of the power of the longitudinal slope is as high as over one hundred kilowatts, and the ACE heavy truck is provided with a plurality of opportunities for recovering kilowatt-hour-level electric energy through hundreds kilowatt-level regenerative braking power, and the thin water flows for a long time, and the amount is small and large. If a vehicle-mounted 3D electronic map with the highway longitudinal meter-level spacing density, the highway positioning meter-level precision (longitude and latitude) and the longitudinal slope measurement precision reaching 0.1 degree is available, and the vehicle-road cooperative networking or the meter-level high-precision satellite navigation (GNSS) and inertial navigation (IMU) are used for cooperative real-time positioning (longitude and latitude) and attitude measurement (longitudinal slope) are added, according to a vehicle dynamics equation (1-1), a Vehicle Controller (VCU) can accurately predict a road-mounted power time-varying function in a range of hundred kilometers on the way in front of the vehicle in real time, particularly the longitudinal slope power P in an electronic horizon range of hundred kilometers in front of the vehicle _g(t) and the on-road Power P_v(t) a time-varying function of kilowatt-scale granularity; the VCU prediction refresh frequency can be up to more than 10.0 hertz (Hz), namely, the VCU can refresh the prediction of the road load power function in the electronic horizon every time the vehicle runs for 2-3 meters.

Various ADAS Electronic navigation maps or high-precision maps (HD maps) supporting HAV commercial use, which are already commercialized in various countries around the world at present, can be used as the 3D Map of the invention to provide Electronic Horizon (Electronic Horizon) prior information for vehicles; the electronic horizon is various road information covered by a 3D electronic map in a specific range ahead of the vehicle, and particularly three-dimensional information such as longitude, latitude, and longitudinal slope on the highway. The traditional diesel heavy truck implements Predictive Cruise Control (PCC) which is limited by the fact that the PCC is not suitable for frequently and rapidly changing the working condition of an engine or frequently shifting a gearbox, does not have the function of recovering energy by regenerative braking, and can only effectively use electronic horizon information within the range of about 10 kilometers; however, the ACE heavy card of the present invention can effectively use electronic horizon information of various ranges ranging from 10 km to 1000 km; details are given below.

For an ACE heavy card normally running on an expressway, active braking or acceleration is seldom performed, the speed of the ACE heavy card is basically constant, and the time change of the load power of a vehicle road mainly comes from longitudinal slope power change caused by longitudinal slope change of the expressway. However, the running path of the vehicle and the longitudinal slope distribution function along the highway are determined and known in advance, so that the VCU of the ACE heavy card can calculate the vehicle road load power time-varying function in the range of the electronic horizon in real time within one second according to the vehicle dynamic equation (1-1), vehicle configuration parameters and dynamic working condition data, electronic horizon priori road information and real-time road condition information, predict the vehicle road load power time-varying function in the future (in an hour level or a hundred kilometers level) according to kilowatt-level granularity, enable an oil-saving robot to be free from rain, fully utilize the ten-kilowatt-level electric energy storage and the hundred-kilowatt-level electric power peak clipping and valley filling functions of a power type battery pack, and perform predictive energy management real-time control on the hybrid power assembly of the ACE heavy card according to an oil-saving Machine Learning (ML) algorithm to realize optimization of energy conservation and emission reduction of the vehicle. The ACE heavy truck oil-saving robot system can convert the worldwide problem of minimized oil consumption of a main logistics heavy truck into an equivalent Narrow artificial intelligence (Narrow AI) problem of playing weiqi (such as AlphaGo) by a computer. An AI brain of the cloud oil-saving robot can be trained by utilizing an oil-saving data set generated by the operation of a plurality of ACE heavy cards and combining a machine learning algorithm and cloud computing power, and a Deep Neural Network (DNN) model of the oil-saving algorithm is established; reasoning operation is carried out by the AI chip of the vehicle-end oil-saving robot according to the DNN model, the path, the amplitude and the direction of the mechanical power flow of the engine of the ACE heavy card or the electric power flow of the battery pack are regulated and controlled in real time, and the optimization of energy conservation and emission reduction of the vehicle is realized on the premise of ensuring the dynamic property and the active safety of the whole vehicle; in the aspect of minimizing the actual oil consumption, the oil-saving robot completes a human driver, and the actual oil-saving effect is basically decoupled with the level of the driver and the configuration parameters of the ACE heavy truck engine. In other words, the traditional internal combustion engine heavy truck in the prior art adopts Predictive Cruise Control (PCC) due to no function of recovering energy by regenerative braking, so that the actual oil saving rate is less than 3 percent, and the effect is limited; the dual-motor series-parallel ACE heavy truck has the advantages that the oil saving rate is 30% higher than that of a traditional internal combustion engine heavy truck due to the fact that the dual-motor series-parallel ACE heavy truck has the function of recycling energy through regenerative braking with the peak power of 500 kilowatts, a ten-kilowatt-hour-level power battery pack and the heavy truck oil saving robot with super computing capacity and the function of autonomous learning evolution; details will be described later.

The ACE heavy truck oil-saving robot system provided by the invention commands the electric power shunt ePSD through the vehicle controller VCU, and can accurately and continuously allocate the flow path, amplitude or direction of hundreds of kilowatt-level electric power among three electric power sources, namely an engine-generator set, a battery pack and a driving motor within ten millisecond system response time; the method comprises the steps that pulse modulation control (PM), particularly pulse width modulation control (PWM) or pulse amplitude modulation control (PAM), is respectively carried out on transient output power of an engine or a battery pack, so that the engine stably works in a high-efficiency region for a long time, and the battery pack stably works or smoothly switches between three working modes, namely charge maintenance (CS), charge Consumption (CD) and Charge Increase (CI), according to dynamic prediction of vehicle road load power in an electronic horizon; through hundred kilowatt-level high-rate charge and discharge of the battery pack, peak clipping and valley filling are performed on the road load transient power time-varying function, hundreds of kilowatt-level transient changes of the road load power function in second-level time dominated by a longitudinal slope power item are counteracted in real time, and the road load power required by the vehicle dynamics equation (1-1) is provided at any time. Under the precondition of ensuring the dynamic property, the freight timeliness and the active safety of the vehicle, the ACE heavy truck has the advantage that the comprehensive oil consumption can be reduced by 30 percent compared with the actual logistics operation of the traditional diesel heavy truck trunk line.

The ACE heavy truck of the invention adopts a hybrid system architecture of double motors and single clutches, as shown in the following figures 1 and 2. The ACE weight card may command the clutch to open or close via a Vehicle Controller (VCU) to implement a series hybrid mode and a parallel hybrid mode, respectively. Under urban working conditions, the average speed of the vehicle is low (less than 45 km/h) and the active acceleration and deceleration is frequent, the working condition of the engine and the road-load working condition of the vehicle can be completely decoupled by using a series-mixing mode, the engine can stably work at a high-efficiency point, a driving motor has a plurality of opportunities for recovering energy through regenerative braking, and compared with a traditional fuel vehicle, the series-mixing vehicle has a remarkable fuel-saving effect (more than 30 percent); under the high-speed working condition, the average speed of the vehicle is high (more than 50 km/h) and active acceleration and deceleration are seldom carried out, and the engine can stably work in the high-efficiency area even if the engine is directly and mechanically coupled with the driving wheel, so that the parallel-hybrid mode is preferred. From two aspects of oil saving and power performance, under a high-speed working condition, the parallel mixing mode directly driven by the engine is better than the series mixing mode. The power-split hybrid power system represented by Prius in Toyota has the functions of series mixing and parallel mixing, can optimize the power performance and the oil saving performance of a vehicle, and is an international standard pole for hybrid power of passenger vehicles for two decades. The mechanical power-splitting hybrid system based on the planetary gear is difficult to expand to a large commercial vehicle with high cost performance because the new product design and volume production need several years and the cost of a single piece can be high and difficult to reduce for a long time; the company Toyota automobile group does not apply the special power splitting series-parallel power assembly technology of a single planet row to a large commercial vehicle.

The present disclosure provides a dual-motor hybrid powertrain architecture capable of time-division switching series-hybrid or parallel-hybrid modes, see the following fig. 1 and 2; the method comprises the following steps: directly driving a generator (MG1) from the engine for converting chemical energy of the on-board fuel to electrical energy (series hybrid mode) or to direct drive vehicles (parallel hybrid mode); an electrical power splitter (ePSD) configured as a three-port power electronic network, wherein a first port of the ePSD is bidirectionally electrically coupled in AC with an output of a genset; a second port of the ePSD is in alternating current bidirectional electrical coupling with at least one drive motor (MG 2); the third port of the ePSD is in bidirectional direct current connection with at least one power type battery pack and is also in unidirectional direct current connection with a brake resistor; the output shaft of the automatic gearbox is in bidirectional mechanical connection with a drive axle of the vehicle; a map instrument in which a 3D map including three-dimensional information such as longitude, latitude, and longitudinal slope of a road on which a vehicle is traveling is stored in advance; at least one main drive motor (MG2) labeled for a P2 position, bidirectionally ac-coupled to the ePSD second port, and having an output shaft bidirectionally mechanically coupled to the input shaft of the automatic transmission via a flexible coupling, the main drive motor (MG2) operable to: converting the electric energy into mechanical energy for driving the vehicle (electric driving mode) or converting the mechanical energy of the vehicle into electric energy (regenerative braking mode), and charging the battery pack through an inverter in the second port of the ePSD to recover energy; the output shaft at the flywheel end of the engine is in bidirectional mechanical connection with a mechanical shaft of a generator (MG1) at a hybrid P1 position, and the mechanical connection mode can be single-shaft same-rotation speed (coaxial connection) or parallel double-shaft plus gear reduction coupling (parallel shaft connection); the output shaft of the engine is also in bidirectional mechanical connection with a main driving motor (MG2) through a heavy clutch, and the mechanical connection mode can be single-shaft coaxial or parallel double-shaft plus gear reduction coupling; meanwhile, the main driving motor (MG2) is also in bidirectional mechanical connection with an input shaft of an automatic gearbox through a flexible coupling, and an output shaft of the gearbox is in bidirectional mechanical connection with a drive axle of a vehicle; and the vehicle further comprises: a Vehicle Controller (VCU) cooperates with an artificial intelligence acceleration unit (AIU) to dynamically control at least one of the engine, the generator, the clutch, the ePSD, the drive motor, the automatic transmission, and the battery pack in an independent manner over a data bus of the vehicle and based on 3D map data in an on-board satellite navigation receiver (GNSS) and/or a Map Unit (MU).

The hybrid power system architecture of the ACE heavy truck disclosed by the invention is a hybrid system of a double motor and at least one clutch, the hybrid system dynamically controls the flow path, amplitude and direction of two completely different power flow closed loops of hundreds kilowatt level machinery or electric power among an engine, a generator, a battery pack and a driving motor in a vehicle power assembly system in a mode of cooperation of a hundreds kilowatt level heavy clutch and an electric power shunt (ePSD), and the serial mixing mode or parallel mixing mode of a vehicle is switched by opening and closing the clutch; the hybrid architecture can effectively integrate the respective original advantages of the series-hybrid system architecture and the parallel-hybrid system architecture, overcome the respective original disadvantages, simultaneously optimize the dynamic property and the fuel saving property of the vehicle, and has higher comprehensive cost performance than a dual-motor extended-range series-hybrid system or a single-motor pure parallel-hybrid system. The generator (MG1) is arranged at the hybrid P1 position (after the engine flywheel and before the clutch), the main drive motor (MG2) is arranged at the hybrid P2 position (after the clutch and before the gearbox), and the optional auxiliary drive motor (GM3) can be arranged at the P3 (after the gearbox and before the propeller shaft) or the hybrid P4 (after the propeller shaft and beside the wheel).

The ACE heavy card with the double-motor series-parallel framework realizes a full-digital software-defined power assembly with ePSD as a core. When the ePSD three-port power electronic network hardware is designed, the functions and the performance of the ePSD three-port power electronic network hardware reserve margins, the later plasticity of the product is increased, and the continuous upgrading and evolution of the product are realized by the remote updating iteration (OTA) of the software of each ACE heavy card in the full operation life cycle. By means of continuous software remote updating (OTA) and based on artificial intelligence of big data and cloud-vehicle-end interaction, the actual performance of each ACE heavy card power assembly can be continuously corrected in a customized manner, namely, each ACE heavy card is guaranteed to meet emission regulation limit values (RDE) within 70 kilometers of a warranty period required by emission regulations anytime anywhere, and optimization of oil saving effect and intelligent operation and maintenance (M & R) of the heavy card are achieved.

The ePSD can be configured as a three-port power electronic network that internally contains at least three hundred kilowatt rated unique power electronic functional modules: the internal connection of the first port is a bidirectional AC-DC conversion module (also called inverter), the internal connection of the second port is at least one bidirectional AC-DC conversion module (also called inverter), and the internal connection of the third port is at least one bidirectional buck-boost DC-DC conversion module (also called chopper) or one unidirectional DC voltage-controlled switch module. The present disclosure focuses on the main peripheral input/output characteristics of the ACE heavy card ePSD and the core functions of three Power Electronic (PE) function modules (i.e., inverter, chopper, voltage controlled switch) included therein, and various sets of circuit topologies that can implement the above three PE function modules all belong to the scope of the present invention. The physical packaging arrangement mode of the ePSD is that the three PE functional modules can be packaged and arranged in a metal box in a centralized mode, and the three PE functional modules can be separately packaged and arranged with the generator (MG1), the main driving motor (MG2), the battery pack and the like.

The series-parallel power assembly of the ACE heavy truck respectively realizes two unique system architectures or working modes of series mixing (clutch disconnection) or parallel mixing (clutch closing) by controlling the on-off state of the clutch; under each system architecture, a plurality of different operation sub-modes can be subdivided. The Vehicle Controller (VCU) commands the drive-by-wire electromechanical clutch in an electrically controlled manner (rather than a purely mechanical manner), to switch between series-hybrid and parallel-hybrid modes precisely and smoothly, as described in detail below. In order to optimize the oil saving performance and the dynamic performance of the vehicle at the same time, a blending mode can be optimized under any working conditions (any vehicle speed and the speed slowing function required for safety) such as high-speed working conditions (smooth high-speed roads, the average vehicle speed of more than 50 km/h, and infrequent active acceleration or braking) or long downward slopes (the absolute value of a longitudinal slope along the road is more than 2.0 degrees, and the slope length is more than 5 km); under urban conditions (average vehicle speed less than 40 km/h, frequent active acceleration or braking), the series-mixing mode may be preferred.

Firstly, in a series-hybrid mode, only an electric power flow loop and no mechanical power flow loop exist from an engine to a driving wheel, direct current ports of three functional modules inside an ePSD are all bidirectionally and electrically connected to a direct current bus junction point X, the product of a direct current voltage and a current time-varying function at the junction point is an electric power time-varying function of a corresponding energy conversion device, and the power terms satisfy the following three equations in real time:

P_V＝η_dt P_MG2 (2-1)

P_MG1+P_MG2-P_BAT＝0 (2-2)

P_ICE＝-P_MG1/η_g (2-3)

all the power terms are hundred kilowatt-level time-varying continuous functions, and the one-time round-trip energy conversion coefficient of the generator (MG1), the battery pack and the driving motor (GM2) can be approximately 1.0; one of ordinary skill in the art can easily derive the corresponding formula when the actual conversion coefficient is less than 1.0.

Wherein:

P_MG1>0, the driving work of the generator (MG1)Rate (electrical energy is converted into mechanical energy by taking engine idle speed or engine brake without combustion as a load); p_MG1<0, is the power generation power (the engine directly drives to generate electricity, and the mechanical energy is converted into electric energy);

P_MG2>0, the driving power (electric energy is converted into mechanical energy) of the main driving motor (MG 2); p_MG2<0, charging the battery pack for regenerative braking power (converting mechanical energy into electric energy) and recovering energy;

P_BAT>0, total discharge power (chemical energy converted into electrical energy) for all battery packs; p _BAT<0, total charging power (electric energy to chemical energy) for all battery packs;

P_ICE>0, engine combustion effective output power (chemical energy is converted into mechanical energy); p_ICE<0, mechanical load equivalent power (conversion between various mechanical energies) of engine non-combustion (non-oil injection) dragging or engine braking;

the power parameters of the four energy conversion devices are preferably configured according to the following principle: p_ICE-p>＝P_MG2-m>＝P_MG1-m；P_BAT-m>P_MG2-m. Wherein P is_ICE-pIs the peak power (i.e. maximum continuous power) of the engine, P_MG1-m、P_MG2-m、P_BAT-mThe rated power (i.e., maximum continuous power) of the generator, the drive motor, and the battery pack, respectively. Different from an engine, the motor can bear short-time overload, and the pulse peak power (10 seconds) of the motor can be higher than the rated power by more than 50%; the pulse peak power (10 seconds) of a power type battery pack can be more than 100% higher than the rated power. In the series-hybrid mode, the peak power of the power assembly (i.e. the maximum continuous driving power of the vehicle) is completely controlled by P of the standard main driving motor_MG2-mAnd (6) determining. In order to improve the power performance, fuel saving performance, and safety of the vehicle, it is conceivable to add an optional sub-drive motor (MG 3); the MG3 may be placed in the hybrid P3 position (between the transmission output shaft and the first transaxle or the second transaxle input shaft); the addition of a third motor, of course, increases the complexity and overall cost of the system while improving vehicle dynamics and redundancy.

In series-mixing mode, P_MG2As a dependent variable, the road-borne power P of the vehicle_vProportional, road-carried power as an independent variable, reflecting the driver's driving intention, eta_dtIs the rotational system efficiency (positive numbers less than 1.0). P_MG1Is another dependent variable, and the net output power P of the engine_ICEThis independent variable is proportional, eta_gIs the genset efficiency (positive numbers less than 1.0). The engine (ICE) and the generator (MG1) can be actively set to operate at a high-efficiency working point with specific rotating speed and torque, the highest combustion thermal efficiency (namely the minimum value of specific fuel consumption g/KWh) of the engine at the moment is ensured, and the exhaust emission is optimized; three power electronic function modules in the ePSD and related subsystems such as an engine, a generator, a driving motor, an automatic gearbox, a battery pack and the like are dynamically regulated according to a power control strategy of a whole vehicle under the unified command of a Vehicle Controller (VCU)_BATThe road load transient power function is subjected to peak clipping and valley filling, the vehicle dynamic equation (1-1) is met in real time, and the optimal oil saving effect is achieved on the premise of ensuring the vehicle dynamic property and the freight transportation timeliness.

Recombining equations (2-1), (2-2), and (2-3) yields the following power balance equation in series-mixing mode for ACE heavily cards (referred to as series-mixing power balance equation for short):

P_V(t)＝η_dt(η_gP_ICE(t)+P_BAT(t)) (2-4)

The limiting boundary conditions for the series-hybrid power balance equations (2-4) are as follows:

a) when the battery pack is substantially full (i.e., high efficiency region; BLL < SoC < BUL),

P_MG1-m<max(|P_V(t)|)<P_MG2-m(2-4c1)

b) when the battery pack power is substantially exhausted (i.e. SoC < LRL),

max(|P_V(t)|)<P_MG1-m<P_MG2-m(2-4c2)

where max (| P)_V(t) |) is the absolute value | P of the ACE heavy truck on-board power time function in the series-mixing mode_V(t) | the maximum achievable.

ePSD internal straightRated voltage V of current bus_bus0Preferably in the range of 600V to 800V. The outside of the third port of the ePSD can be bidirectionally and directly connected with at least one power type battery pack, and the rated voltage V of each battery pack_bat<V_bus0Meanwhile, the outside of the third port can be connected with a hundred-kilowatt-level brake resistor R with a radiator through unidirectional direct current_bkWhen the battery pack is basically full of electricity (SOC reaches URL) in the process of descending a long slope by the ACE heavy truck, the driving motor also needs to continue regenerative braking and power generation so as to maintain the effective power load of the vehicle in the non-friction type speed reducing function. The above equation (2-2) assumes that the voltage control switch module inside the ePSD is off and the brake resistor does not function; if the module is closed, the brake resistor is used as an electric load and is connected with the battery pack in parallel, and the power term P of the brake resistor should be added on the left side of the equation (2-2) at the moment_BRIs a positive number; meanwhile, the series-mixing power balance equation (2-4) is also modulated correspondingly.

In some embodiments, the port III of the ePSD may be respectively and electrically connected to at least two battery pack combinations composed of cells with different rated voltages or different electrochemical compositions in a bidirectional manner, and the advantages are complementary to each other, so that not only can the overall performance of the battery pack be improved and the redundancy of the battery pack system be increased, but also the comprehensive cost of the battery pack can be reduced, and multiple benefits are brought to the optimization of the cost performance of the ACE heavy truck. The battery pack of the ACE heavy card is a Peak Power Source (Peak Power Source) which has an ultra-long cycle life, a wide ambient temperature range and can continuously run with high-rate partial charge and discharge (HRPSoC), and mainly has the functions of providing transient electric Power of hundreds of kilowatts for Peak clipping and valley filling, overlapping the transient electric Power with electric Power provided by a generator set, and supplying Power to a driving motor together, so that the driving motor is ensured to provide required vehicle circuit Power, and the vehicle dynamic equation (1-1) is met in real time. The capacity of the power battery pack is generally within 100 kilowatt-hours, as will be described in detail later. The heavy truck diesel engine with the large oil tank has general explosive force but sufficient endurance; the power type battery pack is more like a large-horsepower engine with a small oil tank, and has strong explosive force but serious insufficient endurance; the engine and the battery pack are combined, the two parts make up for the deficiency, and the total explosive force and endurance capacity of the hybrid power assembly are superior; the motor does not produce energy by itself or store energy, is a high-efficiency energy converter without memory and hysteresis effect, and converts electric energy and mechanical energy in two directions.

The capacity of a power-type battery pack of an ACE heavy card is typically only a few tens of kilowatt-hours. It is noted that, because the rated voltages of the various battery packs are different, the dimension of the present invention related to the capacity of the battery packs is kilowatt-hour (KWh), rather than ampere-hour (Ah), which is commonly used in the battery industry. Under the series hybrid mode, if the ACE heavy truck encounters a special road condition of continuously ascending a high mountain or a long slope (longitudinal slope is more than 2.0 degrees) over ten kilometers, the charge of a battery pack is likely to be basically exhausted (the SoC reaches LRL) before the vehicle climbs, and the power (Grahierarchy) of the series hybrid vehicle climbing completely depends on the maximum continuous power P of the generator set at the moment_MG1-m. Under the extreme road conditions of high mountains, the series hybrid heavy truck needs to be provided with a generator (MG1) with the rated power same as the peak power of the engine, a driving motor (MG2) and a corresponding inverter to keep the same dynamic property as the traditional engine heavy truck. At present, the peak power (the maximum continuous power of the engine) of a global main flow trunk logistics heavy truck engine (the discharge capacity is 11L-16L) exceeds 300 kilowatts, and the peak power of a top-matched 16L engine even exceeds 450 kilowatts. However, although large-scale vehicle-mounted motors and inverters with rated power (the maximum continuous power of the motor) exceeding 250 kw are industrialized, the voltage platform and the upper limit of power of the products are required to be higher and the annual consumption is smaller, and the large-scale vehicle-mounted motors and inverters cannot be shared with new energy passenger vehicles with one order of magnitude of annual output, so that the high-power motors and inverters are expensive in product price, and the cost is high and difficult to reduce for a long time. For example, the cost of one 300 kw rated large motor (with inverter) is significantly higher than the combined cost of two 150 kw rated medium motors (with inverter); the comprehensive cost of the extended range series-parallel system with high configuration of the high-power motor can be high and difficult to reduce for a long time, and the cost performance of the whole vehicle is poor. When the ACE heavy card encounters a mountain or a large slope, the parallel-hybrid mode may be preferred, and the series-hybrid mode may be less preferred, from the viewpoint of vehicle dynamics and safety.

Secondly, in the mixed mode, the clutch is closed and locked, the engine is directly coupled with the driving wheels, the mechanical power flow loop and the electric power flow loop are closed, and the engine, the generator (MG1) and the driving motor (MG2) can independently or cooperatively generate force to satisfy the vehicle dynamic equation (1-1) in real time. The direct current ports of the three functional modules in the ePSD are all bidirectionally and electrically connected to a direct current bus confluence point X, the product of the direct current voltage at the confluence point and the current of each circuit branch is an electric power time-varying function of the corresponding energy conversion device, and the power terms meet the following two power balance equations at any moment:

P_V＝η_dt(P_ICE+P_MG1+P_MG2) (3-1)

P_MG1+P_MG2-P_BAT＝0 (3-2)

the above equation (3-2) assumes that the voltage control switch module inside the ePSD is off and the brake resistor does not function; however, if the module is closed, the brake resistor is used as an electrical load and is connected in parallel with the battery pack, and the power term P of the brake resistor should be added on the left side of equation (3-2)_BRAnd is a positive number. Unless the ACE heavy card descends a long slope, the brake resistor needs to be connected when the battery pack is basically full (the SoC reaches URL), the non-friction type speed-reducing function is realized, and the circuit between the brake resistor and the ePSD confluence point X is disconnected most of the time.

Recombining equations (3-1) and (3-2) yields the following mixed power balance equation:

P_V(t)＝η_dt(P_ICE(t)+P_BAT(t)) (3-3)

The limiting boundary conditions for this equation (3-3) are as follows:

1) when the battery pack is substantially full (i.e., high efficiency region; BLL < SoC < BUL),

P_ICE-p<max(|P_V(t)|)<P_ICE-p+P_MG2-m+P_MG1-m(3-3c1)

2) when the battery pack power is substantially exhausted (i.e. SoC < LRL),

P_MG2-m<max(|P_V(t)|)<P_ICE-p (3-3c2)

comparing the series-hybrid power balance equation (2-4) with the parallel-hybrid power balance equation (3-3) and two sets of corresponding restrictive boundary conditions, obviously, the maximum road load power can be realized in the parallel-hybrid mode far larger than that in the series-hybrid mode as long as the battery pack is kept working in a high-efficiency area, and the parallel-hybrid performance is obviously superior to that in the series-hybrid mode; meanwhile, in the parallel mixing mode, the engine can directly drive wheels, so that multiple energy conversion between mechanical energy and electric energy is avoided, and under a high-speed working condition, the ACE heavy-truck parallel mixing mode is more oil-saving than a series mixing mode in probability; of course, the prior data of the 3D road of the electronic horizon can be fully utilized, the configuration parameters and the dynamic working condition data of the ACE heavy card are combined, the serial mixing or parallel mixing mode (namely, the intelligent mode switching technology; iMS) is predictively and intelligently and dynamically switched, the respective characteristics and advantages of the two modes are fully utilized, and the oil consumption minimization of the whole transportation event is further realized; like playing weiqi, do not contend for local gains and losses of each particle, but have to look through the whole world to try for the global victory of the final game. The ACE heavy card is provided with two mutually independent power sources, namely an engine mechanical power source and a battery pack electric power source; the generator (MG1) and the driving motor (MG2) can be regarded as high-efficiency passive energy conversion devices, and mechanical energy and electric energy are converted in a bidirectional mode at the efficiency of about 90%; according to a vehicle dynamics equation (1-1), power balance equations (2-4) and (3-3), the core of the ACE heavy truck energy management optimization strategy is to dynamically control a transient mechanical power function of an engine and a transient electric power function of a battery pack, particularly to novel and unique rectangular or non-rectangular Pulse Width Modulation (PWM) or non-rectangular Pulse Amplitude Modulation (PAM) digital control, and the optimization of the actual energy conservation and emission reduction effects of a vehicle is realized on the premise of ensuring the dynamic property and the driving active safety of the vehicle.

In the parallel hybrid mode, the engine and the drive axle are directly and bidirectionally mechanically connected; road load power P_VAs an independent variable, the control intention (such as vehicle speed or acceleration) of the driver to the vehicle running is reflected, and the value of the control intention is in direct proportion to the product of the rotating speed of the driving wheels of the vehicle and the total driving torque; when the vehicle normally runs (namely the driving wheel does not slip), the rotating speed of the engine is in direct proportion to the rotating speed of the driving wheel, is a dependent variable and cannot be independently set; the torque of the engine is independent variable in the effective peak torque range at the rotating speed, and the torque can be controlled according to the vehicle energy management control strategySetting independently; in other words, in the mixed mode, the transient power function of the engine is still independent variable and can be independently controlled. From the viewpoint of oil saving, under the urban working condition (the average speed per hour is less than 40 km/h, the active acceleration and the braking are frequent), the series-mixing mode can be optimized; and under the high-speed working condition (the average speed per hour is more than 50 km/h, and the active acceleration and the braking are not frequent), the combined mode can be optimized.

More than 90% of the engines of the heavy trucks are diesel engines. The high-efficiency area (namely the minimum working condition area of the specific fuel consumption BSFC) of the heavy-duty diesel engine is generally in the range of 1000-1800 revolutions per minute (rpm) and the range of 50-95% of the maximum torque (namely the load factor is 50-95%); outside the efficient zone, the specific fuel consumption (BSFC; g/KWh) of the engine will increase significantly. The reduction of oil consumption by the reduction of the rotating speed (Down speed) or the reduction of the displacement (Down size) of an engine is a big trend of the Europe and America heavy truck industry in nearly ten years, but the two oil saving measures are contradictory to the improvement of the vehicle dynamic property. The ACE heavy card has two hundred kilowatt-level generators and driving motors which can cooperatively generate power with the generators in a parallel hybrid mode, the dynamic performance of a vehicle is obviously superior to that of all traditional engine heavy cards or extended-range series hybrid heavy cards (the peak power is less than 450 kilowatts), the total peak driving power (namely the maximum road carrying power) exceeds 500 kilowatts in a minute-level time period, and the ACE heavy card has outstanding acceleration overtaking or climbing capacity.

When the main line logistics series-parallel ACE heavy truck meets the limit road condition of a long slope or a high mountain over ten kilometers, the oil-saving robot can be positioned according to a vehicle-mounted 3D map and a vehicle, the clutch is closed in advance from the vehicle to the position under the feet of the mountain, the mode is switched to the parallel-mixing mode, the vehicle is directly driven by the engine, multiple energy conversion from the engine to the driving wheels is omitted, and the driving efficiency is improved. If the charge of the battery pack is exhausted before the ACE heavy truck tops (SoC)<LRL), the generator and the drive motor may both be configured to idle at no load, where the dynamics of the vehicle as it continues to climb the hill is entirely dependent on the peak power of the engine (typically greater than 300 kw). Under the hybrid architecture of the invention, the peak power parameter configuration condition is as follows: p_ICE-p>P_MG2-m>P_MG1-mOptionally preparing P_ICE-p>300KW,P_MG2-m<250KW,P_MG1-m<200KW。If the rated power of the motor is less than 200 kilowatts, the cost of the motor and the inverter can be obviously reduced. In addition to the extreme road conditions of high mountains, the ACE heavy truck can enable a battery pack to run in a charge maintenance (CS) mode for a long time in plain and hilly lands in a hybrid mode, the charge State (SOC) of the battery pack is kept in an optimal working area (for example, 30% -70%) by carrying out intelligent power switching control (iPS) on the transient output power of an engine and combining electronic horizon priori 3D road information, at the moment, the engine and a double motor (MG1 and MG2) can jointly generate power to drive a vehicle, the maximum total driving power of a hybrid assembly in a minute-level duration time can be up to more than 500 kilowatts, and the power performance, the safety, the oil saving performance and the like of the hybrid truck are obviously superior to those of a traditional engine heavy truck and are also superior to a highly-configured extended-range series hybrid truck.

The accumulated useful work done by the ACE weight card to complete the entire freight event is derived directly or indirectly from the integration of the engine transient output power function over time, i.e., the accumulated useful mechanical energy. One of the keys of the ACE heavy truck fuel saving strategy is to keep the engine stably running in a high-efficiency region with a characteristic curve for a long time to the maximum extent, and reduce the running of the engine outside the high-efficiency region as much as possible, particularly running in a low-load working condition region or an idling working condition point for a long time. An engine Start-stop technology (SS-STOPS Start) and an engine Cylinder Deactivation technology (CDA-Cylinder Deactivation) are energy-saving and emission-reducing prior art well known by people in the global automobile industry at present, and are widely applied to the passenger vehicle industry; the disadvantages and limitations of use of these two prior art techniques are also common knowledge in the industry.

The trunk logistics heavy truck operates at a high speed in most of time, is not frequently met with traffic lights, has low vehicle starting and stopping frequency, and has low active acceleration or braking frequency; when the heavy truck engine is started and stopped, the problem of vehicle vibration Noise (NVH) caused by the heavy truck engine is more prominent than that of a diesel locomotive vehicle; when the engine stops, various mechanical auxiliary subsystems (such as a cooling fan, a water pump, an oil pump, an air pump, a power steering pump, an air conditioning compressor and the like) on the heavy truck cannot directly acquire mechanical energy from the engine to maintain normal operation; the frequent starting and stopping of the engine can shorten the service life of subsystems such as the engine, a starting motor, a clutch, a lead-acid battery and the like; the actual oil saving effect of the start-stop technology of the main line logistics heavy truck engine is very little (less than 2%); therefore, an engine start-stop technology (SS) in the prior art for energy conservation and emission reduction is not suitable for a trunk logistics heavy truck, and the engine start-stop technology of the heavy truck in the global range is not commercially available on the ground up to now. Meanwhile, when the trunk logistics heavy truck normally runs, the engine stably works in a combustion high-efficiency area most of the time, and works under the working conditions of low rotating speed and low load of the engine in a short time, although the truck still can idle or run at low rotating speed and low load when a road is congested or a trailer is waiting to be loaded and unloaded, the time occupation ratio is very small. If the cylinder deactivation technology (CDA) is adopted in the main logistics heavy truck engine, a complex variable valve driving device (VVA) is required to be added, and the actual load rate of the rest combustion work cylinders is increased by dynamically cutting off oil injection of part of cylinders (for example, 6 cylinders to 3 cylinders) of the engine and normally closing all inlet/outlet valves of the non-combustion cylinders in a four-stroke complete period. The primary purpose of the CDA is to raise the temperature of the engine exhaust under low load conditions, so that various catalysts inside an aftertreatment system (ATS) can operate in their high efficiency zones (250 to 500 degrees celsius), reducing vehicle pollutant emissions; the secondary purpose is to save oil by adjusting the actual working condition point of the working cylinder to the high-efficiency area. The engine cylinder deactivation technology (CDA) obviously increases the structural complexity and cost of the engine, reduces the reliability and the service life of the engine, but has limited comprehensive energy-saving and emission-reducing effects and low cost performance for the trunk logistics heavy truck. The global main line logistics heavy truck market has no batch commercial heavy truck engine start-stop technology (SS) or cylinder deactivation technology (CDA) at present.

The mechanical drive power circuit and the electric drive power circuit of the ACE heavy truck can work independently or cooperatively to meet the vehicle dynamics equation (1-1), the series mixing equation (2-4) or the parallel mixing equation (3-3) in real time. Even if the engine is nonflammable and does not do positive work, the ACE heavy card can maintain the full-load high-speed running of the vehicle for several minutes by supplying power to the driving motor by the battery pack alone. The ACE heavy truck driving process is a time-varying system with inertia, and according to the impulse equivalent principle, various Pulse Modulation (PM) digital control strategies such as Pulse Width Modulation (PWM) control or Pulse Amplitude Modulation (PAM) can be adopted for the transient output power of an engine, so that the engine can be ensured to stably operate in a high-efficiency area for a long time, the road load power is subjected to peak clipping and valley filling through a power type battery pack, the vehicle dynamics equation (1-1), the series-mixed power balance equation (2-4) or the parallel-mixed power balance equation (3-3) is met in real time, and the road can be paved by fully utilizing various digital signal processing technologies, digital control technologies, big data technologies and machine learning technologies to optimize the energy management of the ACE heavy truck. The transient power change speed of the battery pack and the motor is higher than the change speed of the road-borne transient power or the engine transient power by more than one order of magnitude, and the transient power function of the battery pack can quickly and accurately (ten millisecond time delay or kilowatt-level granularity) follow the difference value between the road-borne transient power function and the engine transient power function according to the series-mixing power balance equation (2-4) or the parallel-mixing equation (3-3) to meet the vehicle dynamic equation (1-1) in real time; and the Noise and Vibration (NVH) performance of the ACE heavy truck during the whole truck running is obviously superior to that of the traditional diesel heavy truck. The present disclosure upgrades the control strategy for ACE heavy truck engine output power from prior art analog Amplitude Modulation (AM) electronic control to digital electronic control technologies based on Pulse Width Modulation (PWM) or Pulse Amplitude Modulation (PAM); can be compared with the upgrade of the telephone or television industry from an analog communication system to a digital communication system; the technical foundation, the device and the method with high cost performance are provided for optimizing energy conservation and emission reduction of the trunk logistics heavy truck by fully utilizing various emerging artificial intelligence, big data and cloud computing (ABC) technologies. Two novel engine digital control technologies which can overcome the original defects of the existing engine start-stop technology (SS) and cylinder deactivation technology (CDA) and can keep the original advantages of the existing engine start-stop technology (SS) and the existing cylinder deactivation technology (CDA) and optimize the energy conservation and emission reduction of the ACE heavy truck are elaborated as follows: an "intelligent Start-Stop" (iSS-intelligent Stop Start) technology and an "intelligent Power Switch" (iPS-intelligent Power Switch) technology.

The heavy truck engine intelligent start stop control technique (iSS) is first described. When the ACE heavy card runs in a series hybrid mode, the engine and the driving wheels of the vehicle are completely and mechanically decoupled, and the working condition points (namely the rotating speed and the torque) of the engine can be set at will and are irrelevant to the working condition points of the vehicle. According to specific configuration parameters of the engine, a maximum power point in an optimal working condition area defined by a specific Fuel consumption minimum contour line in a universal characteristic curve (Fuel Map) of the engine can be selected as an optimal working condition point; the operating point is generally near the highest rotating speed (namely, the basic speed) corresponding to the peak torque of the engine, the torque load rate is between 80% and 90% (the ratio of the actual torque to the peak torque), and the output power value (defined as the 'optimal output power') of the engine at the optimal operating point is generally between 60% and 75% of the peak power value; the specific fuel consumption (BSFC; g/KWh) of the engine is minimum (namely the thermal efficiency BTE is highest) under the working condition, and meanwhile, the temperature of exhaust gas at an exhaust port of the engine is higher than 250 ℃, so that the efficient operation of a vehicle exhaust gas aftertreatment system (ATS) is facilitated, the pollutant emission is reduced to the maximum extent, and the effective life of the aftertreatment system under the actual operation environment (RDE) is prolonged. The optimal output power of the engine should be less than the rated power of the generator (MG 1); the peak power of the engine is obviously larger than the optimal output power, but the specific fuel consumption of the engine is not the minimum value at the moment. In addition, the engine can be stably operated at a special working condition point with zero oil consumption and zero emission: "Non-Combustion Idle point" (NCI-Non-Combustion Idle), the rotational speed value of which can be set between 450 rpm and 750 rpm, to ensure that all the attached subsystems on the ACE weight card that must directly extract mechanical energy from the engine can work properly; at the moment, the engine cuts off Fuel injection (Fuel Cutoff) of all cylinders, the torque becomes a negative number, the engine needs to be dragged to run by the generator in a driving mode, and the engine power of the working point is defined as 'nonflammable idle power' and is a negative number; its absolute value is less than 10% of the peak power of the engine; the engine, which now functions as a one-in-multiple-out gearbox, transfers the ten kilowatt mechanical power output by the generator in motoring mode back to the various accessory subsystems of the vehicle that require a continuous supply of mechanical energy, enabling them to function properly. Obviously, at the idle working point, the engine has zero oil consumption and zero emission, but consumes electricity. iSS the best output power of the engine is also called high state equivalent power; the idle power is also called low-state equivalent power.

For a basic engine without a Variable Valve Actuation (VVA) function, in a complete four-stroke cycle without a combustion idle point, an air suction stroke and an air exhaust stroke respectively generate Pumping Loss (Pumping Loss), and two strokes of compression and work are benefited by a compression air spring in a cylinder, namely, one compression and one extension, so that the Pumping Loss is basically avoided; the engine's own mechanical losses (including friction losses and pumping losses) are positively associated with its rotational speed. The engine at the flameless idle point is used as a mechanical load, the flameless idle power is basically less than 20 kilowatts, the generator with the rated power of hundreds of kilowatts can easily drag the engine to run, and the electricity consumption is limited within the minute-class time (hundreds of kilowatt-hours). For a high-grade engine with a variable valve driving (VVA) function, the intake/exhaust valves of all cylinders can be controlled to be kept in a normally closed or normally open state in a complete four-stroke cycle of stopping oil injection (i.e. no combustion) of all cylinders, so that the pumping loss can be obviously reduced, the idle power without combustion is further reduced, and the power consumption is reduced.

The intelligent start-stop technology (iSS) is characterized in that a Vehicle Controller (VCU) commands an engine to stably run and repeatedly and smoothly switch at one of a non-combustion idle point and an optimal working condition point according to system configuration parameters, vehicle dynamic running data, electronic horizon road three-dimensional information and a machine learning (AI) algorithm for focusing, optimizing, saving energy and reducing emission under an ACE (adaptive communication interface) heavy truck serial mixing mode, so that bipolar asymmetric rectangular Pulse Width Modulation (PWM) is performed on a transient output power time function of the engine; the generator set (engine + generator) and the battery pack cooperatively supply power to the driving motor, so that a vehicle dynamics equation (1-1) and a series-mixing power balance equation (2-4) are satisfied in real time, and the energy conservation and emission reduction of the vehicle are optimized on the premise of ensuring the dynamic property and safety of vehicle running. The period of the PWM pulse sequence is in sub-minute level, and the duty ratio is k _sDefined as the ratio (%) of the optimum operating point operating time to the pulse period within the pulse period, continuously adjustable between 0 and 1, and a ratio of the no-fuel idle operating time equal to 1-k_s(ii) a Can adjust the duty ratio k dynamically_sThe minute-level time rolling average power (pulse width modulation (PWM) impulse; referred to as average power) of the engine can be continuously adjusted between the idle-free power and the optimal output power. The preferred engine working condition dynamic switching control implementation mode is as follows: switching from no-fire idle pointWhen the optimal working condition point is reached, firstly, the generator (MG1) drags the non-combustion engine, and after the rotating speed of the non-combustion engine is increased from the idle speed point to the optimal working condition point, the engine starts to inject oil and burn to do work; rapidly increasing torque (sub-second transition time) on a fixed rotating speed vertical line of a universal characteristic curve (Fuel Map), and stably operating after reaching an optimal working condition point; when reverse switching is carried out, the engine firstly cuts off oil injection at the optimal working condition point, enters a non-combustion dragged state (negative work), rapidly reduces the torque to negative number (sub-second level transition time) at the constant rotating speed of the optimal working condition point, and then drives the engine to decelerate to a non-combustion idle speed point by the generator to stably work; obviously, under the iSS control mode, the transient power function of the engine is converted into an asymmetric bipolar rectangular PWM pulse time sequence by the analog time-varying function of the prior art; the transient control mode of the engine is converted from the analog control of the traditional global surface working condition to the digital control of a novel and unique double-point working condition. The series hybrid ACE heavy card is pure electric drive, and a ten-kilowatt-hour power type battery pack can independently support full-load (namely rated power) operation of a driving motor (MG2) in a short time (minute level); meanwhile, the response speed of the transient charge and discharge power of the battery pack is higher than that of the transient power of the engine by one order of magnitude, the transient power value is continuously adjustable from the negative rated power to the positive rated power of the battery pack, and the method is completely competent for quickly and accurately tracking the difference value between a road-load transient power function and an engine transient power function (ten-millisecond time delay and kilowatt granularity), clipping peaks and filling valleys according to a series-mixed power balance equation (2-4); the transient dynamic performance of the whole vehicle can be guaranteed not to be influenced by dynamic switching of working condition points of the engine, and a vehicle dynamic equation (1-1) can be met in real time; the vibration and noise performance (NVH) of the whole vehicle during the operation of the hybrid power assembly is better than that of a traditional internal combustion engine heavy truck; considering the NVH performance optimization of the whole vehicle, the transition time for switching the working condition points of the engine cannot be too short, and the transition time can be only in the second level. For an ACE heavy truck, the engine in flameless operation (negative work) is the mechanical load of the generator in the drive mode; while the generator in the generating mode is the mechanical load of the engine during normal operation (i.e., combustion to produce positive work). The output power of the generator (MG1) when the engine is operated at the optimum operating point is called as "optimum power Electric power ", being a positive number, which is generally higher than 85% of the rated power of the generator and has an upper limit of the rated power of the generator; the power consumption of the generator (MG1) when the engine operates at the non-combustion idling point is called as 'non-combustion power consumption power', which is a negative number and the absolute value of the power consumption is less than 20% of the rated power of the generator; in other words, in the series hybrid iSS control mode, the PWM duty ratio k is dynamically adjusted_sThe method can realize the minute rolling time average value (the average power generation power for short) of the PWM pulse time sequence of the electric power of the generator set (the engine and the generator), and can be continuously adjusted between the power without fuel consumption and the optimal power generation power.

Essentially, the intelligent start-stop technology (iSS) extremely simplifies the actual operation area of the ACE heavy truck engine in the series-mixing mode to a single optimal working condition point (fixed rotating speed and torque; minimum specific oil consumption), dynamically and continuously adjusts the minute-level average output mechanical power of the engine and the average power generated by the corresponding generator set by performing asymmetric bipolar rectangular Pulse Width Modulation (PWM) control on the constant output mechanical power generated by the operation of the engine at the optimal working condition point, and enables the battery pack to stably operate or smoothly switch between three operating modes of charge retention (CS), charge Consumption (CD) and Charge Increase (CI) according to three different conditions that the difference between the minute-level circuit load average power and the average power generated is basically zero, obviously greater than zero and obviously less than zero; through dynamic and accurate (sub-second time delay and kilowatt-level granularity) prediction of road load average power time-varying function in vehicle electronic horizon range (hour level or hundred kilometers level), the battery pack can work in a high-efficiency area (BLL) to the maximum extent <SoC<BUL) to avoid the basic exhaustion of the battery pack (SoC)<LRL), causing a decrease in the dynamic of ACE heavy trucks, or a substantial over-fill of battery pack power (SoC)>URL), which causes a bad situation that the regenerative braking electric quantity cannot be effectively recovered; the generator set (engine + generator) and the battery pack cooperatively supply power, so that the driving motor can meet the road-borne power requirement of the vehicle in real time, the energy management of the vehicle is optimized on the premise of ensuring the driving dynamic property of the ACE heavy truck, and the energy conservation and emission reduction are realized. The simplest and most effective PWM control strategy is as follows, the idle point of the engine without combustion and the optimal working condition point oneAfter being selected, the pulse width modulation is fixed and unchanged, and the duty ratio k of the transient power bipolar constant amplitude pulse sequence (PWM) of the engine is dynamically adjusted_sThe minute-level generated average power of the generator set can be continuously adjusted between the power without fuel consumption and the optimal generated power. Of course, the intelligent start-stop (iSS) function can also be extended to other technical schemes for dynamically switching between an adjustable idle-free speed point and a plurality of high-efficiency operating points (i.e., different optimal operating power conditions) of the engine, but these adjustable multi-operating-point iSS technical schemes are more complex and the comprehensive cost performance is not as that of the iSS technical scheme of the fixed dual operating points. Because the speed and the accuracy of the rotation speed and the torque of the driving motor are one order of magnitude faster than those of the transmission, under the serial-hybrid iSS mode, if the vehicle needs to shift gears, even if the flexible coupling is not a clutch, the driving motor (MG2) can easily complete transient torque interruption and rapid rotation speed synchronization, so that the transmission is smoothly shifted, and the shifting operation of the whole transmission is unrelated to the working condition of an engine.

The modern heavy truck diesel engine generally adopts a turbocharger; the intelligent start-stop technology (iSS) is suitable for a basic engine without variable valve driving (VVA) function and with a fixed section turbocharger (FGT); it is also applicable to a higher-class engine with a Variable Valve Actuation (VVA) function or a Variable Geometry Turbocharger (VGT). Although the basic engine and the advanced engine have significant differences in terms of the high efficiency region (size or shape) of the universal characteristic curve, dynamic characteristics (such as turbocharger delay Turbo Lag) and price, the minimum specific fuel consumption (BSFC) and the optimal output power of the two engines are basically the same; by means of an ACE heavy card serial hybrid intelligent start-stop technology (iSS), an ACE heavy card configured with a basic engine can achieve the same energy-saving and emission-reducing effects in various operating conditions and application scenes compared with a vehicle configured with a high-grade engine; in other words, compared with the traditional diesel heavy truck, the ACE heavy truck greatly reduces the requirements on the technical advancement and the comprehensive performance of the engine, so that the engine is no longer the bottleneck of the dynamic property or the oil consumption of the ACE heavy truck. Even if a domestic basic engine with lower cost is configured in the new ACE heavy card of China-6 in the future, the dynamic property and the fuel economy of a vehicle can be optimized simultaneously under the precondition that the emission of the very challenging heavy card in the actual running environment (RDE) of seventy-ten thousand kilometers is ensured to be stably up to the standard. The optimal output power of most engines is between 55% and 85% of the peak power, and the specific oil consumption (g/kilowatt-hour) of the engine at full load or light load is obviously higher than the minimum value. In the universal characteristic curve of the engine, a contour line of specific oil consumption (gram/kilowatt-hour) is a plurality of mutually exclusive irregular annular curves, a region contained in the contour line of the global minimum value of the specific oil consumption is called an optimal working condition region, commonly called a Sweet Spot of the engine, and each point is an optimal working condition point (specific rotating speed and torque); the area encompassed by the contour line with specific fuel consumption equal to 105% of the minimum value may be referred to as the high efficiency region (high efficiency region for short), although the high efficiency region is larger in area than the sweet spot and fully encompasses the sweet spot. Most heavy truck engines have sweet spots with speeds in the range of 95% to 125% of their base speed (the speed at the peak torque point) and torques between 65% and 90% of their peak torque. The high-efficiency area of the basic type (Base Model) of the modern heavy truck engine (diesel oil or natural gas) is small, the high-efficiency area of the Advanced type (Advanced Model) is large, and the minimum specific oil consumption of the two engines in the sweet spot can reach 186 g/kilowatt-hour. For continuous reduction of fuel consumption (liters per hundred kilometers), a great trend in development of the european and american heavy truck engines has been to reduce the displacement (Down Size) or the rotational speed (descending speed), and the base speed (i.e., the peak torque point rotational speed) of the engines is reduced from 1200 rpm to below 1100 rpm year by year, and even approaches 1000 rpm. No matter how a specific application scene is, the ACE heavy card can effectively decouple the working condition of the whole vehicle and the working condition of the engine in a series mixing mode, and the engine can work in a high-efficiency area within more than 95% of time on the premise of ensuring the dynamic property of the whole vehicle, so that full-load or low-load operation of the engine is avoided to the maximum extent, and the beneficial effects of optimizing energy conservation and emission reduction are achieved.

The Intelligent Power Switching (iPS) control technique is described below. The ACE heavy card is in a parallel-hybrid mode, because an engine directly drives a vehicle, the rotating speed of the ACE heavy card is completely determined by the gear position of a gearbox and the speed of the gearbox and changes along with time, the ACE heavy card is a dependent variable, but the torque of the ACE heavy card is still an independent variable and can be independently and dynamically adjusted; at this time, the intelligent start-stop (iSS) control technology cannot be adopted for the engine, and the Intelligent Power Switching (iPS) control technology must be adopted. When the ACE heavy card normally runs on a highway (the average running speed is higher than 50 km/h), the ACE heavy card can be preferably operated in a parallel-hybrid mode, the average road load power of the ACE heavy card is basically larger than 35% of the peak power of an engine on a road section without a long slope, and the ACE heavy card is in a medium-high load working condition in most of time; the transient speed of the vehicle slowly changes along with the time in a narrow speed band, and the change rate of the vehicle speed generally fluctuates within the range of plus or minus 10 percent of the average vehicle speed, so the change rate of the rotating speed of the engine of the vehicle is less than 10 percent; the absolute value of the acceleration is basically less than 5 percent (namely 0.5 m/s square) of the gravity acceleration g, and the transient output torque of the engine is still adjustable in a large range independently. The automatic shift control strategy for an ACE heavy-duty transmission allows the engine to operate consistently and stably at high speed conditions in a narrow range (high efficiency region) around base speed (i.e., peak torque point speed), for example, between 1100 rpm and 1600 rpm. At the moment, the rotating speeds of the generator (GM1) and the driving motor (GM2) are also in direct proportion to the rotating speed of the engine, and the transient torques of the two motors are still independently adjustable in a large range. The method can respectively carry out bipolar non-rectangular Pulse Width Modulation (PWM) control or non-constant amplitude (namely non-rectangular) Pulse Amplitude Modulation (PAM) control on transient mechanical power of an engine or transient electric power (charging or discharging) of a power type battery pack, satisfy a vehicle dynamics equation (1-1) and a mixed power balance equation (3-3) in real time, and dynamically and continuously adjust an average power function value (namely a minute-level rolling average value) of the engine by adjusting the duty ratio of a PWM pulse sequence, so that the battery pack stably works or smoothly switches between three working modes of charge retention (CS), charge Consumption (CD) and Charge Increase (CI).

Under the mixed mode, the transient output power of an ACE heavy truck engine can be subjected to pulse modulation control (PM; containing PWM or PAM), and an Intelligent Power Switching (iPS) control function is realized, and the specific technical measures are as follows: performing bipolar non-rectangular Pulse Width Modulation (PWM) on a transient output power function of the engine, wherein the period of a pulse sequence is in a sub-minute level, the bipolar non-rectangular (i.e. non-constant amplitude) PWM pulse sequence can be divided into a high-state working condition or a low-state working condition in the same period, and the low-state working condition can be set as a line when the engine is dragged without burningThe working condition (the power is negative, the fluctuation is in a small range), the torque range of the working condition curve is determined by the collection of all subsystems on the vehicle which can normally work only by continuously acquiring mechanical energy from an engine, and the rotating speed range is determined by the speed time function and the gear position of a gearbox of the ACE heavy truck; the high-state working condition can be set as a linear working condition (with positive power and small fluctuation) formed by connecting a plurality of working condition points with relatively large power value in a minimum value region (namely in an engine dessert) of specific fuel consumption (BSFC) in a fluctuation range of the rotating speed of the engine in a pulse period, and the duty ratio k_pDefined as the ratio of the high-state pulse time to the period of the PWM pulse sequence, is arbitrarily adjustable between 0 and 1, and the low-state pulse time ratio is equal to 1-k _p(ii) a Since the engine speed is subject to vehicle speed, there is a small range of fluctuation within the PWM pulse period (sub-minute order), and both the high and low state pulses are non-constant amplitude (i.e., non-rectangular) pulses. Under a series-mixing intelligent start-stop (iSS) control mode, the transient output power time function of the engine is a bipolar rectangular PWM pulse sequence, and the power without fuel consumption and the optimal power generation power can be directly set as constants and are irrelevant to the dynamic working condition of the vehicle; however, in the hybrid Intelligent Power Switching (iPS) control mode, the transient output power time function of the engine is a bipolar non-rectangular PWM pulse sequence, and the specific shapes of the high-state pulse and the low-state pulse are highly correlated with the dynamic condition of the vehicle, and the top amplitude curve of the PWM pulse may fluctuate slowly in a small range with time. In the parallel iPS mode, a power value which is the same as the integral area (namely equal impulse) of a full high-state pulse sequence (namely the duty ratio is 1.0) in one period is defined as high-state equivalent power, and the power value is a positive number which is more than 50% of the peak power of the engine; the power value which is the same as the integral area (equal impulse) in one period of the full-low-state pulse sequence (namely, the duty ratio is 0) is defined as low-state equivalent power, and is a negative number with the absolute value being less than 20% of the peak power of the engine; in the iPS mode, the minute-level time output average power of the engine can be randomly adjusted between the low-state equivalent power and the high-state equivalent power and is slowly changed. The PWM control scheme leads the engine to be between a high-state working condition curve and a low-state power consumption curve in a high-efficiency region of the universal characteristic curve of the engine through dynamic control (fuel cut-off or fuel injection) of the fuel injection quantity of the engine The average value of the output power of the engine in minute level is dynamically adjusted, so that the battery pack can stably work or smoothly switch in one of three working modes of charge retention (CS), charge Consumption (CD) and Charge Increase (CI), and the bad condition that the dynamic property of an ACE heavy card is reduced due to the basic exhaustion of the electric quantity of the battery pack (the SoC reaches URL) or the bad condition that the energy of the battery pack cannot be recovered due to the basic overflow of the electric quantity of the battery pack (the SoC reaches LRL) is avoided to the maximum extent; the engine, the generator (MG1) and the driving motor (MG2) are cooperatively driven to satisfy a vehicle dynamics equation (1-1) and a mixed power balance equation (3-3) in real time.

Under an ACE (adaptive cruise control) heavy truck mixed mode, an engine, a generator (MG1) and a driving motor (MG2) are directly and mechanically coupled with a driving wheel, and the rotating speeds of the engine, the generator (MG1) and the driving motor (MG2) are completely controlled by an independent variable of a vehicle speed time-varying function when a gear of a gearbox is fixed, and are dependent variable time-varying functions with second-level slow small change; the torques of the three are independent variable time-varying functions which change rapidly and greatly in hundred milliseconds; the transient torques of the three parts can be directly superposed, and the peak value of the total driving torque at the input shaft of the finished automobile gearbox can exceed 4000 nm, which is obviously higher than the peak value torque (less than 2800 nm) of the maximum 16L trunk logistics heavy truck diesel engine in the world; therefore, the hybrid ACE heavy truck can stably work at the highest gear of the gearbox for a long time under the high-speed working condition, and is rarely shifted downwards due to insufficient peak torque when the hybrid ACE heavy truck accelerates to overtake or goes uphill. If the hybrid ACE heavy truck suddenly needs to be shifted in operation, particularly downwards shifted, because the adjustment speed of the torque or the rotating speed of the double motors (MG1 and MG2) is nearly ten times faster than that of the engine, the oil injection of the engine can be cut off at the moment of shifting, the engine enters a non-combustion low-state working condition curve, the double motors (MG1 and MG2) work in a driving mode to drag the non-combustion engine and drive the vehicle, the clutch does not need to be disconnected, the speed change synchronization can be completed within second-level time, then the new gear is engaged, the engine then injects oil again to burn for acting, and the engine enters a high-state working condition curve; the ACE heavy-duty truck can not generate obvious interruption of driving torque when in parallel mode gear shifting, and the obvious interruption of the driving torque when in gear shifting (especially when in gear shifting downwards) of the traditional internal combustion engine heavy-duty truck gear box is basically eliminated The noise reduction effect is achieved, and the vibration and noise performance (NVH) of the whole vehicle is improved. In other words, in the hybrid iPS mode, if the ACE heavy truck needs to shift, the whole shift operation must be completed in the low pulse part of the engine PWM pulse sequence (second level), unlike the shift operation of the conventional internal combustion engine heavy truck (especially, the shift operation downward), at this time, the clutch does not need to be disconnected, and the dual motors (MG1 and MG2) cooperatively drive the transmission input shaft to realize the transient driving torque interruption and the variable speed synchronization, so as to complete the shift operation; not only reduces the wear of the clutch and prolongs the service life of the clutch, but also improves the dynamic property and NVH performance of the whole vehicle during gear shifting. When the ACE heavy card normally runs on an expressway, the average speed is higher than 50 km/h, and the ACE heavy card rarely actively accelerates or brakes and can be in a preferred and mixed mode. The output power of the engine in the hybrid mode is mainly used for directly driving the vehicle, the generator and the driving motor can work in the same mode and are equivalent to a combined motor with higher peak torque and power, or electric energy is obtained from a battery pack to drive the vehicle, or the battery pack is charged at a high multiplying power through regenerative braking to recover energy. The actual gear shifting frequency of a gearbox when a traditional internal combustion engine heavy truck is normally driven on a highway mainly depends on an actual road longitudinal slope function, a whole vehicle configuration parameter, a vehicle driving condition and peak power or torque of vehicle driving, and the larger the engine displacement is, the more abundant the torque or power margin is, the lower the gear shifting frequency is; under the parallel-mixed mode, the torque or power of vehicle drive of an engine, a generator and a driving motor can be superposed, and the total driving torque (more than 3500 Nm) or power (more than 450 kilowatts) of the engine, the generator and the driving motor is obviously greater than that of a 16L diesel engine heavy truck configured at the top level in the current market, so the gear shifting frequency of the ACE heavy truck during parallel-mixed operation is obviously lower than that of all traditional internal combustion engine heavy trucks, the dynamic performance and NVH performance of the vehicle can be improved, and the service life of an automatic gear shifting mechanism of a gearbox is prolonged; under some special road conditions, the generator and the driving motor can also work in opposite modes, one generating mode and the other driving mode. Of course, the Intelligent Power Switching (iPS) function can also be realized by other technical measures, such as non-rectangular Pulse Amplitude Modulation (PAM) control on the transient output power of the engine; one can do a counter-job without creativity by ordinary technicians in the industry The method helps a mature modern digital communication technology or a digital signal processing technology to associate a plurality of equivalent Pulse Modulation (PM) technical schemes or measures for the transient output power of the engine; however, these technical solutions or measures are inferior to the above PWM technical solutions in terms of system simplicity and comprehensive cost performance. The ACE heavy-truck oil-saving robot can accurately measure and calculate a road-borne transient power time-varying function (namely road-borne transient power) or a road-borne average power time-varying function (namely road-borne average power) of a vehicle in a future hour-level time period on a non-congested expressway in real time according to hundred-kilometer-level electronic horizon road three-dimensional information (comprising longitude/latitude/longitudinal slope), vehicle configuration parameters and dynamic operation data and a Predictive Adaptive Cruise Control (PACC) sub-mode selected by a driver, implement and mix intelligent power switching control (iPS) on an engine, and dynamically control the duty ratio k of a PWM sequence_pContinuously adjusting the average power function value of the engine (namely the average function value of the rolling time in minutes) to enable the power type battery pack to stably work or smoothly switch between a charge retention (CS) mode (the average power of the engine is basically equal to the average power of the road load), a charge Consumption (CD) mode (the average power of the engine is obviously smaller than the average power of the road load) and a Charge Increase (CI) mode (the average power of the engine is obviously larger than the average power of the road load); charging and discharging (JIT) the battery pack in time to ensure that the battery pack works in a high efficiency zone (BLL) to the maximum extent <SoC<BUL) to avoid the battery pack from entering into a basic clear (SoC) as much as possible<LRL) or overfill (SoC)>URL); the engine, the generator (MG1) and the driving motor (MG2) are cooperatively driven to meet a vehicle dynamics equation (1-1) and a mixed power balance equation (3-3) in real time so as to achieve the optimal energy-saving and emission-reducing effects.

Under the parallel mode of the ACE heavy card, the total driving torque of an engine, a generator and a driving motor can be linearly superposed at the input shaft of a gearbox, the total peak torque can easily break through 4000 Nm, the peak torque of a 16-liter heavy card engine configured at the top level of the existing global mass production trunk logistics heavy card is less than 2600 Nm, the maximum input torque of the heavy card gearbox is also less than 2600 Nm, and the maximum torque at the input shaft of the gearbox is mainly limited by the original design mechanical strength and service life of the gearbox, a transmission shaft or a drive axle. In other words, even if only a cheap basic engine (such as the displacement is 11 liters to 13 liters; the peak power is more than 280 kilowatts; the peak torque is less than 2500 nm) and a main-flow high-cost-performance hundred kilowatt-level generator (MG1) and a driving motor (MG2) are configured, the mixed ACE heavy card can output the total driving power (the sum of mechanical power and electric power) which is more than 450 kilowatts explosively in a short time of minute level, the total peak torque is more than 3500 nm, and the dynamic performance of the mixed ACE heavy card is obviously higher than that of a top-level configuration 16 liters traditional engine heavy card which is produced in the global market. At present, the maximum input torque of the input end of a transmission of a mass-produced commercial trunk logistics heavy truck is less than 2500 Nm; in order to adapt to an ACE heavy truck, the existing heavy truck gearbox or other transmission subsystems need to be re-designed in the aspects of mechanical strength and service life; the peak torque at the input end of the gearbox is increased to more than 3000 nm, and the highest gear of the gearbox can be reduced from 12 to 16 gears to 6 to 8 gears.

The existing control technology of the hybrid vehicle generally comprises the following seven operation sub-modes (also called control sub-modes); unless otherwise noted, a certain pattern applies to both series and parallel mixes; the switching between the individual control submodes is infrequent, with average switching intervals typically on the order of minutes to ten minutes.

1) Pure battery-driven mode: at the moment, the engine does not work, the battery pack works in a charge-up Consumption (CD) mode to supply power for the driving motor, and the on-board power requirement is met. The average engine power is now significantly lower than the average on-board power.

2) Pure engine drive mode: the vehicle is driven directly by the engine (parallel hybrid) or indirectly by the generator (series hybrid), and the battery pack basically does not participate in the work (i.e. no discharge; regenerative braking charging), and belongs to a charge retention (CS) mode. The engine power is substantially equal to the on-board power.

3) Hybrid drive mode: the engine, the generator, the driving motor and the battery pack cooperatively drive the vehicle. At the moment, the average power of the engine is basically the same as the average power of the road load; and the battery pack is charged and discharged at a high rate, peak clipping and valley filling are carried out on the road load transient power, and the battery pack works in a charge retention (CS) mode.

4) Engine drive plus charge mode: in addition to the engine providing power that fully meets the on-board power requirements, the remaining power is used to charge the battery pack via the generator, and the battery pack is operated in a charge retention (CS) or charge addition (CI) mode. The average engine power is now significantly higher than the average on-board power.

5) Regenerative braking mode: when the road load power is negative (downhill or braking), the engine does not work, the driving motor generates electricity through regenerative braking, the battery pack is charged to recover the kinetic energy or potential energy of the vehicle, and the vehicle is decelerated. The battery pack is operated in a charge retention (CS) or Charge Increase (CI) mode. The average engine power is now significantly higher than the average on-board power.

6) Parking charging mode: at this time, the vehicle stops and the road-mounted power is zero. The engine power is used to charge the battery pack entirely through the generator, and the drive motor is not operated, at which time the battery pack operates in a Charge Increase (CI) mode. The average engine power is now significantly higher than the average on-board power.

7) Hybrid charging mode: when the road load power is negative (downhill or braking), the engine charges the battery pack through the generator, and the driving motor regeneratively brakes the battery pack to charge the battery pack, so that the battery pack works in a Charge Increase (CI) mode. The average engine power is now significantly higher than the average on-board power.

The operation sub-mode of the ACE heavy truck is obviously different from the operation sub-mode of the prior art set of the hybrid vehicle, and various analog control measures of the mechanical power flow or the electric power flow of the hybrid vehicle by the other six control sub-modes except the parking charging sub-mode in the prior hybrid vehicle control technology are organically fused and digitalized in one pulse period (sub-minute level) of an engine transient power Pulse Width Modulation (PWM) sequence through a series hybrid intelligent start-stop control technology (iSS) or a parallel intelligent power switching control technology (iPS); by carrying out Pulse Modulation (PM) control on transient power of an ACE heavy truck engine, particularly serial mixing iSS bipolar rectangular Pulse Width Modulation (PWM) control or parallel mixing iPS bipolar non-rectangular PWM control, the problem of analog control on mechanical power flow or electric power flow during running of a hybrid vehicle is converted into an equivalent Pulse Modulation (PM) digital control problem, the worldwide problem of energy conservation and emission reduction optimization of the heavy truck is solved by a brand new technical scheme, the three key indexes of the power performance of the whole vehicle, the emission of an actual running environment (RDE) and the actual oil consumption (rising/hundred kilometers) of the ACE heavy truck are obviously improved compared with the existing internal combustion engine heavy truck, and the comprehensive oil saving rate (namely the oil consumption amplitude reduction ratio) can reach 30%; the method can be used for carrying out frequency conversion control or vector control on modern alternating current motor upgrading by analogy, and utilizes a power electronic power module to carry out alternating current-direct current-alternating current energy conversion and computer control on the basis of a PWM (pulse width modulation) control technology, so that the motor performance and the power saving are greatly improved compared with the fixed frequency control technology of the traditional alternating current motor. The obvious technical characteristics of the technical schemes of the seven control sub-modes of the fuel vehicle engine start-stop technology (SS), the engine cylinder deactivation technology (CDA) and the hybrid electric vehicle in the prior art set comprise that whether part or all cylinders of the engine burn and do work (CDA), whether the engine rotates and operates (SS), and the switching between different sub-modes is highly associated with the vehicle road-borne transient power; the invention relates to an ACE heavy truck engine Pulse Modulation (PM) control technical scheme, which comprises a series-mixing intelligent start-stop technology (iSS), a parallel-mixing intelligent power switching technology (iPS) and an intelligent mode conversion technology (iMS), and is characterized in that an engine always rotates, all cylinders or combustion operation of the engine do positive work or non-combustion operation of the engine do negative work, a classification method of different working sub-modes, a specific control method of mechanical power flow or electric power flow under each sub-mode and a generated power function are essentially different from the prior art set, and switching among different modes is not related to a vehicle road load transient power function and is only highly related to a road load average power function (namely minute-level rolling time average). Obviously, the serial mixing iSS or parallel mixing iPS control technology not only retains the main advantages (such as oil saving, tail gas temperature control, etc.) of the existing engine start-stop technology (SS) and cylinder deactivation technology (CDA), but also effectively overcomes the main disadvantages (such as air conditioning refrigeration function interruption; system complexity and cost increase, system reliability and service life reduction, etc.), and realizes the Optimization (Optimization) of energy conservation and emission reduction of ACE heavy truck at a higher cost performance without adding any hardware. It should be emphasized that, theoretically, the serial hybrid iSS control or the parallel hybrid iPS control is applicable to the global whole vehicle operating condition from static to the highest legal vehicle speed of the ACE heavy truck, but when the average vehicle speed of the ACE heavy truck is lower than 25 miles per hour and active acceleration or braking is frequent (i.e. congested road conditions or urban operating conditions), the serial hybrid iSS control has obvious advantages over the parallel hybrid iPS control in terms of the whole vehicle dynamic property, energy saving and emission reduction effects and the like, and should be preferred.

The current part of European and American advanced internal combustion engine heavy trucks adopt an electronic sliding control technology (e-Coast) to further save oil, if the absolute value of the average power of vehicles on a certain road section is smaller than a preset threshold (for example, the absolute value is smaller than 25 kilowatts; the heavy truck descends a gentle slope), a heavy truck Vehicle Controller (VCU) can command an automatic transmission (AMT) to shift Neutral to slide (Neutral) or disconnect a drive-by-wire clutch to slide, at the moment, the engine is mechanically decoupled with an input shaft and a driving wheel of the transmission, the torque is reduced firstly, then the rotating speed is reduced, the operation is switched to an idling working condition point, and the vehicles can still slide for a distance (mile level or minute level) at a basic constant speed by virtue of huge inertia of the vehicles per se, so as to achieve the effect of saving oil; when the absolute value of the road-load average power exceeds a specific threshold (for example, the absolute value is more than 25 kilowatts), the VCU commands the engine to increase the rotating speed again so as to enable the rotating speed of the engine and the rotating speed of the gearbox to be synchronous, then the drive-by-wire clutch is closed, the gearbox is put into gear again, and the normal driving mode or the braking mode of the engine is recovered. The heavy truck engine has low rotating speed and low load under the idling working condition, has higher specific fuel consumption (BSFC), still has fuel consumption and emission, but the total fuel consumption is not high because the engine load is low (the power load rate is less than 15 percent), but the emission intensity of pollutants is increased; the heavy truck runs in a gentle slope and neutral gear (including clutch off sliding) and can save oil, but the vehicle loses the engine braking function at the moment, thereby obviously increasing the burden of a mechanical braking system and simultaneously losing the capability of rapidly accelerating the vehicle, and being obviously unfavorable for the driving active safety; when a driver drives a manual gear and heavily blocks a vehicle to go downhill, most motorcades are forbidden to engage neutral gear for sliding so as to save fuel in view of driving initiative safety. The method is limited by the slow reaction speed of mechanical systems such as an engine, a gearbox and the like, the switching interval of the mode of an electronic Coast control technology (e-Coast) is in the order of minutes, and the mode is difficult to switch back and forth at high frequency in the order of seconds; only partial road sections of the actual driving road of the main logistics heavy truck are suitable for an electronic sliding mode (e-Coast), for example, the road length proportion is less than 35%, the actual oil saving effect is not obvious, and the contradiction between neutral sliding oil saving and brake safety needs to be balanced at any time; meanwhile, the electronic sliding mode greatly increases the gear shifting accumulated times of the gearbox or the clutch switch accumulated times, has negative influence on the service life of a gear shifting mechanism and a clutch of the gearbox, and can also influence the vibration and noise performance (NVH) of the whole vehicle.

Under the serial-hybrid iSS or parallel-hybrid iPS control mode, the ACE heavy card distributively comprises the working conditions of zero oil consumption and zero emission of the engine (namely the serial-hybrid idle-speed working condition without combustion or the parallel-hybrid low-state power consumption working condition) in each PWM pulse period of the transient power function of the engine, and can further save oil by adopting the following intelligent mode switching control technology (iMS), wherein the specific implementation technical measures are as follows. The ACE heavy card can calculate and predict a road-borne transient power function and a road-borne average power function (sub-minute rolling time average) in a future hour-level or hundred-kilometer-level road section in real time (sub-second time delay) by kilowatt-level granularity according to information such as vehicle configuration parameters, dynamic working condition data, electronic horizon priori 3D road data and the like; for the road sections with the absolute value of the road-borne average power function smaller than a set threshold (for example, 50 kilowatts), the control mode is preferably switched to the serial-mixing iSS control mode for operation; for the road sections with the absolute value of the road-borne average power larger than a set threshold (for example, 50 kilowatts), the operation is preferably switched to the parallel iPS control mode; obviously, the PWM period low-state equivalent energy consumption in the serial mixing iSS mode is obviously lower than that in the parallel mixing iPS mode, and the energy consumption (namely, power consumption) of the former in unit distance is lower, thereby being more beneficial to saving oil; no matter in the serial mixing iSS mode or the parallel mixing iPS mode, the vehicle gearbox is always in gear operation, neutral gear sliding is permanently avoided, and energy conservation, emission reduction and braking effectiveness can be considered. The peak torque of the driving motor (MG2) is equivalent to the peak torque flag drum of the engine, but the working condition (i.e. torque or rotating speed) regulation speed of the motor is one order of magnitude faster than that of the engine, no matter in series-mixing iSS or parallel-mixing iPS mode, the driving motor (MG2) can provide hundred kilowatt-level driving positive power or regenerative braking negative power for the vehicle through the gearbox within ten millisecond-level response time, thereby not only optimizing the oil consumption and emission of the engine, but also completely avoiding neutral gear sliding, ensuring the brake safety, simultaneously reducing the gear shifting times of the automatic gearbox, and improving the vibration and noise performance (NVH) of the whole vehicle; the actual oil saving effect of the intelligent mode switching technology (iMS) is obviously superior to that of the existing electronic sliding technology (e-Coast), and the disadvantages of the negative effects of the latter on the service life of a gear shifting mechanism, the service life of a wire control clutch, the NVH performance of the whole vehicle and the like caused by the increase of the gear shifting times of a gearbox, the reduction of the braking effectiveness of the whole vehicle, the increase of the abrasion of a brake pad and the like are completely overcome.

The clutch of the traditional internal combustion engine heavy truck is similar to tires and brake pads and is a consumable product (Consumables), the core function of the clutch is to carry out on-off control on Torque transmission (Torque Transfer) between an engine and an input shaft of a gearbox, and when the clutch is switched from a completely disconnected state to a completely closed second-level transition state, the clutch completes the rotation speed synchronization between the engine and the gearbox through an internal friction plate; the normal service life of the clutch is obviously shorter than that of an engine or a gearbox, the clutch is highly related to the driving style of a heavy truck driver, and the clutch and the brake are one of the key points of daily operation and maintenance work of the heavy truck; the replacement or maintenance of the clutch is expensive and affects the attendance rate of the vehicle, and is always one of the pain points of the daily operation and maintenance of the motorcade. When a traditional internal combustion engine shifts gears in the heavy truck running process, particularly when the internal combustion engine shifts downwards (downwards), the clutch must be disconnected firstly to realize Torque interruption (Torque Interrupt), after the gear shifting operation of the gearbox is finished and the rotating speed of the engine is increased under a low load rate, the clutch starts to be closed, in a second-level transition period, the rotating speed difference between the flywheel of the engine and the input shaft of the gearbox is eliminated by utilizing the slipping of a friction plate in the clutch, the rotating speed synchronization of the engine and the gearbox is realized, the clutch is completely closed, and then the engine can recover to run at a high load rate to drive the vehicle; the whole gear shifting operation of the gearbox is generally completed within second-level time; because the engine is difficult to rapidly and accurately regulate and control the rotating speed under the global working condition, the friction plates of the engine cannot be slipped to different degrees when the clutch is closed every time, obviously, the factors such as frequent gear shifting of the gearbox and overlarge rotating speed difference or torque difference between the driving end and the driven end of the clutch in the second-level transition period (before complete closing) have negative effects on the service life of the clutch and the NVH performance of the whole vehicle. The modern alternating current motor realizes dynamic and accurate Control of the rotating speed and the torque of the motor through Vector Control, the speed of the rotating speed Control of the motor is nearly one order of magnitude higher than that of the rotating speed Control of an engine, and a hundred-kilowatt motor can easily complete transient torque interruption and speed regulation synchronization (second level) necessary for gear shifting operation of a gearbox through Vector Control without any assistance of a clutch. The ACE heavy truck oil-saving robot can command a double-motor series-parallel power assembly to realize the function of vehicle clutch-free Gear Shift (CGS-Clutchless Gear Shift), namely, the ACE heavy truck does not need the action of a synchronous switch of a clutch when a gearbox is shifted no matter in a series-mixing mode or a parallel-mixing mode, and the clutch is always in a completely closed state (parallel-mixing) or a completely disconnected state (series-mixing) in the whole gearbox shifting operation process (second level), and the specific technical measures are as follows. When the ACE heavy truck runs in a series-hybrid iSS mode in a steady state, the clutch is always disconnected, the engine and the gearbox are completely decoupled, and an electric power shunt (ePSD) commands a driving motor through a vector control technology to easily realize transient driving torque interruption and speed change synchronization at the input end of the gearbox, so that the gearbox smoothly finishes gear shifting operation. When the ACE heavy truck runs in a steady state and is in a mixed iPS mode, the clutch is closed all the time, the engine is synchronous with the rotating speeds of the double motors (MG1 and MG2) and the gearbox, if the gearbox needs to be shifted, the duty ratio of a PWM pulse sequence of an engine transient power function can be dynamically adjusted, the working condition of the engine is switched and maintained in a PWM low-state pulse period (second level), the engine is dragged to run in a driving mode by the generator, at the moment, the engine is equivalent to a medium and small mechanical load with power consumption less than 50 kilowatts, the hundred kilowatt level generator (MG1) and the driving motor (MG2) are in the same rotating speed (coaxial connection) or fixed speed ratio (parallel shaft connection), the torques can be superposed, the total peak torque can be higher than 3000 Nm, the electric power shunt (ePSD) commands the double motors (MG1 and MG2) to cooperate through a vector control technology, the flameless engine can be dragged to run easily, and the interruption of transient driving torque and the synchronization of speed change at the input end of the gearbox are realized, so that the gearbox smoothly finishes the gear shifting operation (second level), and then the engine can be switched to PWM high-state pulse again.

When switching between the serial mixing iSS mode and the parallel mixing iPS mode (namely intelligent mode switching control; iMS), particularly when switching from the serial mixing to the parallel mixing (namely the clutch is switched from off to on), the engine is enabled to run in a low-state pulse period (second level) by dynamically adjusting the duty ratio of a PWM pulse sequence, and a generator (MG1) drags the engine which does not burn and does negative work to realize the speed change synchronization between the rotating speed of the engine and the rotating speed of a mechanical shaft of a driving motor or an input shaft of a gearbox and then closes the clutch; because the rotating speed and the torque of the generator and the driving motor can be dynamically and accurately controlled, the generator (MG1) and the driving motor (MG2) can realize rapid speed change synchronization (synchronization) under various working conditions of the whole automobile, and the rotating speed difference can be strictly controlled within 2 percent, so that the wear degree of each switch of an ACE heavy truck clutch is greatly reduced compared with that of a traditional internal combustion engine heavy truck clutch in an iMS control mode; it is apparent that the clutch of an ACE heavy truck requires two stable states, normally open and normally closed, otherwise the same requirements as a conventional heavy truck clutch. In other words, the ACE heavy truck requires one clutch opening or closing operation only when switching between the series mixing mode and the parallel mixing mode; if the transmission requires a shift (either in series iSS mode or parallel iPS mode) during steady state vehicle operation, clutch-less shift (CGS) control may be preferred without any operation of the clutch. A main logistics internal combustion engine runs 500 miles per day on average and needs to complete hundreds of gear shifting operations of a gearbox; the dynamic property (the total peak power or the peak torque of the whole automobile) of the ACE heavy truck is obviously superior to that of all main line logistics internal combustion engines heavy trucks, and the number of gear shifting operations of a gearbox for 500 miles per day of the automobile can be reduced by more than 50%; whereas the daily average number of intelligent mode switching control operations (iMS) is only a few tens; in addition, a clutch-free gear shifting function (CGS) can basically eliminate clutch switch operation caused by gear shifting of the gearbox; in conclusion, the ACE heavy truck can reduce the accumulated times of the switch operation of the clutch by more than 75% compared with a modern diesel heavy truck clutch (namely the prior art) through a clutch-free gear shifting technology (CGS) and an intelligent mode switching technology (iMS), the effective life (namely the number of changed miles) of the clutch is prolonged by more than 150%, the vehicle operation and maintenance cost is obviously reduced, the attendance rate is increased, and a pain point of the driver and the daily operation and maintenance of the truck fleet is solved with high cost performance on the premise of not increasing any hardware.

When a traditional internal combustion engine runs in a heavy truck, the transient power of the engine is in direct proportion to the road-load transient power of the vehicle, and both the transient power and the road-load transient power are analog time-varying functions; the computer simulation analysis is carried out on the energy-saving emission-reducing optimization problem of the vehicle, and the modeling analysis needs to be carried out by taking a single combustion power stroke of an engine cylinder as a basic unit. The engine runs in the whole working condition domain of the universal characteristic curve and is a very complex multivariable nonlinear system problem, the total time of a single combustion power stroke of an engine cylinder is less than 100 milliseconds, human beings cannot burn the power stroke level in the whole working condition of the engine, and a complete dynamic microscopic (molecular level) mathematical model or digital model is established by taking the chemical reaction of combustion in each cylinder at the level of hundred milliseconds as a basic unit, so that the high-fidelity computer real-time simulation (at the level of hundred milliseconds) of the dynamic characteristic, specific fuel consumption and emission of the engine is realized; the big data of the optimization problem of energy conservation and emission reduction under the global working condition of the engine can be completely described without collecting the single four-stroke microscopic level (air suction/compression/combustion/exhaust) of the engine; the fuel injection electronic control technology of the traditional internal combustion engine is characterized in that the single combustion power stroke of the engine is taken as the minimum basic unit, and the analogue time-varying function of the transient power of the engine is subjected to analogue signal processing and analogue electronic control.

The ACE heavy truck oil-saving robot can respectively and synchronously convert a complex and variable engine transient power analog time-varying function and a battery pack transient power analog time-varying function into two relatively simple bipolar rectangular (serial mixing) or bipolar non-rectangular (parallel mixing) Pulse Width Modulation (PWM) pulse time sequences and non-rectangular Pulse Amplitude Modulation (PAM) pulse time sequences by implementing serial mixing intelligent start-stop (iSS) control or parallel mixing Intelligent Power Switching (iPS) control on the transient output power of an engine, convert complex analog Signal processing and control problems (analog Signal) such as vehicle driving dynamic problems (transient state, time differential) or energy management problems (steady state, time integral) and the like into relatively simple Digital Signal processing and control problems (Digital Signal), and automatically and effectively solve the Digital Signal processing and control problem of energy saving and emission reduction optimization of the ACE heavy truck by depending on a computer program, the full-digital oil-electricity hybrid power assembly with software definition is really realized, and the technical path evolution from the upgrading of a functional mobile phone in the 1G/2G era to the upgrading of a smart mobile phone in the 3G/4G/5G era in a mobile communication industry can be realized. It is emphasized that any mainstream heavy-duty truck engine which is produced in mass production in markets of three heavy duty trucks in europe and america, whether a basic type or an advanced type, can meet the performance requirements (steady state or dynamic state) of the ACE heavy-duty truck disclosed by the invention on the engine, and generate an engine transient power PWM pulse time sequence; the engine power Pulse Modulation (PM) digital control technology (namely serial mixing iSS or parallel mixing iPS) greatly simplifies the engine from the global surface working condition to two point working conditions in a preset dessert area or two line working conditions in a high-efficiency area, effectively shields the difference of heavy truck engines of various different technical grades in various aspects such as steady state performance, dynamic performance, oil consumption, emission and the like in the universal characteristic curve full working condition, ensures that the engine is not the bottleneck of the dynamic property and the actual energy-saving and emission-reducing effect of an ACE heavy truck vehicle, and can obviously improve the system cost performance of the ACE heavy truck. The ACE heavy truck depends on a hundred kilowatt level double motor and a ten kilowatt-hour level power battery pack, is complementary with the advantages of two mutually independent and redundant power systems of a hundred kilowatt level large engine, realizes the optimization of vehicle oil consumption and emission on the premise of improving the vehicle dynamic property and active safety, and basically decouples the actual energy-saving and emission-reducing effects with the full-working-condition-domain dynamic property limit value (universal characteristic curve) of the engine of the ACE heavy truck or the driving level of a driver; therefore, the ACE heavy truck oil-saving robot can effectively solve the long-term pain point of the highway logistics industry that the actual oil consumption of vehicles is high in discreteness due to different power assembly configurations and different driving levels of drivers of traditional engine heavy trucks, enables each ACE heavy truck to achieve optimization of energy conservation and emission reduction of the vehicles in a highly consistent mode under the control of the oil-saving robot, and achieves success in human drivers.

Obviously, the change speed of the hundred-kilowatt transient power of the battery pack or the motor is higher than that of the hundred-kilowatt transient power of the internal combustion engine or that of the hundred-kilowatt road load transient power by one order of magnitude, under the cooperative control of certain combination of five electronic power modules (such as the inverters 121, 122a & b and the choppers 132a & b) in the ePSD 123, the power type battery packs 130a & b can quickly and accurately track the dynamic change of the difference value between the road load transient power function and the engine transient power function, satisfy the series-mixing power balance equations (2-4) or the parallel-mixing power balance equations (3-3) in real time, synchronously generate Pulse Amplitude Modulation (PAM) time sequences of the charging and discharging power of the battery packs 130a & b corresponding to the bipolar rectangular or non-rectangular PWM pulse sequences of the transient power of the engine 101, and the amplitude of the PAM sequences is continuously adjustable between the charging peak power (negative value) and the discharging peak power (positive value), the period is one tenth of the period of the PWM sequence of the engine, and the digital control of the vehicle road-borne transient power analog time-varying function is completed; in other words, the problem of real-time control over the ACE heavy truck on-board transient power analog time-varying function can be converted into the following equivalent problem, Pulse Width Modulation (PWM) control is firstly carried out on transient mechanical power of an engine, Pulse Amplitude Modulation (PAM) control is synchronously carried out on transient electric power of a battery pack, then the Pulse Width Modulation (PWM) control and the PAM control are carried out on the transient mechanical power of the engine and the PAM control according to a series-mixing power balance equation (2-4) or a parallel-mixing equation (3-3), and a digitized on-board transient power pulse sequence function (digitized on-board power for short) equivalent to an original on-board transient power analog time-varying function (original on-board power for short) is generated, so that the equation (1-1) of vehicle dynamics is met in real time. Although there is a slight difference between the original road load power function and the digitized road load power, the impulse of the original road load power function and the digitized road load power is the same (i.e. the time integral of the power function is the same); the heavy truck driving is an inertia dynamic system, according to the impulse equivalent principle, the digitalized road load power and the original road load power can both meet the vehicle dynamics equation (1-1) in real time, and the same whole vehicle driving effect can be generated; obviously, the digitized on-board power is a composite pulse train function comprising an engine power PWM pulse train and a battery pack power PAM pulse train. Once the technical problems of energy management (steady state, time integral) or power management (transient state, time differential) of the main line logistics ACE heavy truck in the whole transportation event are completely digitalized by the combination technologies of the series-mixing iSS technology, the parallel-mixing iPS technology, the intelligent mode switching technology (iMS), the clutch-free shifting technology (CGS), the intelligent cruise control technology (iCC), the predictive adaptive cruise technology (PACC) and the like, the 'whole vehicle energy saving and emission reduction optimization problem' is converted into a Narrow artificial intelligence (Narrow AI) problem which is completely equivalent to the 'go under computer' (such as Alphago of Google), and the method is very suitable for solving the problems by adopting a Machine Learning (ML) algorithm, in particular a plurality of Deep Learning algorithms (Deep Learning); alphago has already finished the human chess player on weiqi, ACE heavy truck fuel-saving robot can also finish the human driver in the specific vertical application field of the optimization of energy conservation and emission reduction of the main line logistics heavy truck, and becomes the best assistant or the copilot of the truck driver.

The ACE heavy truck can be provided with a plurality of motors, and at least two large-sized motor gauges with rated power of more than 150 kilowatts, independent and adjustable rotating speed and torque are arranged in a standard mode. One of the main operation modes of the motor (MG1) is a power generation mode, which is called a generator for short; the other motor (MG2) is primarily operated in a drive mode, referred to as the "main drive motor" or simply as the drive motor; of course, the generator can also be operated in a driving mode, and the driving motor can also be operated in a generating mode (regenerative braking); a secondary driving motor (MG3) with rated power of hundreds kilowatt can be selected, the rotating speed of the secondary driving motor is proportional to that of the primary driving motor, and the torque can be adjusted arbitrarily. The system architecture of the ACE heavy truck is a double-motor hybrid architecture, wherein a generator at a hybrid P1 position is in bidirectional mechanical connection (constant speed coaxial or constant speed ratio parallel shaft) with a flywheel of an engine to form a generator Set (Gen Set); the driving motor at the hybrid P2 position is in bidirectional mechanical coupling (constant speed coaxial or fixed speed ratio parallel shaft) with the input shaft of the gearbox, and is also in bidirectional mechanical coupling with the flywheel of the engine and the mechanical shaft of the generator through a wire-controlled heavy-duty clutch. Obviously, the extended range hybrid ACE card may be considered as a special case of the hybrid ACE card when the clutch is normally open or is cancelled, and the hybrid vehicle may be considered as another special case of the hybrid ACE card when the clutch is normally closed, except that the two generators and the driving motor with fixed rotation speed ratio may be equivalent to a larger motor with the sum of the rated power. Theoretically, on the premise that the dynamic property and the active safety of the whole vehicle are guaranteed in the full working condition domain, when the energy-saving and emission-reducing effects of the ACE heavy truck are optimized, the cost performance of the Hybrid ACE heavy truck (Mixed Hybrid) is obviously higher than that of an equally-configured extended range series Hybrid truck or a single-motor parallel Hybrid truck.

The ACE heavy card further comprises: a satellite navigation receiver (GNSS), which is a dual-antenna carrier phase real-time kinematic (RTK) receiver, and can measure and calculate parameters such as longitude, latitude, altitude, longitudinal slope, and linear velocity of a longitudinal road in the driving process of a vehicle in real time; or the satellite navigation receiver is a high-precision single-antenna satellite navigation receiver, and can measure and calculate the longitude, the latitude, the linear velocity and the like of a road in the driving process of the vehicle in real time with meter-level positioning precision; and an inertial navigation unit (IMU) containing a dynamic tilt angle sensor is matched, so that the longitudinal slope of the road can be measured in real time, and the measurement precision reaches 0.1%. The vehicle controller VCU or artificial intelligence accelerator AIU of the ACE heavy card may be configured to: based on longitude, latitude, longitudinal slope, vehicle speed and vehicle acceleration of a vehicle in the driving process measured in real time by a satellite navigation system (GNSS), and in combination with prior 3D road information (longitude, latitude, longitudinal slope and the like) in an electronic horizon of the vehicle, the generator set (an engine and a generator), a clutch, a driving motor, an automatic gearbox, an ePSD and a battery pack (collectively called a hybrid power assembly) of the ACE heavy truck are subjected to predictive control.

The power type battery pack is one of the most expensive subsystems in the ACE heavy truck and is often one of the short boards of performance and service life in each important subsystem of the whole truck. To realize large-scale commercial use as early as possible, the ACE card must simultaneously solve the three major problems of cost, performance and service life of a good-power battery pack. Compared with the requirements of a hybrid passenger car, the technical requirements of the ACE heavy card on the battery core and the battery pack are obviously different, and the requirements on the weight or the volume of the battery pack are looser and basically not limited; but the requirements on the high and low temperature and vibration resistance of the battery pack, particularly the cycle life under the working condition of high-rate partial charge and discharge (HRPSoC) and the like are higher. The ACE heavy card needs to adopt a power type battery pack with ultra-long cycle life, low temperature resistance, safety, reliability and high cost performance; under the high-rate partial charge-discharge working condition (such as 30-70% of SoC) in a high-efficiency area, the battery cell needs to bear continuous charge-discharge of 5C-10C rate and peak charge-discharge (10-second or 15-second pulse) of 10C-25C rate, the battery cell needs to work under the most challenging high-rate partial charge-discharge (HRPSoC) working condition for a long time, the charge rate of the battery cell is often higher than the discharge rate, and a short plate of which the charge rate is obviously smaller than the discharge rate of the current lithium ion battery cell is further challenged; the battery pack can normally work in a wide temperature range of-30 ℃ to +55 ℃ under the working environment outside the vehicle; equivalent deep charge-discharge (DoD 100%) cycle life was over 12000 times. After the whole vehicle is shut down and stopped for 24 hours outside a cold winter room at minus 30 ℃, the vehicle is parked in place within three minutes after the engine is started in a cold state, and the battery pack can normally work after the vehicle is started and driven; at the moment, the charge-discharge performance of the battery pack is allowed to be temporarily reduced, and the full charge-discharge capacity needs to be recovered when the internal temperature of the isoelectric element rises to 10 ℃; but the battery cell is not allowed to be permanently damaged due to low-temperature high-rate charging, the cycle life is shortened, and even the great potential safety hazard of thermal runaway of the battery cell is caused.

Mainstream lithium ion power cells such as lithium iron phosphate (LFP) and ternary lithium (NCM or NCA) are generally cold-resistant. When the temperature of the battery cell is lower than zero centigrade, the high-rate discharge (more than 2C) capability of the battery cell is obviously and temporarily reduced, when the temperature of the isoelectric battery cell rises back to more than 10 ℃, the discharge performance of the battery cell is recovered to be normal, and the battery cell cannot be permanently damaged by low-temperature discharge; however, when the inside of the battery cell is charged at a high rate at a low temperature (especially at a temperature less than 0 ℃), Lithium Plating (Lithium Plating) is easily caused to the carbon negative electrode of the battery cell, and the service life of the battery cell is seriously and permanently reduced; the damage mechanism of the battery cell is mainly that metal lithium dendrite generated by negative pole lithium plating can pierce through a diaphragm, so that short circuit in the battery cell is caused to cause potential safety hazard of thermal runaway. The Battery Management System (BMS) can monitor the temperature of the battery cell in real time, and the battery cell is strictly forbidden to be charged at high multiplying power when the temperature is low. The LFP, NCM, NCA and other mainstream automobile power battery cores are difficult to be independently qualified as the battery pack of the ACE heavy card. Different from the main current automobile standard power battery cell, the lithium-plated phenomenon of the cathode of the lithium titanate battery cell (LTO; anode ternary lithium/cathode lithium titanate) can never occur, and the lithium titanate battery cell is the only mass-produced automobile power battery cell which can completely meet all technical requirements of ACE heavy trucks. Compared with the mainstream lithium ion cells, the LTO cell has the obvious advantages of ultra-long service life, high safety, low temperature resistance, most excellent high-rate partial charge-discharge (HRPSoC) performance and the like, and also has two obvious defects of low specific energy (less than 65wh/KG) and high cost (the $/KWh is about four times of that of the LFP/NMC cell). Because the ACE heavy card basically has no rigid arrangement limit on the volume, the weight and the like of the power type battery pack with the total capacity of only dozens of kilowatt hours, the defects of low specific energy and large volume of LTO are not considered, but the defect of high cost can prevent the ACE heavy card from being used in large-scale business, and the total cost of the power type battery pack system must be reduced by thousands of meters; the comprehensive performance and the cost of the ACE heavy truck battery pack are optimized simultaneously by connecting at least two ten kilowatt-hour-level power battery packs consisting of different electrochemical cells in parallel; the subsequent examples section details.

The battery pack of an ACE heavy card may operate in three different modes: 1) in a charge retention mode (CS), both the transient state of charge (SoC) and the minute-scale time-averaged SoC of the battery pack are maintained in continuous fluctuating variation from the optimal upper limit (BUL) to the optimal lower limit (BLL) of their high efficiency zones at all times; 2) in charge depleting mode (CD), the transient SoC of the battery pack always remains continuously fluctuating between the Upper Red Line (URL) and the Lower Red Line (LRL), while its average SoC (minute-scale rolling time average) continuously decreases with time between the Upper Red Line (URL) and the Lower Red Line (LRL); 3) in the charge increasing mode (CI), the transient SoC of the battery pack always keeps continuously fluctuating between the Upper Red Line (URL) and the Lower Red Line (LRL), while its average SoC continuously rises between the Upper Red Line (URL) and the Lower Red Line (LRL) with time. The optimal working area (also called high-efficiency area) of the battery pack is the state of charge (SoC) between the optimal lower limit (BLL) and the optimal upper limit (BUL); in the optimal working area, the performance of the battery pack is optimal when the battery pack is charged and discharged at a high-rate part (HRPSoC), and the actual equivalent cycle life (namely the ratio of the total throughput capacity to the effective capacity of the battery pack) in the whole life cycle is longest; when the battery pack SoC is partially charged and discharged at a high rate between a Lower Red Line (LRL) and an optimal lower limit (BLL) or between an optimal upper limit (BUL) and an Upper Red Line (URL), although the charging and discharging performance is not optimal, the battery pack SoC does not permanently damage the battery cell, thereby reducing the cycle life. In the PACC technical scheme of the ACE heavy truck, a charge and discharge power control strategy of a battery pack is closely related to an engine mechanical power control strategy of the ACE heavy truck and a total driving power (namely the sum of effective mechanical power and effective electric power of a closed loop) control strategy of a whole truck; the core of the ACE heavy truck power control strategy is to decompose and convert a complex analog control problem of 'whole truck power management' into two relatively simple pulse modulation digital control problems, one is a digital control problem of sub-second-level 'transient power management', and the other is a digital control problem of minute-level 'average power management'; in the aspect of transient power (sub-second level) control, a transient electric power simulation function of a battery pack and a transient mechanical power simulation function of an engine are converted into two synchronous (Synchronized) PAM pulse sequences and bipolar PWM pulse sequences through series mixing iSS control or parallel mixing iPS control, and a vehicle dynamics equation (1-1), a series mixing power balance equation (2-4) or a parallel mixing power balance equation (3-3) is satisfied in real time; at the moment, the transient state of charge (SoC) time-varying function of the battery pack continuously fluctuates up and down between a Lower Red Line (LRL) and an Upper Red Line (URL); in terms of steady-state average power (minute-level rolling average) control, dynamically adjusting the amplitude of the battery pack PAM pulse sequence or the duty ratio of the engine PWM pulse sequence, and respectively performing minute-level rolling time averaging operation on the PAM pulse sequence or the PWM pulse sequence, so as to dynamically and continuously adjust the battery pack average power function value or the engine average power function value; the transient power function and the average power function (minute-scale time average) of the road load in an electronic horizon (hour-scale or hundred-kilometer-scale) can be calculated and predicted in real time (sub-second-scale time delay) according to a vehicle kinetic equation (1-1) in kilowatt-scale granularity, the difference between the average power function of the road load and the average power function of an engine is dynamically adjusted, the battery pack is enabled to stably operate in one of a charge retention (CS) mode (the difference is basically equal to zero), a charge Consumption (CD) mode (the difference is obviously greater than zero) or a Charge Increase (CI) mode (the difference is obviously less than zero) or smoothly switched among the modes, the power type battery pack can stably operate in a high-efficiency area for a long time to the maximum extent, the regeneration charge turnover rate of the battery pack is maximized and the charge turnover rate of the engine is minimized, and the dynamic property, the power property, the charge turnover rate and the average power property of an ACE heavy card are simultaneously optimized, Safety, energy conservation, emission reduction and the like.

The charge (which may also be referred to as charge) stored in the battery pack of an ACE heavy card is divided into two categories: one is a high cost Charge derived from direct Engine power generation, i.e., "Engine Charge", and the other is a quasi-zero cost Charge recovered from regenerative braking of the drive motor, i.e., "regenerative Charge"; it is apparent that regenerative charging also originates indirectly from the engine. The key point of a power control strategy (equivalent to an energy management strategy) of the ACE heavy-truck oil-saving robot in the whole Freight Event (Freight Event) is to increase the total charge throughput (kilowatt-hour) of a battery pack as much as possible for driving a vehicle; secondly, the proportion of the regenerated charge in the total charge is improved to the maximum extent, and the proportion of the engine charge in the total charge is reduced to the greatest extent; it is clear that the total charge is equal to the sum of the regeneration charge and the engine charge, all in kilowatt-hours. The ratio of the total charge throughput to the effective capacity of the battery pack is defined as the total charge turnover rate; the expression of "energy management optimization" or "energy saving and emission reduction optimization" of the ACE heavy truck in the invention can refer to the technical problem to be solved, and can also refer to the technical effect (namely, minimization of oil consumption) achieved by solving the technical problem; the ACE heavy-truck predictive adaptive cruise control (namely the PACC function of the I-level oil-saving robot) is a technical scheme for realizing the beneficial effect of minimizing oil consumption, and is a set of various specific technical measures in the invention; the PACC is essentially a complete vehicle dynamic power control strategy of an ACE heavy truck, and one of the cores is to simultaneously seek the maximum value of the regeneration charge turnover rate and the minimum value of the engine charge turnover rate under the precondition of improving the total charge turnover rate of a battery pack of each freight event as much as possible.

The VCU may be configured to: based on accurate time service of a GNSS receiver, calibrating built-in clocks of microprocessors of all subsystems including a built-in clock of a VCU in real time, automatically marking dynamic operation data of the whole ACE heavy truck and all subsystems related to transverse or longitudinal control of vehicle running by a system time sequence with single direction and uniqueness, and measuring, calculating and storing the sampling frequency higher than 5 Hz; in a first dimension, aligning and splicing configuration parameters and/or dynamic working condition data from at least two subsystems comprising a GNSS receiver, a map instrument, an engine, a generator, an electric power shunt (ePSD), a clutch, a driving motor, an automatic gearbox and a battery pack into a data group; calibrating, aligning or arranging the plurality of data sets on a second dimension according to a system time sequence to form structured big data (namely an oil-saving data set) about the operation of the ACE heavy card, wherein the structured big data is used for describing the dynamic operation condition of the ACE heavy card and particularly focuses on energy conservation, emission reduction and automatic driving safety of a vehicle; optionally, in order to protect the privacy and business secrets of drivers and fleets, the special structured big data is desensitized and then uploaded to the cloud computing platform for storage in real time (sub-second time delay) or in time (hour time delay) in a secure manner through the mobile internet for subsequent big data analysis and processing.

The VCU may be further configured to: the method comprises the step of controlling at least one of an engine, a generator, a battery pack, an ePSD, a gearbox and a driving motor in real time based on at least one of a 3D map prior road longitudinal slope distribution function in an electronic horizon range, vehicle GNSS positioning, a digital model of a universal characteristic curve of the engine, a digital model of universal characteristics of the generator, a digital model of charge-discharge characteristics of the battery pack, a digital model of gearbox characteristics and a digital model of universal characteristics of the driving motor.

The VCU may be further configured to: in the running process of a vehicle, commanding a plurality of vehicle-mounted sensors and microprocessors to be integrated, and acquiring and locally storing the structured big data (namely an oil-saving data set) of the operation of the ACE heavy card in real time; and the vehicle-mounted stored oil-saving data set is transmitted to a remote cloud computing platform in real time (sub-second time delay) or in time (small time delay) through the wireless mobile internet and is stored, so that the subsequent analysis and processing can be carried out at the cloud. On a cloud platform, a deep learning algorithm, cloud platform computing power and an oil-saving data set of a plurality of ACE heavy card clusters are integrated to train a cloud AI brain (namely an AI training chip) of the ACE heavy card oil-saving robot, a Deep Neural Network (DNN) model of the oil-saving algorithm is established, an acquiescent oil-saving algorithm aiming at a specific freight event is downloaded or wirelessly and remotely pushed (OTA) to a specified ACE heavy card, and then the vehicle-end AI brain (namely the AI reasoning chip) carries out local real-time reasoning operation to optimize vehicles and emission. According to a specific ACE heavy card and a specific freight transport path, and by combining operation big data of all the ACE heavy cards on the same path history, the cloud terminal AI brain rapidly calculates a default optimal fuel-saving power control scheme for the vehicle to run on the path, downloads and pushes the scheme to the vehicle, and then the vehicle terminal AI brain carries out local reasoning operation according to specific vehicle conditions and road conditions, corrects a power control strategy in real time, and achieves optimal (namely minimized) vehicle fuel consumption (liter/hundred kilometers) and emission.

The aftertreatment system (ATS) of the China-6 heavy-duty diesel engine and the modern Europe and America heavy-duty diesel engine adopts the basically same technical route and is formed by sequentially connecting three subsystems, namely a Diesel Oxidation Catalyst (DOC), a Diesel Particle Filter (DPF) and a Selective Catalytic Reduction (SCR) for eliminating nitrogen oxides (NOx) in series from front to back. The efficient temperature range of the catalyst emission reduction and conversion is generally between 250 ℃ (centigrade) and 550 ℃. Under the working condition of medium and high load of the diesel engine, the temperature of tail gas of the diesel engine is generally 250 ℃ to 500 ℃, and an ATS system is in a high-efficiency area, so that emission reduction is facilitated; when the engine is in cold start (the surface temperature of the catalyst in the aftertreatment system is lower than 100 ℃) or in low-load operation, the temperature of the tail gas is obviously lower than 250 ℃, the surface temperature of various catalysts in the aftertreatment system cannot rapidly reach the high-efficiency threshold of 250 ℃, namely the Light-off temperature, at the moment, the conversion efficiency of the catalysts is not high (for example, less than 50%), and pollutants (particulate matters, NOx and the like) are discharged and polluted. Most of the vehicle's cumulative emissions pollution comes from transients in its engine cold start, low load idle, and other speed and torque spikes; how to stably meet the pollutant emission regulation and restriction under the actual running environment (RDE) of the vehicle for a long time in the quality guarantee range of 70 kilo kilometers ATS system is another technical problem to be effectively solved by the new heavy truck in China-6.

Controlled by an on-board self-diagnosis module (OBD-II) for monitoring the exhaust emission condition of a vehicle in real time, a modern diesel heavy truck must stop at intervals (hundred mile level or thousand mile level) to complete the Active Regeneration (Active Regeneration) of a DPF system and remove carbon particles accumulated in the DPF; the frequency of active regeneration (times/hundred km) depends mainly on the configuration parameters of the vehicle and its prevailing operating conditions (Duty Cycle); active regeneration of a DPF is both time consuming (about 30 minutes to shut down an idle diesel engine) and consumes oil as useless work; the DPF active regeneration is always one of the pain points of European and American heavy truck drivers and transport companies, and will also become one of the pain points of Chinese drivers and motorcades using the new country-6 heavy trucks.

The series-parallel ACE heavy truck can stably arrange an engine in a combustion high-efficiency area or an optimal working condition point for a long time by implementing series-mixing intelligent start-stop control (iPS) and parallel-mixing intelligent power switching control (iPS) in the whole operating life cycle, and can reduce the active regeneration frequency by more than 80 percent compared with a single-motor parallel hybrid truck or a traditional diesel heavy truck; the method has the advantages that while the oil consumption of a vehicle is optimized, the surface temperature of a catalyst in an exhaust aftertreatment system is guaranteed to stably fall within a high-efficiency conversion temperature range (higher than 250 ℃), and the cold start frequency of an engine of an ACE heavy truck is reduced by over 75% compared with that of an engine of a single-motor mixed heavy truck or a traditional diesel heavy truck; the fuel consumption can be reduced, the pollutant emission in the actual operation of the heavy truck can be reduced, and the emission control (RDE) requirement under the actual driving in the national-6 emission regulation can be stably met for a long time.

As described above, in a scenario of main line logistics application, the dual-motor single-clutch series-parallel heavy truck disclosed by the present disclosure can reduce the integrated oil consumption (liter/hundred kilometers) by 30% compared with a traditional engine heavy truck, and has better dynamic performance, active safety and RDE emission compliance. Meanwhile, compared with the extended-range serial hybrid card, the hybrid card has advantages in the aspects of oil saving, dynamic property, active safety, cost competitiveness and the like.

The ACE heavy truck fuel-saving robot (VCU and AIU) can predict a road-carrying power space-time function in an electronic horizon with a refresh frequency higher than 1.0 Hz and a kilowatt-level granularity according to information such as prior road 3D data (longitude, latitude, longitudinal slope), vehicle configuration parameters, dynamic operation data (total mass, rolling friction coefficient, wind resistance coefficient, vehicle speed, vehicle acceleration, real-time positioning and the like) in the electronic horizon and a vehicle dynamic equation (1-1), then automatically generates and executes a vehicle power control strategy in real time (sub-second level) at a vehicle end according to a focused energy-saving emission-reducing Machine Learning (ML) algorithm, commands a series-parallel hybrid ACE heavy truck to dynamically implement series-hybrid intelligent start-stop control (iSS) or parallel-hybrid intelligent power switching control (iPS), intelligent mode switching control (iMS), clutch-free gear shifting (CGS), Intelligent Cruise Control (iCC) and other series combined control technologies, under the precondition of ensuring the dynamic property and the active safety of the vehicle, the engine and the battery pack can stably work in respective high-efficiency areas for a long time, so that the optimization of the actual energy-saving and emission-reducing effects of the ACE heavy truck is realized, and particularly the minimization of the comprehensive oil consumption is realized; the collection of these technical measures is defined as the PACC (predictive Adaptive Cruise Control) solution or function of the ACE heavy card. Compared with the traditional internal combustion engine heavy truck, under the conditions of the same path, the same load and the same freight time, the ACE heavy truck oil-saving robot can realize that the actual oil consumption reduction amplitude exceeds 25 percent through the PACC technical scheme, the oil-saving effect consistency is extremely high, and the ACE heavy truck oil-saving robot is basically decoupled from the level of human drivers and the limit performance of an engine. Obviously, the PACC technical scheme can realize the automatic driving function of the vertical L1 level of the ACE heavy truck; in the disclosure, PACC may represent both a specific technical solution and an L1-level automatic driving function that the technical solution can implement; PACC is the basic stone function of the ACE heavy truck oil-saving robot from I level to V level. In the highway ODD, in the aspect of vehicle energy conservation and emission reduction, the PACC function (namely vehicle longitudinal control) plays a decisive role, the weight coefficient is up to 98 percent, and the weight coefficient of vehicle transverse control is only 2 percent and can be basically ignored; however, in terms of active safety of vehicle driving, the PACC function still plays an important role, with a weight coefficient of 65%, whereas the weight coefficient of vehicle lateral control rises to 35%, almost equally important; in an urban open road ODD, longitudinal control and lateral control are equally important for vehicle active safety, with a weight factor of 50% each.

Vehicles traffic safety is currently measured by substantially the same criteria (Metrics) throughout the world, with human mortality (Fatality Rate-FnR; people/million miles) and human Injury (Injury Rate-InR; people/million miles) being the most important and most commonly used two hysteresis criteria (marking Indicator). The united states has the most comprehensive and public government traffic accident database worldwide, providing the public with detailed data and analytical reports. By comparing the delay indicators (marking indicators) such as death rate (FaR) and injury rate (InR) of the HAV and the manned vehicle in the actual operating environment (RDE), the HAV product providers, governments, the public, insurance companies, the court of law and other road traffic safety stakeholders can make judgments based on the real and sufficient statistical data, decide whether to modify the relevant laws and regulations, and allow the HAV to be sold on the ground within its design operating domain (ODD).

The first point of the HAV Value Proposition is that AI drivers can greatly reduce more than 90% of road traffic accidents caused by human driver's mistakes. However, AI drivers (i.e., L3 or L4 systems) are currently only a vision or assumption that they are safer than human drivers to drive vehicles within an ODD, and not a reality or rationale, without adequate statistical data support. The active safety and reliability of the HAV vehicle driving are based on two mutually orthogonal dimensional metrics; the first dimension is the safety and reliability of a vehicle physical information system, such as a steering system, a brake system, a power assembly, a tire, an electric control unit and the like, all elements are inanimate and unconscious based on modern physics, and the method belongs to the pure engineering technical problem with certainty and predictability; the current global automobile industry has a set of mature technical standards and verification methods; the second dimension is the safety and reliability of AI drivers to perform Dynamic Driving Tasks (DDT), based on the dynamic interaction and collaboration between AI drivers and other road users (especially other human drivers) and road infrastructure and the decades of evolution of the human brain, not a purely engineering technical problem, but rather a complex ecological and social system problem, where many elements are both life and conscious, not deterministic and predictable, but rather a mixture of both uncertain (i.e. random) and unpredictable technical and social problems; currently, the global automobile industry does not have a set of mature technical standards and verification methods for safety and reliability when HAV AI drivers perform Dynamic Driving Tasks (DDT). How to statistically prove with high confidence that an AI driver is safer and more reliable in performing DDT than a human driver, a worldwide problem of "prior chicken or prior egg", before HAV is approved for mass business, without additionally increasing the traffic risk of existing Road Users (Road Users), particularly vulnerable Road Users, is an effective solution that is technically and commercially viable.

The united states RAND corporation (RAND)2016 research report sets forth the three true Test (3R Test; true car/true road/true load) mileage (i.e., number of samples) required to demonstrate HAV security and reliability through statistical reasoning. Nidhi Kalra, Driving to Safety, How Man Miles of Driving Would It Take to monitor Autonomous vessel Reliability? RAND Corporation, 2016. According to the report, based on the mortality rate (FaR)1.09 person/million miles and the injury rate (InR)77 person/million miles of a vehicle driven by someone in 2013 in the united states, statistical reasoning is performed with 95% confidence, and if HAV is perfectly flawless (i.e., zero casualties, no traffic accidents), then the HAV requires 2.75 miles of cumulative driving to prove that the level of mortality rate (FaR) is the same, and 390 million miles proves that the level of injury rate (InR) is the same; in practice HAV is unlikely to be perfect and involves traffic casualty accidents, where HAV must travel 88 hundred million miles cumulatively to demonstrate the same level of mortality (FaR) and 1.25 million miles to demonstrate the same level of injury (InR). The traffic accident data is mostly based on passenger cars; FaR and InR data of the trunk logistics heavy truck are in the same order of magnitude as the traffic accident data, and the difference rate is less than 50%. In other words, to demonstrate that HAV heavy cards are substantially the same as ordinary heavy cards driven by humans (i.e., substantially the same FaR and InR), HAV is required to accumulate over one hundred billion miles of truthful test data, measured at FaR; with InR as a measure of benchmark, over one hundred million miles of trues test data needs to be accumulated. Although computer simulation and closed test-yard test are both necessary inspection and Verification (Verification & Validation) means in the development process of HAV, both cannot bear the core position that the three true tests cannot replace in the HAV Verification link. The accumulated mileage and cost required for verification of Safety/Reliability of automatic driving (Validation of Safety/Reliability) of HAV is nearly thousand times (i.e. three orders of magnitude) higher than that required for verification of Safety/Reliability of L2-class vehicles (which are physical information systems with certainty and predictability), so that the verification is called batch verification (Big Validation); the safety and reliability of HAV heavy truck AI drivers are verified in batch, the difference of the AI drivers and the human brains evolved over tens of thousands of years in the aspect of completing a Dynamic Driving Task (DDT) and the comprehensive capability of dynamic interaction and cooperation between the AI drivers and a large number of human road users are substantially verified, the method is a mixture of technical problems without a complete mathematical model and social problems, and has uncertainty and unpredictability; it is clear that the batch verification of the HAV heavy truck autopilot system described above is accomplished with nearly a thousand times higher resources (people, property, material) than the verification of the security and reliability of the L2 level ADAS system. In other words, the real difficulty in landing a commercial HAV heavy card is not the engineering development of the L4 system, but the batch verification that it must pass before it is commercially available.

A truthful test to validate HAV taxi (Robo-taxi) can be done on a road in a city or suburb in hundreds of miles in a square circle, but a tru test to validate trunk logistics HAV heavy cards in bulk must be done on a nationwide expressway to be statistically significant. In addition to the time consuming and capital intensive challenges of HAV double truck batch validation, the greater challenge is that the HAV double truck truthful test may pose an additional significant risk to vehicles driven by the vast majority of human drivers on highways and the irreconcilable contradiction between government and public requirements to ensure road traffic safety. Since the size and mass of a heavy truck is an order of magnitude higher than that of a passenger car, almost all other vehicles are Vulnerable Road users (Vulnerable Road users) for HAV heavy trucks running at high speed; because the heavy truck is huge in size and weight relative to a passenger car, when the HAV heavy truck is tested on an expressway, the sensed traffic risk and the actual traffic risk are most likely to temporarily climb for most of the existing road users; until insufficient statistical data has proven the safety and reliability of HAV double-card, the Public (Public) would not agree to be "moused" and passively become a vulnerable road user during the HAV double-card triple-true test; governments in various countries are very careful about highway testing of HAV re-cards, and as of the quarter of 2020, no central government in any country exists in the world, allowing HAV re-cards to carry out the truthful test of the L3/L4 level system on nationwide highways, whether or not a Driver Safety Driver (Safety Driver) is provided in a vehicle. In california, the leading soldiers developed by HAV worldwide, over fifty enterprises are conducting the HAV passenger vehicle Public Road (Public Road) triality test, but california law currently mandates that HAV heavy trucks are not conducting triality tests on california Public roads; the China government does not currently allow HAV heavy cards to run on expressway in a mixed manner with social vehicles, and carries out the Sanzhen (3R) verification test of the L3/L4 system. In other words, the commercial land for the L4 class passenger car, such as the regional unmanned Taxi (Robo-Taxi), has the main technical and commercial difficulties of low product development and volume production cost (thousand dollars/vehicle) of the L4 class system, no regulatory barrier for batch verification, and low cost and time consumption; however, the level L4 trunk logistics heavy truck commercialization landing, the level L4 system product development and mass production high cost (ten thousand dollar level/vehicle) are no longer difficult, and the current regulatory barrier and the huge cost and time consumption of batch verification become a gap which is difficult to span. The problem of testing or commercial "wayside" of HAV heavy trucks on public roads is a difficult problem that must be addressed before commercial mass production of HAV heavy trucks. For governments, the public, and other stakeholders of road traffic safety, the right-of-way for HAV heavy cards should be "earned" (Earn) rather than "wanted" (Request); HAV re-card developers, whether whole car factories, first-class suppliers, or technology enterprises, should not "assume" that the L4 system is safer and more reliable than human drivers to encourage new names to take the road right from the government first, turning existing highway users into "mice" for the three-true testing of HAV re-cards; and the HAV heavy truck is not unsafe and unreliable in a statistical sense by completing the three true test of the hundred million mile level shadow mode of the ADAS system level L2 allowed by the current traffic regulations, and the right of way of the three true test in the offline mode of the L3 system is earned from the government.

Under the supervision framework of the current traffic laws and regulations of all countries around the world, only an L4 automatic driving system configured by an HAV heavy card can be reduced to an L2 grade ADAS system for use, and each HAV heavy card is at least provided with a driver safety worker with a commercial vehicle license (CDL) to carry out three-true test or commercial operation in a L2 grade shadow mode on a nationwide expressway so as to accumulate real road traffic safety data; the class L3 trues test in highway ODD was developed after gradually gaining public understanding and government approved rights of way by continuing to communicate effectively with the government and the public and using the mile level trues test data and discrepancy reports to demonstrate that HAV heavy cards perform the class L3 trues test "not unsafe" on highways. In addition to the division law barrier of ACE4 heavy truck currently developing trum tests for either the L3 or L4 system in north american highway ODDs, another significant challenge is that the unit Variable Cost (Variable Cost) of the trum (3R) test for the class L4 heavy truck exceeds $ 1.0/mile (primarily driver and oil fees), which is about three times the Variable Cost of the trum test for the class L4 passenger car; the ACE4 heavy card is to complete 3R batch verification of safety and reliability of an L4 level automatic driving system at a billion mile level, and the verification cost can reach a billion dollar level only by one item, which is nearly hundreds of times higher than that of the brand-new traditional heavy card; and the combined variable cost of the one-car-one-hundred-thousand-mile-three-truth per year validation is more than one-hundred-thousand dollars, which is much higher than the total cost of the hardware and software of the same-car L4 system (within thirty-thousand dollars).

Under current U.S. and canadian (i.e., north american regions) legislation, ACE2 is heavily stuck at the product Development stage (Development) after a full vehicle validation million mile triple truth test, including the L2 class ADAS system, is completed, and is directly accessible to the production and commercial stage (Deployment) in north america; obviously, when the ACE2 heavy truck drives, human drivers always take full charge of traffic safety; however, the ACE4 heavy truck level completes the product preliminary verification (million mile level truthful test) in the product Development stage (Development), and can only prove the safety and reliability of the vehicle physical information system, and can not prove the safety and reliability of the L4 level AI driver executing the Dynamic Driving Task (DDT) in the highway ODD at all; it also needs to complete the intermediate link of initial mass production and Demonstration stage (Demonstration) to perform billion mile level batch verification of DDT safety and reliability by HAV heavy truck L4 grade AI driver, so that it is possible to persuade government and public with sufficient statistical data, agree to modify relevant laws and regulations, give the same right of way to the L4 grade AI driver and human heavy truck driver, and enter ACE4 heavy truck IV grade fuel-saving robot commercial Deployment stage (Deployment); obviously, the ACE4 heavy truck can simultaneously optimize the dynamic property, the safety and the energy-saving and emission-reducing effects of the vehicle, and can also greatly improve the labor productivity and the freight timeliness of human drivers. In the product development stage, the L4-level systems of the passenger cars and the heavy trucks have no substantial difference in the technical level, particularly in the hardware, software and perception-decision-control AI algorithm level; however, in the demonstration stage (i.e. batch verification stage), for the road traffic safety stakeholders such as governments and the public, since the volume and mass of the heavy card are higher by an order of magnitude than those of the passenger cars, for the existing road users and the public, when the drivers of the AI grades L3 or L4 are verified in batches in the highway ODD, the subjective safety and the objective safety of the heavy card grade L4 are different greatly from those of the passenger cars grade L4, and the heavy card must be treated differently and be cautious. There are two types of indicators of HAV heavy truck operational security and reliability: 1) the first type is a Leading Indicator (Leading Indicator), which refers to alternative measures (Proxy Measure) such as the number of managed failures (times/thousand miles) or the difference mileage (miles/times) in a shadow mode, the number of managed failures (times/thousand miles) or the managed failures (miles/times) in a managed failure mode and the like, and has the characteristics of moderate credibility (Valid), moderate reliability (Reliable), high feasibility (Feasible), and Non-manipulable medium (Non-manipulatable); 2) the second type is a hysteresis Indicator (marking Indicator), which means that the traffic occupancy of an actual road (InR; mans/hundred million miles) and mortality (FaR; people/hundred million miles) and the like, and has the characteristics of high credibility (Valid), high reliability (Reliable), medium feasibility (Feasible), high Non-manipulability (Non-manipulatable) and the like.

In the design operational domain (ODD), the level L2 ADAS system is responsible for Driving Control (Driving Control; i.e. vehicle continuous longitudinal and lateral Driving Control), and the human driver is responsible for perception and decision-making (i.e. detection and response of objects and events; OEDR), and at the same time, as a dynamic Driving task backup (DDT Fallback), which can take off the foot or hand, but not eye or brain, and is ready to take over the dynamic Driving task in one second at any time (DDT Control + OEDR); the L3 system can complete a complete set of Dynamic Driving Tasks (DDT), and a human driver can take off feet, hands and eyes but cannot take off the brain as DDT backup (Fallback), and can be ready to take over the Dynamic Driving Tasks (DDT) within 15 seconds at any time; the L4 system can complete a complete set of Dynamic Driving Tasks (DDT), and meanwhile, the L4 system is self-contained with DDT backup (Fallback), so that a human driver can take off feet, hands, eyes and brain, leave a driver seat and rest behind a cockpit. Unless specifically noted, the default design operational domain (ODD) of ACE heavy truck economized robots is closed freeways.

In the united states, heavy truck drivers, like civil aviation pilots, have mandatory regulatory limits on the maximum operating time per day. The operating hours federal regulations (HOS) for heavy truck drivers in the united states clearly require the following: the driver is on duty, starting with the heavy truck engine ignition, and is only able to operate for a maximum of 14 hours per day (24 hours), with a driving time of a maximum of 11 hours, and then must leave the driver's seat and rest for 10 hours before restarting the next 24 hour period. All heavy cards since 2018 had to use a government certified electronic recorder (ELD) in north america (the united states and canada) to record heavy card operations in real time, avoiding the disadvantage that paper HOS records can be artificially modified. Heavy truck drivers are professional and must have a Commercial Driver License (CDL), which accounts for less than 3% of all people with a passenger car license. Different from the operation of double Drivers with a higher proportion of Chinese trunk logistics heavy trucks, the proportion of the double Drivers (Team Drivers) of the American trunk logistics heavy trucks is far lower than 10 percent, and most of Drivers are single Drivers. Driver cost and fuel cost are first (about 40%) and second (about 25%) cost factors in the total cost of operating a heavy truck for the main logistics of the united states, which together account for up to 2/3% of fleet operating costs. Based on the law and regulation system of the commercial operation supervision of the conventional trunk logistics heavy truck in the United states, the commercial stage of the HAV heavy truck at the level of L3 can lead human drivers to obtain Special exemptions (Special driver) of government HOS regulations, and the actual driving time is increased by one to three hours every day, which is equivalent to the improvement of the labor productivity of the drivers by 9 to 27 percent; once the L4-grade HAV heavy truck is approved by the government for commercial use, a human driver and an AI driver alternately drive in an ODD (highway optical disk), one driver can use two persons, a vehicle can have a double journey day and night, the vehicle can continuously drive for 24 hours, a single driver with the L4-grade heavy truck can travel more than one thousand miles daily, the labor productivity of the driver is greatly improved by more than 75%, meanwhile, the freight time of ultra-long trunk logistics (more than one thousand miles per one trip) is shortened by more than 35%, the freight cost (dollar/ton mile) of the trunk logistics is obviously reduced, the freight timeliness of the freight is improved, the purposes of rapidness, good and saving are really achieved, the economic effect and the social significance are huge, and the revolutionary change is brought to the trillion-grade global highway freight industry. The industry generally believes that the L2 level trunk logistics heavy truck is already commercially available in batches; the L3-grade trunk logistics heavy truck is only a transitional product, the beneficial effect of 20% of the trunk logistics heavy truck is realized at the cost of 80% of an L4 system, and the cost performance is suboptimal; the realization of large-scale commercial L4-grade trunk logistics heavy trucks is the struggle target of the global trillion-dollar-grade highway freight industry in the next decade. When the disclosure discusses a level L1-L4 automatic driving system, unless otherwise noted, the design operation domain (ODD) refers to an expressway; drivers broadly refer to Human drivers (Human drivers); the AI Driver is a Machine Driver (Machine Driver), i.e., an automatic driving system at level L3 or level L4.

When the vehicle runs on the expressway in the same lane, the continuous Longitudinal Control (acceleration, braking or cruising) and the continuous transverse Control (such as lane changing and the like) of the vehicle are basically decoupled in one direction (Uni-directional) in two aspects of vehicle energy management or driving active safety, so that the one-dimensional (1D) Longitudinal Control (Longitudinal Control) is called, the vehicle dynamics equation (1-1) is satisfied in real time in a one-dimensional coordinate system taking the Longitudinal displacement of the vehicle as an independent variable, and the influence generated by the transverse Control is not required to be considered; however, the continuous Lateral Control of the vehicle is highly related to the longitudinal Control (i.e. bidirectional depth coupling), and the two must be dynamically controlled in a coordinated manner to ensure the active safety of the vehicle during driving, so the vehicle is called two-dimensional (2D) Lateral Control (late Control). In an ODD (optical distribution network) on an expressway, considering the optimization of energy conservation and emission reduction of an ACE (angiotensin converting enzyme) heavy truck, the weight coefficient of longitudinal control (namely PACC function) is 98%, while the weight coefficient of transverse control is only 2%, and the influence on oil consumption is negligible; from the viewpoint of DDT security and reliability, the weight coefficient of vertical control (i.e. PACC function) is 65%, while the weight coefficient of horizontal control is only 35%, and they need to be coordinated. If the system is changed into the non-closed suburb road ODD, the weight coefficient of longitudinal control (namely PACC) is 95 percent, and the weight coefficient of transverse control is only 5 percent from the perspective of optimizing the energy conservation and emission reduction of the ACE heavy truck, so that the influence on oil consumption is still small; from the viewpoint of DDT security and reliability, the weighting factor of vertical control (i.e., PACC function) and the weighting factor of horizontal control are 50% respectively, and both are equally important. It is emphasized that in terms of vehicle energy saving and emission reduction (based on L1 level 1D longitudinal PACC control), the ACE4 heavy card (i.e., a level IV fuel-saving robot) is identical to the ACE1 heavy card (i.e., a level I fuel-saving robot) in terms of function and performance; however, the ACE4 heavy card is inherently inferior to the ACE1 heavy card in terms of function and performance in terms of DDT safety and reliability and driver productivity, and is fully compatible in the downward direction. The I-level oil-saving robot is an economic foundation, and the IV-level oil-saving robot is an upper-layer building. The vehicle energy-saving emission-reducing optimization problem is essentially a steady-state macroscopic characteristic in the vehicle running process, the time integral of the transient power function of an engine or a battery pack is reflected, and the energy-saving emission-reducing effect has superposability; comparing with go chess, not counting local gains and losses, and focusing on global wins and wins; the PACC control function of the I-level oil-saving robot can realize the batch commercial use when the reliability reaches 99 percent. However, the safety and reliability of the class IV fuel-saving robot executing the DDT of level L4 is actually a transient microscopic characteristic in the driving process of a vehicle, and is similar to the safety of civil aviation aircrafts, the safety of the class IV fuel-saving robot is not reduced in a normal state, and the class IV fuel-saving robot can be damaged and killed once an accident occurs, even if the reliability of the class IV fuel-saving robot executing the DDT of level L4 reaches 99.9999%, governments and public cannot be allowed to enter the mass business, the death rate of the class IV fuel-saving robot must be obviously lower than the level of 1.09 person/hundred million miles (namely, more than eight nine reliabilities) of human drivers, and the governments and public can be allowed to enter the mass business stage. In other words, in terms of thresholds for system safety and reliability, there is a natural difference between the I-level oil-saving robot and the IV-level oil-saving robot, the I-level oil-saving robot is an "economic foundation", and the IV-level oil-saving robot is an "superstructure".

The ACE heavy truck in the present disclosure employs a power-by-wire assembly, a brake-by-wire, and a steering-by-wire (x-by-wire), and both the lateral and longitudinal vehicle control functions must be high-reliability (ASIL-D) low-latency (on the order of ten milliseconds) dynamic control functions, and whether a traffic accident occurs and the severity of the accident depend greatly on the real-Time, accuracy, and robustness of the operator (human driver, ADAS system, or AI driver) in the order of ten seconds before and after the Collision Time (Collision Time) to monitor and react (OEDR) to objects or events around the vehicle and the continuous vehicle driving control (i.e., dynamic driving task DDT). The I-grade fuel-saving robot optimizes the energy management of the vehicle by longitudinally controlling the PACC function through 1D, can finish the human driver in the aspect of energy saving and emission reduction effects, reduces the comprehensive fuel consumption (liter/hundred kilometers) by nearly 30 percent compared with the traditional internal combustion engine heavy truck, has high actual fuel-saving effect, and is basically decoupled from the driver level and the engine technical grade; the ACE1 heavy card is operated every minute or every mile, is creating additional value of energy saving and emission reduction, and is a solid Foundation (Foundation) of other three high-grade oil-saving robots; the II-level to IV-level oil-saving robots are all high-level versions of oil-saving robots, and in the aspect of vehicle running Control, the 2D transverse Control (Lateral Control) function of a vehicle is added, and meanwhile, the accuracy and robustness of the vehicle peripheral perception and decision function (OEDR), the system redundancy, the vehicle-mounted AI computing power and the like are enhanced step by step. In an ODD (optical density distribution) of an expressway, 1D longitudinal control (namely PACC (picture archiving and communication) function) of an ACE (adaptive communication interface) heavy truck same lane is in a steady state (sub-hour level), and the running time accounts for more than 95%; the 2D transverse control of actions including vehicle lane changing, vehicle roadside emergency stop, entering an expressway service area or getting off an expressway and the like is transient (sub-minute level), and the operating time accounts for less than 5%; the actual oil consumption (liter/hundred kilometers) of the vehicle completely depends on an energy management optimization (AI) algorithm of the heavy truck oil-saving robot in a 1D longitudinal control PACC mode, and is basically independent of 2D transverse control.

Adding a Comparator (Comparator) module (which can be a real electronic module or a virtual logic module) of highest vehicle safety integrity level ASIL-D (Compare & Switch) to a Vehicle Controller (VCU) configured by an ACE heavy card, and comparing and switching (Compare & Switch) three sets of vehicle driving dynamic Control signals (transverse or longitudinal) completely independent from each other, namely a human driver, an ADAS system (namely an L2-level system) for mass production and commercial use and an AI driver to be verified (namely an L4 system) in real time at a refresh frequency of not less than 20 Hz to generate a final dynamic drive-by-wire Signal (Control Signal) for vehicle driving, wherein the vehicle signals satisfy the following equation:

C_si＝k_i1W_i1+k_i2W_i2+k_i3W_i3 (5-1)

wherein i-1 represents vehicle longitudinal control, and i-2 represents vehicle lateral control; w_i1Representing human driver by-wire signals, W_i2Representing ADAS line-control signals, W_i3Representing the drive-by-wire signal of an AI driver, wherein the three are independent variables (time-varying functions); c_s1And C_s2Longitudinal or transverse drive-by-wire signals respectively representing the final control vehicle, wherein the longitudinal or transverse drive-by-wire signals and the longitudinal or transverse drive-by-wire signals are independent dependent variables (time-varying functions); k is a radical of_ijThe weight coefficients for the six dynamically software settable weights are constant and can be preset by the driver or the fleet of vehicles and also can be adjusted by remote iterative upgrade (OTA).

The comparator functions as a comparator having at least six input channels (W)_ij) And at least two output channels (C)_si) The small-sized stored program control exchange can implement different vehicle line control signal comparison, fusion and switching strategies (comparison strategies for short) through software definition and remote iterative upgrade (OTA), namely an intelligent comparison switching function (iCS), and the following embodiment part is elaborated in detail; the basic Comparison strategy refers to various On-Off Comparison strategies (On-Off Comparison), k_i1、k_i2、k_i3Of the three coefficients, only one coefficient is 1 at each moment, and the other two coefficients are 0; the advanced Comparison strategy refers to Weighted Comparison strategy (Weighted Comparison), k_i1、k_i2、k_i3The three coefficients are all non-negative numbers between 0 and 1, and the boundary condition is that the sum of the three weight coefficients is always equal to 1; driver weight coefficient k_i1Is typically the highest of the three.

The ACE heavy card has enough places and electric energy to install and support at least one set of L4-grade automatic driving system (also called waiting for commercial use) which is designed to be frozen and shaped by engineering design and can be massively produced after batch verification is passedValidating the L4 system), upgrade to ACE4 heavy truck. Currently (4 months in 2020), governments in all countries in the world have stated that HAV heavy cards are prohibited from being on nationwide expressways, and the true L3/L4 Sanzhen (3R) test is carried out; the three-true test of the L3 level is that an AI driver completes a Dynamic Driving Task (DDT), a driver-mounted safety guard makes DDT backup (DDT Fallback; L3 system) and prepares to manage the DDT within 15 seconds at any time; the L4 level three-true test is self-provided by the L4 system for backup, and a driver can leave a driving position and rest in the rear cabin of the vehicle; under the existing traffic regulation framework of various countries around the world, the highway three-true test requires legal compliance, the ACE4 heavy truck can only temporarily and automatically descend for two levels firstly, the truck operates in an ADAS mode (namely a shadow mode) of L2 level, an AI driver and a human driver are jointly responsible for perception and decision (OEDR), and the human driver makes DDT (data driven vehicle) assistance and is responsible for vehicle driving safety. At the moment, the ACE4 heavy card runs in a shadow mode, and actually carries out an L2 level three-true test; the comparator in shadow mode will k _i3Set to zero and compare the driver by wire signal W in real time (above 20 Hz refresh frequency)_i1And AI driver drive-by-wire signal W_i3And when the absolute value of the difference value of the two is larger than a preset threshold value, automatically generating a digital difference Report (Disparity Report). In other words, in the shadow mode, the AI driver simulates the driving of a human driver in real time under the three-true environment of the expressway, although the perception and decision (OEDR) can be completed in real time and a vehicle driving drive-by-wire signal W is emitted_i3At the moment, the comparator of the ACE heavy card completely shields the drive-by-wire signal of an AI driver, only the ACE heavy card is listened to by a human driver, and the operation of the ACE4 heavy card shadow mode is ensured to have no negative influence on the road traffic safety.

Refer to the current U.S. California's regulatory mode for HAV light vehicle public road testing, i.e., mandatory requirements for periodic submission of "out-of-stock reports" (Disengagment Report) by every developer testing HAV on California roads; when the ACE2 heavy card runs in shadow mode, if the comparator finds that the driver line control signal W is human_i1And AI driver drive-by-wire signal W_i3When the absolute value of the difference value is larger than a preset threshold value, a vehicle VCU system clock is used as a unique label to create a 'difference Event' (Disparity Event) electronic record, and the VCU combines a time range of ten seconds before and after the difference Event In the system, all the raw data and the vehicle operation data of the L4 system sensor set automatically generate a digital difference Report (Disparity Report) aiming at the difference event, and after desensitization (anonymization) encryption is carried out on confidential information related to a driver or a vehicle, the confidential information is uploaded to a cloud terminal in time for subsequent analysis and processing. In the shadow mode, a human driver is a teacher, a mass-produced and commercial ADAS system (namely an L2 system) is a teaching aid, and an L4 system to be verified is a student, and the performance and the safety of the L2-level DDT executed by the L4 system to be verified are measured and improved by simulating or supervising Learning (Supervised Learning) and adopting two Leading indicators (Leading indicators) of difference mileage (mile/time) or difference Number (difference Number; second/thousand miles); at the same time due to k_i3The shadow pattern has no negative effect on road traffic safety at 0.

The normal operation years of the main line logistics ACE heavy card are 12 ten thousand miles; running 1000 ACE4 heavy cards nationwide for one year in L2 level shadow mode (four seasons of spring, summer, autumn and winter), accumulating 1.2 hundred million miles of data of the Tri-truth test when the L4 system to be verified executes the L2 level DDT, generating a difference report, and statistically preliminarily proving that the ACE4 heavy cards execute the L3 level Tri-truth test Not Unsafe (Not Unsuafe); key Stake-holders (road traffic safety) taking the government as the first priority can approve an ACE4 heavy truck to carry out an L3 grade three truth test on nationwide expressways according to an ACE4 heavy truck hundred million mile grade L2 grade difference report, namely L3 grade 'off-pipe mode' test operation; at this time, the to-be-verified L4 system is reduced to an L3 system to execute all dynamic driving tasks (DDT; including OEDR and vehicle control), but a Driver Safety Driver (Safety Driver) is required to be used as DDT backup (Fallback), and the Driver can take off hands, feet, eyes, brain and sleep, can not take off the Driver, and is ready to take over the vehicle within 15 seconds at any time to execute all the tasks. Similar to the discrepancy report described above, if the comparator finds the driver by wire signal W _i1And AI driver drive-by-wire signal W_i3When the absolute value of the difference value is larger than a preset threshold value, a VCU system clock is used as a unique mark to automatically create an electronic record of a unmanaged Event (Disengagment Event), and the VCU combines all of the L4 system sensor set within ten second-level time before and after the unmanaged EventAutomatically generating a digital offline report of the event by using the original data and the dynamic operation data of the vehicle; and after the privacy or confidential information of the driver or the vehicle in the offline report is subjected to vehicle-end desensitization encryption, the report is uploaded to the cloud in time (hour-level time delay) for subsequent analysis and processing. By out-of-management event, it is meant that for whatever reason, the AI driver is out of management, and the human driver is actively or passively taking over the vehicle, performing all or part of the DDT. Two Leading indicators (trailing indicators), namely, distance mile (mile/mile) or Number of disconnected pipelines (next/thousand miles), and two Lagging indicators, namely, death rate FaR (next/hundred miles) and injury rate InR (next/hundred miles), can be used to comprehensively measure and improve the safety and reliability of the L4 system to be verified when executing the L3-grade DDT. One million ACE4 heavy trucks can accumulate 12 hundred million miles of L3 level trues test data and out-of-pipe reports for one year (four seasons of spring/summer/fall/winter) in an out-of-pipe mode, all over the country. Key Stake-holders of all benefit stakeholders of Road traffic Safety with the government as the first priority can make high-confidence statistical reasoning according to L3-level offline reports and hysteresis Safety indexes (mortality or injury rate) actual data of billion-level three-truth tests, gradually open ACE4 heavy cards to carry out ten-thousand-level large-scale commercial operation of an L3-level automatic driving system on nationwide highways on the premise of ensuring Road Safety (Road Safety), and continuously carry out third-stage billion-level three-truth tests when an L4 system to be verified executes L3-level DDT. In the step-by-step upgrading long batch verification process from the first stage of hundred million mile level L2 level shadow mode verification, the second stage of billion mile level L3 level offline mode verification and the third stage of hundred million mile level L3 level batch commercial and L4 level three-true test, the IV-level fuel-saving robot to be verified of an ACE4 heavy truck fleet undergoes autonomous evolution from a apprentice to a teacher in the aspect of executing L4 level DDT safety and reliability, simulates the growth and upgrading process of young people from high school graduates and universities to doctor academic positions, and the ACE4 heavy truck is heavier than a traditional internal combustion engine in various aspects of vehicle dynamic property, driving safety, freight timeliness, driver labor productivity, vehicle oil consumption, emission and the like The card is obviously improved, and the batch commercial use of the ACE4 heavy card L4 system is realized early.

In contrast to the ACE heavy truck of the present invention, a conventional internal combustion engine heavy truck (abbreviated as L4 conventional heavy truck) equipped with an L4-level system may also adopt a shadow mode (i.e., L2 triple true test) or an off-pipe mode (i.e., L3 triple true test) to perform batch verification of an L4 system, but may face the following additional challenges: firstly, the dynamic property and the oil consumption of a traditional internal combustion engine heavy truck are highly related to the performance of an engine and the level of a driver, and the discreteness of actual data is high (the oil consumption difference rate is up to 20%); secondly, focusing safety and convenience of an L2-grade ADAS system of the traditional heavy truck, even if a predictive cruise control technology (PCC) is adopted, the actual oil consumption is reduced by less than 5 percent due to the fact that the traditional heavy truck lacks the function of regenerative braking for energy recovery, and the actual oil consumption is obviously inferior to the ACE heavy truck with the oil consumption reduced by more than 25 percent; in addition, the time delay (second level) of the traditional heavy truck for switching the driving power of the hundred kilowatt level to the auxiliary braking or pneumatic mechanical braking system of the hundred kilowatt level is one order of magnitude higher than that of the ACE heavy truck, and the time delay is inferior to the ACE heavy truck in braking performance; finally, the redundancy of the traditional heavy truck in the aspects of power, braking, steering, power supply and the like is obviously lower than that of the ACE heavy truck, and in order to make up for the redundancy defect, the L4 traditional heavy truck needs to be completely modified, so that the cost is high, and the time is consumed. Although theoretically, a conventional internal combustion engine vehicle (a conventional vehicle for short) may be equipped with an L4-level system; however, since pure electric vehicles and hybrid vehicles have overwhelming advantages over conventional vehicles in various aspects of HAV development, especially in the aspects of x-by-wire (x-wire), redundancy, digitization, etc., L4-grade light vehicles developed in various countries around the world for mass production and commercial purposes are modified on mass-produced pure electric vehicles and hybrid vehicles platforms, with few exceptions. However, no mass-produced main line logistics pure electric or hybrid heavy truck exists in the world at present, and multiple enterprises in the world only need to add an L4-level system based on a traditional diesel heavy truck platform to develop the research and development of the L4-level heavy truck product in the present stage. As mentioned above, the biggest challenge of the future global trunk logistics L4 grade heavy truck landing is not the product development of the heavy truck L4 system, but rather the huge challenge of how to complete the three true batch tests of billion to billion miles grade with high cost performance without compromising the traffic safety of the users on the existing highway roads; it is necessary to accumulate billion mile class L3 class extubation mode operation leading extubation reports and lagging actual casualty rate data (FaR and InR) to statistically prove with high confidence that level L4 AI drivers are safer and more reliable in performing DDT than human drivers, prompting governments to modify existing traffic laws and regulations, and allowing level L4 heavy trucks to enter the mass business phase early.

Based on the current legal regulation about commercial supervision of heavy trucks in the United states, the invention can be used for modifying the second-hand traditional diesel heavy trucks in batches into ACE4 heavy trucks, and can directly develop the commercialized operation of the L2 level trunk logistics without additional government certification or approval and simultaneously carry out batch verification of an L4 system; the method comprises the following steps of (1) easy first and difficult later, gradual upgrading, and commercial operation from a first-stage billion mile level L2 level shadow mode three-true test, a second-stage billion mile level L3 level extorting mode three-true test and a third-stage billion mile level L3 level extorting mode (namely an L4 level extorting mode three-true test); within three years, tens of thousands of grades are used for modifying an ACE4 heavy card cluster, three-true batch verification of a billion mile grade L4 grade offline mode is completed on a highway in America at a high cost performance ratio, offline reports are generated, actual traffic casualty rate (FaR and InR) data are accumulated, the safety and reliability of an IV grade fuel-saving robot (namely an L4 grade system) when executing L3 grade DDT are proved at a high confidence level in a statistical sense, government approval is obtained for an ACE4 heavy card at an early date, and the ACE4 system batch commercial paved road is entered. In the united states and other countries around the world, brand new ACE4 heavy card products have been developed over three years, require government approval before mass sales of new ACE heavy cards in china or europe, and mass verification and eventual business of the ACE heavy cards in original packages may lag the retrofitting of ACE heavy cards for three years. Obviously, for the safety and reliability of verifying that AI drivers perform DDT of level L3 or level L4, the commercial operation of level L3 is equivalent to the level L4 sanchi test, the drivers, all acting as DDT backups, must be ready to take over in 15 seconds at any time; both are technically equivalent in relation to safety, the difference being only in commercial terms; while the ACE3 heavy-duty card business is operated, compared with the technical scheme that the leapfrog type crosses the transition stage of the L3 system batch business, the technical scheme that the leapfrog type crosses the transition stage of the L4 system batch business to complete the pipe-dropping mode three-true batch verification of the L4 system to be verified from zero to one, is more feasible commercially.

The ACE4 heavy truck is reduced to be in L2-level shadow mode operation or L3-level off-pipe mode operation, 1D longitudinal L1-level automatic driving and vehicle energy conservation and emission reduction optimization are realized through the predictive adaptive control technology (PACC) of the invention, and the reduction amplitude can exceed 20% compared with the actual oil consumption (liter/hundred kilometers) of diesel heavy truck operation (shadow mode or off-pipe mode) of an L4 system; ACE4 weighs a card every minute or mile to create additional economic value for drivers and carriers; in other words, in the batch verification stage of the L4 system, when the ACE4 heavy truck runs, freight transportation oil saving and money earning are major industry, the Sanzhen test is minor industry, the three-true test is equivalent to both goods pulling and billboard hanging, and the three-true test can be eaten by one stone, two birds or three lobsters; and when the L4 traditional heavy truck operates, the Sanzhen test is the main industry, and the freight transportation is the subsidiary industry. The ACE4 heavy truck changes the high Variable Cost (Variable Cost) of the three-true test of the traditional heavy truck at the L4 level into the lower Marginal Cost (Marginal Cost) of the ACE4 heavy truck dimension reduction L2 level commercial operation through the Predictive Adaptive Cruise Control (PACC) function and the Intelligent Comparative Switching (iCS) function of the invention, and the actual Cost (dollar/mile) of the three-true test can be reduced by up to 90%. In summary, the device and method for batch verification of ACE4 heavy trucks of the present invention can complete the three-truth test (first L2 level shadow mode, then L3 level off-line mode) of the L4 system billion mile level nationwide highway to be verified within three years with high cost performance without increasing the traffic risk of the users on the existing highway, and statistically prove the safety and reliability of the AI driver when the AI driver executes the L3 level or L4 level DDT with high confidence. Batch verification can be divided into two parts: preliminary verification of the development phase (first phase) and final verification of the demonstration phase (second phase and third phase); the ACE4 heavy card firstly completes the three-truth test (3R Testing) under the shadow mode of hundred million miles level L2 (namely the primary verification of the first stage), so that the data convinced government and public can not object the ACE4 heavy card to carry out the three-truth test under the offline mode of level L3 on nationwide expressways, and the development stage is changed into the demonstration stage; after the ACE4 heavy card accumulates the three-true test data in the billion mile-level offline mode and successfully completes the L3-level final verification (namely, the second stage), the safety and the reliability of the IV-level oil-saving robot when the L3-level DDT is executed in dimension reduction can be proved in a preliminary way in a statistical sense, and the L3-level commercial operation right and the L4-level batch verification right are earned; after tens of thousands of ACE4 heavy cards (modified or original) complete billion mile grade L3 commercial operation mileage within two years and accumulate offline report and actual casualty rate (FaR and InR) data verified by grade L3 commercial or grade L4, the final batch verification of grade L4 (namely the third stage) is calculated to be completed, the fact that the grade IV oil-saving robot is safer and more reliable than a human driver when executing grade L3 DDT is proved with high confidence in a statistical sense, governments and public amendments related laws and regulations are persuaded, the ACE4 heavy cards are allowed to be on nationwide expressways, and the true grade L4 automatic driving batch commercial is gradually developed. Even if the high variable cost of the IV-level oil-saving robot billion mile-level batch verification can be converted into the low marginal cost, the 75% cost reduction is realized, the batch verification cost of each ACE4 heavy truck is also obviously higher than the L4 software and hardware system cost of the truck, and the five-year accumulated oil cost similar to a new heavy truck is obviously higher than the purchase cost of the whole truck; once the ACE4 heavy card earns level L4 commercial road rights from the government and the public, and enters the batch commercial stage, the level IV fuel-saving robot learns as a teacher and becomes a co-driver of human drivers, and the extra economic value created for the fleet or the human drivers by operating for one year can sufficiently offset the total hardware and software cost of the L4 system, which brings a significant and profound impact to the global trillion dollar main line logistics industry.

Under the framework of the current laws and regulations governing sale and operation of heavy cards in the united states, HAV heavy cards are validated in batches at level L3 or level L4 or operated commercially at different levels of right-of-way corresponding to highway ODDs, each right-of-way having to be specifically approved by the government; the road right classification of each level of the oil-saving robot is described as follows: the II-level oil-saving robot (namely an L2-level ADAS system) does not need special lot of business operation right, and simulates the education of the national high school; level L3 sanzhen test road right analogy to university's homework education; firstly, completing a one hundred million mile level L2 level shadow mode three-true test, acquiring a L3 level test road right from administrative offices, entering a L3 offline mode three-true test stage, and simulating a university of graduate college of high school; the method is characterized in that a trilogical test of billion mile level L3 off-pipe mode is completed, a commercial operation level L3 and a test road right level L4 are earned from government, a special exemption of the U.S. government can be obtained, the driving time limit of a driver is gradually increased from 11 hours to 14 hours within 24 hours, the labor productivity of the driver is increased by nearly 25%, the driver is similar to university graduate and obtains scholar positions; simultaneously, starting a three-true test in an L4 off-pipe mode (namely the L4 system dimension reduction L3 system), and simulating to read the doctrine of Ph; the three-true test of the billion mile level L4 offline mode is completed, high confidence proves that an L4 level AI driver is safer and more reliable than a human driver, and the L4 level commercial operation road right is earned from government and doctor academic positions are obtained by analogy; at the moment, the ACE4 heavy truck can be driven by a human driver and an IV-level oil-saving robot in turn, the human driver can fully rest, continuous driving for 24 hours day and night is realized, the labor productivity of the driver is increased by over 75 percent, the timeliness of thousands of mile-level overlong freight transportation is greatly improved, the comprehensive cost of freight transportation is obviously reduced, and revolutionary influence is generated on the global trunk logistics industry. In China or Europe, the supervision and road right classification in the United states can be referred to, so that governments and other road traffic safety stakeholders can effectively balance the contradiction between promoting the HAV heavy truck to be used in batches early and actually ensuring the traffic safety of the existing road users. In the markets of three automobiles, namely the United states, China and Europe, the time difference of an L4 system in the expressway ODD is verified in batches, and the global universality of the Tri-genuine test data is strong; but the time difference of the L4 system in the urban open road ODD is large through batch verification, the three-true test data is very regional, and the universality is basically absent.

By taking a modern diesel heavy truck driven by a human driver as a comparison reference, the ACE4 heavy truck L4 level operation commercialization is realized in the highway ODD, and the ACE4 heavy truck is safer, more oil-saving and cleaner by the IV level oil-saving robot, and meanwhile, the labor productivity and the freight timeliness of the driver can be greatly improved. From the aspect of an ACE4 heavy truck development technical route, the method can adopt a cross type one-step mode, and a direct-running L4 system is developed and commercialized; however, from the perspective of legal supervision of ACE4 double-card three-true test or batch business, the people's life is safe first, and must be carefully and conservatively in a gradual manner; governments and the public of all countries cannot agree to promote HAV heavy truck to complete batch verification as soon as possible at the cost of temporarily reducing the traffic safety of current highway road users, and the HAV heavy truck enters large-scale commercial use; the method specifically opposes to adopting an open-gate water-discharging, fish-dragon mixing and wide and strict open type supervision strategy, so that various HAV heavy truck modified vehicles are used as HAV passenger vehicle modified vehicles, large-scale three-truth (3R) tests are carried out on public roads including expressways, the vast road users are changed into 'white mice' for HAV heavy truck AI driver safety batch verification, and the final result of batch verification on the billion mile level or the billion mile level is hero; if the traffic safety of the existing road users is ensured not to be temporarily reduced due to the HAV heavy truck three-true test, strict supervision strategies of strict obtrusiveness, national general examination and gradual upgrade are adopted, HAV heavy truck rights of different levels are gradually opened according to the HAV heavy truck accumulated three-true test data, and the learning and growing journey from high school graduates to universities to doctor academic positions is simulated for young people. The hundred billion mile level batch validation of safety and reliability when a level IV fuel-efficient robot performs a level L4 Dynamic Driving Task (DDT) can be broken down into the following three distinct phases: a billion mile level L2 shadow mode phase (i.e., the first phase), a billion mile level L3 extubation mode phase (i.e., the second phase of L3 level bulk verification), and a trillion mile level L4 extubation mode phase (i.e., the third phase of L3 level commercial and L4 level bulk verification); the three different stages correspond to the following five different levels of road right: 1) the L2 system is used for commercial operation of road right, which is similar to national education and high school graduation; 2) the L3 system Sanzhen tests road rights, analogizes university's homeland education; 3) the L3 system is used for carrying out commercial operation road right, and obtaining scholars and scholars' degrees by analogy with university graduates; 4) the L4 system offline mode three-true testing right of way, analogy to research and study; 5) the L4 system is commercialized for road rights, analogy to doctor's academic position. The ACE4 heavy card and IV-grade oil-saving robot device disclosed by the invention can simultaneously optimize the dynamic property, the safety, the energy-saving and emission-reducing effects of the ACE4 heavy card by implementing various combinations of multiple technical schemes including iSS, iPS, iMS, CGS, iCC, PACC and iSC; according to the implementation method of the three-stage batch verification and the acquisition method of the five levels of road rights, the hundred-billion mile-level batch verification of the IV-level oil-saving robot is completed quickly at high cost performance, the fact that the IV-level oil-saving robot executes the L4-level DDT is proved to be safer and more reliable than a human driver with high confidence, relevant laws and regulations are amended by governments and public, and the ACE4 heavy card is promoted to be clamped in the national expressway ODD and enter the ten-thousand-level large-scale commercial stage as soon as possible. It is emphasized that, from the perspective of heavy truck driving safety, the variability between the L4 systems of various developers is significantly greater than that between heavy truck human drivers with commercial vehicle drivers licenses (CDL), and a fleet of ten thousand ACE4 heavy trucks each year will preferably complete billion mile level truthfulness tests using a single manufacturer's L4 system, otherwise the generality or reliability of the batch validation statistics will be compromised; certainly, at least two sets of L4 systems of different manufacturers can be simultaneously installed on each vehicle by an ACE4 heavy truck team to perform synchronous batch verification, further share the marginal cost of batch verification, and improve the verification efficiency. The future evolution of the trunk logistics L4 heavy truck industry is likely to be similar to the industry of civil aviation big aircrafts, the traffic safety is the first important, the government strictly controls the commercialization admission, the weak is out, and the winner takes all the time; finally, the countries are likely to have only a few heavy card L4 system Big Players (Big Players) in the market for a long time.

According to the ACE heavy card, all core subsystems or parts are based on industrialized products and technologies, and compared with a diesel heavy card in the prior art, the ACE heavy card has the beneficial effect that the comprehensive oil saving rate is 30% under the premise that the dynamic property, the active safety, the long-term standard reaching of RDE emission and the attendance rate of vehicles are guaranteed under the condition that the highway trunk logistics application scene is achieved. The ACE heavy card can save the cost difference (the difference of the comprehensive cost (TOC) between the ACE heavy card and the traditional diesel heavy card) within two years or within fifty thousand kilometers for a motorcade or an individual owner by saving the fuel cost and the operation and maintenance cost of a vehicle and improving the labor productivity of a heavy card driver under the condition of no government subsidy. The mass production of brand new ACE heavy cards (namely original ACE heavy cards) can reach the carbon emission target value in 2025 under the European-7 regulation issued in 2019 of the European Union and the carbon emission target value in 2027 under the United states greenhouse gas emission second-stage regulation (GHG-II). In the united states, heavy trucks (particularly chassis or vehicle frames) have average service lives of up to 20 years or 150 ten thousand miles, one set of vehicle frame may be provided with two or three sets of power assemblies (engine + transmission; replaced after about 60 ten thousand miles) in each full life cycle of the heavy truck, and the second or third set of power assemblies are mostly manual power assemblies (Remanufactured) overhauled by enterprises approved by the original factories. The average annual sales of new heavy trucks in north america is about twenty thousand, while the number of modified heavy trucks per year (i.e., two heavy trucks for a powertrain) exceeds twenty thousand. Thanks to the current state of the art systems of wide entry and strict regulations for heavy-duty trucks, the modified heavy-duty trucks are allowed, including the conversion of traditional internal combustion engine heavy trucks to ACE heavy trucks, which can be directly introduced into commercial operations (L1/L2 system) in the U.S. market without re-government certification or approval; the ACE heavy truck oil-saving robot can also be used for modifying and upgrading the prior secondhand traditional internal combustion engine heavy trucks with nearly two million current American market stocks in batches, and realizing large-scale commercialization landing of ten thousand modified ACE2 heavy trucks within three years, so that a large number of modified ACE heavy trucks can reach the carbon emission target value of 2027 years under the American GHG-II regulation in advance like brand new original ACE heavy trucks, the oil consumption (liter/hundred kilometers) and the emission of the secondhand traditional heavy trucks with large inventory are obviously reduced, and the economic significance and the social significance to the American trunk logistics industry are profound; meanwhile, a solid foundation is laid for promoting the commercial production of the original ACE heavy-duty card in the global range. It is emphasized that, in China and Europe, government mandatory certification systems are adopted for the production and sale of all road vehicles, and the manual and heavy truck mixed modification is not feasible under the current legal framework in China or Europe; however, the modified ACE heavy card of the invention is commercialized in the United states at an early date, and the process of popularizing the original ACE heavy card for commercial use in the United states, China or Europe can be greatly promoted.

Although the invention focuses on the main line logistics heavy truck, the technical problems to be solved, the specific technical scheme and measures and the beneficial technical effects of the invention are also applicable to the operation of a large highway hybrid commercial vehicle (truck or bus) with the total weight of more than ten tons; meanwhile, single technologies or combined technologies such as a series hybrid intelligent start-stop control technology (iSS), an intelligent parallel power switching control technology (iPS), an intelligent mode switching technology (iMS), a clutch-free gear shifting technology (CGS), a predictive adaptive cruise control technology (PACC), an intelligent pulse preheating technology (iPH), an intelligent comparison switching technology (iCS) and the like are also suitable for the double-motor series-parallel light vehicle (the total weight is less than four tons).

Drawings

Fig. 1 illustrates a system block diagram of an ACE heavy card, according to one embodiment of the present disclosure;

fig. 2 illustrates a system block diagram of an electrical power splitter (ePSD) of an ACE heavy card, according to one embodiment of the present disclosure;

FIG. 3 illustrates a system block diagram of a comparator of an ACE heavy card according to one embodiment of the present disclosure;

FIG. 4 shows the panchromatic characteristic curves of the motor of an ACE heavy card according to one embodiment of the present disclosure, an

Fig. 5 illustrates a end-pipe-cloud system block diagram of an ACE heavy card in networked communication with a cloud computing platform over a mobile internet according to one embodiment of the present disclosure.

In the drawings, the same or similar reference characters are used to designate the same or similar elements.

Detailed Description

The present disclosure will now be discussed with reference to several example embodiments. It is understood that these embodiments are discussed only to enable those of ordinary skill in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the present disclosure.

As used herein, the term "include" and its variants are to be read as open-ended terms meaning "including, but not limited to. The term "based on" is to be read as "based, at least in part, on". The terms "one embodiment" and "an embodiment" are to be read as "at least one embodiment". The term "another embodiment" is to be read as "at least one other embodiment". The terms "first," "second," and the like may refer to different or the same object. Other explicit and implicit definitions are also possible below. In this context, "unidirectional" or "bidirectional" coupling means whether the direction of flow of electrical or mechanical power or energy from its source to the load is reversible and the role is reversible. When the power source is connected in a unidirectional mode, the roles of the power source and the load are fixed, and the power flow from the source to the load is single and irreversible; when the power source is in bidirectional connection, the roles of the power source and the load can be switched, the power flow direction is reversible, and the power can flow in two directions. All electromechanical parts, modules or devices etc. in the present invention are of the automotive gauge class, unless otherwise specified. The vehicle engine comprises a vehicle-scale internal combustion engine and a turbine, more than 95 percent of the global heavy trucks adopt diesel engines, and few parts adopt natural gas engines. Torque and torque are synonymous.

The basic principles and several exemplary embodiments of the present disclosure are explained below with reference to the drawings. FIG. 1 illustrates a Hybrid powertrain, vehicle controller, core sensors, etc. of an ACE weight card 010 in accordance with one embodiment of the present invention. The system can be configured as a 6x2 powertrain system comprising two motors (i.e. a generator (MG1)110 at a mixed P1 position and a main drive motor (MG2)140 at a mixed P2 position), one active drive axle 160 and one passive drive axle 180, or can be configured as a 6x4 powertrain system comprising three motors (i.e. a generator (MG1)110 at a P1 position, a main drive motor (MG2)140 at a P2 position, a secondary drive motor (MG3)170 at a P3 position), two active drive axles 160 (main drive axle) and 180 (secondary drive axle). In some embodiments, the heavy truck may be a hybrid heavy truck primarily for use in trunked logistics having a vehicle gross weight of greater than 15 tons.

As shown in fig. 1, in general, the ACE heavy-truck hybrid powertrain may include: an engine 101, an Engine Control Unit (ECU)102, a generator (MG1)110, an electric power splitter (ePSD)123, a clutch 111, at least one main battery pack 130a, a brake resistor 131, an automatic transmission (T)150, a Transmission Control Unit (TCU)151, a flexible connector 152, at least one main drive motor (MG2)140, and a Vehicle Controller (VCU)201, a main drive axle 160, a secondary drive axle 180, and the like. The primary battery pack 130a and the primary drive motor 140 are optional components (standard fittings), and the secondary battery pack 130b and the secondary drive motor 170 are optional components (standard fittings).

Specifically, the flywheel end of the engine 101 is mechanically coupled to a mechanical shaft of a generator (MG1)110 disposed at a hybrid P1 in a bidirectional manner, and is controlled by an Engine Controller (ECU)102, so as to mainly perform work through combustion of the engine, convert chemical energy of vehicle-mounted fuel such as diesel oil or natural gas into mechanical energy and then into electric energy, and the combination of the engine 101 and the generator 110 may be referred to as a generator set. The flywheel end of the engine 101 and the mechanical shaft of the generator 110 are also in bidirectional mechanical connection with one end (called driven end) of the drive-by-wire clutch 111, and the bidirectional mechanical connection among the three (101, 110 and 111) can be in rigid connection (Coaxial connection for short) in a single concentric shaft (Coaxial) mode or in rigid connection (parallel shaft connection for short) in a multi-parallel shaft and gear mode. A coaxial coupling is preferred, which is the simplest and most effective mechanical coupling, but in this case, the hundred kilowatt generator 110 needs to use a large-sized motor with a large torque (peak torque greater than 1200 nm), a low rotation speed (maximum rotation speed less than 3000 rpm) and high cost; the parallel shaft connection can also be preferably adopted, at the moment, the flywheel output end of the engine 101 is directly and bidirectionally mechanically connected with one end of the clutch 111, a hundred-kilowatt-class vehicle gauge generator 110 with higher cost performance and medium torque (the maximum torque is less than 500 Nm) and medium and high rotating speed (the maximum rotating speed is less than 12000 rpm) can be selected and matched, the mechanical shaft of the generator 110 is bidirectionally and mechanically connected with the flywheel output end of the engine 101 and the driven end of the clutch 111 through a large speed reducer with a fixed gear ratio (4-8), but the speed reducer can increase the complexity, the cost and the reliability risk of a parallel shaft connection system.

Referring to fig. 2, an electric Power splitter (ePSD)123 is a three-port hundred kilowatt Power electronic Network (Power Electronics Network-PEN) having a port I (also referred to as a "first port") in which the three-phase ac terminals of an internal hundred kilowatt Inverter 121(Inverter) are bidirectionally electrically coupled to the three-phase ac terminals of the external generator 110; the external battery pack 130a or 130b is in bidirectional direct current connection with the low-voltage end of a hundred-kilowatt direct current Chopper (DC Chopper) (short Chopper; also called direct current-direct current converter) 132a or 132b inside the port III (also called a third port) of the ePSD 123; the external hundred-kilowatt brake resistor 131 is electrically connected to one end (i.e., an external connection end) of a hundred-kilowatt voltage-controlled switch (VCS)133 inside the port III in a unidirectional direct current manner. An externally optional ten-kilowatt ac distribution board 135 is bi-directionally electrically coupled to the ac terminals of the ten-kilowatt inverter inside port III. The three-phase ac terminals of the external hundred kilowatt drive motors 140 and 170 are bidirectionally electrically coupled to the ac terminals of the hundred kilowatt inverters 122a and 122b, respectively, internal to port II (also referred to as the "second port") of the ePSD; the dc terminals of inverters 121, 122a, 122b are all bidirectionally electrically coupled to a dc bus junction point X inside the ePSD; the other end (i.e., the inline end) of the hundred-kilowatt voltage-controlled switch (VCS)133 is connected with a bus point X in a unidirectional direct current manner; the high-voltage terminal of the chopper 132a or 132b is bidirectionally dc-coupled to the bus point X. The dc terminals of the inverter 134 are bi-directionally dc coupled to the junction X.

Referring back to fig. 1, the output shaft of the automatic transmission 150 is mechanically coupled in both directions with the input shaft of the main transaxle 160 of the vehicle and is controlled by a Transmission Controller (TCU) 151. The mechanical shaft of a standard main drive motor (MG2)140 arranged at the position of hybrid P2 is bidirectionally and mechanically coupled to the other end (called the active end) of the clutch 111, and is also bidirectionally and mechanically coupled to the input shaft of the gearbox 150 via a flexible coupling or a clutch-by-wire 152. The active end of the clutch 111 and the mechanical shaft of the driving motor 140 are also bidirectionally and mechanically coupled to the input shaft of the transmission 150, and the bidirectional mechanical coupling among the three (i.e. the clutch 111, the main driving motor 140, and the transmission 150) can be either Coaxial (Coaxial) rigid coupling or parallel shaft rigid coupling. When the parallel shaft coupling is adopted, the mechanical shaft of the driving motor 140 may be mechanically coupled to the input shaft of the transmission 150 and the driving end of the clutch 111 in two directions through a large speed reducer with a fixed gear ratio. The mechanical shaft of the optional auxiliary drive motor (MG3)170 disposed at the position of hybrid P3 is mechanically coupled to the input shaft of the second transaxle 180 in both directions through a large speed reducer. The index primary drive motor (MG2)140 or the optional secondary drive motor (MG3)170 may be operable to: the electric energy is converted into mechanical energy for driving the ACE heavy card (electric driving), or the mechanical energy of the ACE heavy card is converted into electric energy (regenerative braking), and then the battery pack 130a or 130b is charged through the inverter 122a or 122b and the chopper 132a or 132b inside the ePSD 123, so that the energy is effectively recovered. The secondary drive motor (MG3)170 may be eliminated if a significant consideration is given to reducing system cost and complexity.

As one of the key components of the disclosure, a Vehicle Controller (VCU)201 of an ACE heavy card and an AI processor (AIU)202 work cooperatively, which is equivalent to the brain and cerebellum of a fuel-saving robot, and CAN predict a vehicle road-carrying power space-time function in an electronic horizon by using a vehicle dynamics equation (1-1) with a refresh frequency higher than 1 Hz and a kilowatt-level granularity based on information such as vehicle real-time positioning and attitude three-dimensional data (longitude, latitude, longitudinal slope) of a vehicle measured by a vehicle-mounted satellite navigation receiver (GNSS; navigator for short) 220, electronic horizon prior road three-dimensional data stored in a map instrument (MU)240, vehicle configuration parameters and dynamic condition data (vehicle speed, vehicle acceleration, etc.), vehicle longitudinal drive-by-line signals (reflecting driving intention of a human driver or AI driver), and dynamically controls one or more of the engine 101, the generator 110, the ePSD 123, the clutch 111, the drive motors 140&170, the automatic transmission 150, and the battery packs 130a & b in an "independent" manner, either individually or simultaneously, according to a Machine Learning (ML) algorithm that optimizes fuel consumption and emissions of the vehicle.

In some embodiments, VCU 201 may be a vehicle-scale high-performance embedded single-core or multi-core microprocessor. Similar to the addition of a graphics processor to an early personal computer for improving the image processing performance of the whole computer, the VCU 201 may also be externally connected with an AI inference chip (AIU)202 (also called AI processor) at the vehicle end, so as to improve the Artificial Intelligence (AI) inference operation capability when the vehicle end of the ACE heavy truck 010 executes an energy-saving and emission-reducing machine learning algorithm, and at the same time, the AIU 202 may also be upgraded to a hardware computing platform supporting an L4-level autopilot software stack. It is understood that, without limitation, the VCU 201 or AIU 202 may also be heterogeneous microelectronic hardware logic components, including: general purpose microprocessors (CPUs), Field Programmable Gate Arrays (FPGAs), Graphics Processors (GPUs), Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), system on a chip (SOCs), Complex Programmable Logic Devices (CPLDs), and the like.

Preferably, the engine 101 is a six-cylinder diesel engine or a natural gas engine for heavy trucks with the displacement of 9 liters to 13 liters and the peak power of 260 kilowatts to 350 kilowatts; an engine with larger displacement (13 liters to 16 liters) can be selected, the peak power of the engine can be larger than 400 kilowatts, more power margin is provided, when the highway climbs a mountain under the working condition (continuously ascends the mountain for more than ten kilometers, and the longitudinal slope is larger than 2.0 degrees), the climbing power of the vehicle is better, but the fuel-saving effect is basically not improved compared with the optimal engine, the volume, the weight, the cost and the suboptimum performance ratio of the engine are obviously increased; the peak power of an engine with smaller displacement (less than 9 liters) can be generally less than 300 kilowatts, although the oil saving effect is better, the volume, the weight and the cost are lower, the power margin of the engine is insufficient, when an expressway climbs a mountain, if the charge in a battery pack is exhausted and the driving motor cannot be continuously supplied with power, the climbing power of the ACE heavy truck 010 is obviously insufficient, the ACE heavy truck needs to be shifted down to slow down and can be continuously ascended, and meanwhile, the small horse draws a cart, the service life of the engine is shortened to be over long B0 (one million kilometers), and the cost performance is suboptimal. It will be appreciated that alternatively, engine 101 may alternatively be a vehicle gas turbine engine that meets the power requirements described above. The gasoline engine is obviously lower than a diesel engine in the aspects of combustion heat efficiency, low rotating speed, large torque, service life (B10 service life kilometers) and the like, and is not suitable for being used by a trunk logistics heavy truck.

Note that as shown in fig. 1, in various embodiments of the present disclosure, when clutch 111 is disengaged, the ACE heavy truck powertrain system is in a series hybrid mode; at the moment, no mechanical coupling exists between the engine 101 and the drive axle 160 or 180 of the vehicle, and the engine operation condition and the vehicle running condition are completely decoupled, so that the engine 101 can stably work for a long time at a plurality of specified operating points (specified rotating speed/torque) in a universal characteristic curve high-efficiency region (comprising an optimal fuel efficiency range and/or an optimal emission range). When the clutch 111 is closed and locked, the ACE heavy truck powertrain is switched to a parallel-hybrid mode; at the moment, the engine 101 is directly and bidirectionally mechanically coupled with the main drive axle 160 or the auxiliary drive axle 180 of the vehicle through the gearbox 150, the rotating speed of the engine 101 is determined by the vehicle speed and the gear of the gearbox 150, the output torque of the engine 101 can be still independently and dynamically adjusted and is not limited by the running condition of the vehicle, so the output power of the engine is still independently adjustable, and the engine is in a linear working condition rather than a point working condition in a high-efficiency region of a universal characteristic curve at the moment. Under the high-speed working condition, the engine can always stably work in a high-efficiency area through a gear shifting strategy of the gearbox. The sum of rated power of the generator 110(MG1) and the driving motor 140(MG2) is larger than the peak power of the engine 101, and peak load shifting of the transient power on the road of the vehicle can be realized according to the parallel mixing power balance equation set (3-1) & (3-2) by dynamically adjusting the total driving power of the double motors (110&140) in the parallel mixing mode, so that the dynamic equation (1-1) of the vehicle is satisfied in real time. A basic On-Off control strategy (On-Off) for a wire-controlled clutch 111, in high speed operation (average speed per hour higher than 50 km/h; little active acceleration or braking), preferably in a hybrid mode (clutch closed); in urban conditions or when driving on congested motorways (average speed per hour lower than 45 km/h; frequent active accelerations or brakes), the series-hybrid mode (clutch off) is preferred. The intelligent mode switching strategy (iMS) may be preferably selected, and is an advanced intelligent dynamic control strategy for the by-wire clutch 111, and the energy saving and emission reduction actual effect of the iMS strategy is better than that of the on-off control strategy, which will be described in detail later.

The difficulty of the traditional heavy truck engine electric control lies in that under the global working condition (namely within the range of all rotating speeds and torques), a plurality of contradictory targets of the dynamic property, the oil saving property, the emission property, the cost and the like of the engine are optimized at the same time, and increasingly strict emission regulations (including pollutant emission and carbon emission) of countries in the world are met; in the past two decades, the accumulated improvement range of the modern mass production heavy truck engine on the global scale is less than 15% in terms of two indexes, namely minimum specific fuel consumption (BSFC; gram/kilowatt hour) or thermal efficiency (BTE;), and actual integrated fuel consumption (liter/hundred kilometers), and the bottleneck of technology and production process is met. If the operating range of the engine can be changed from the global working condition to the limited working condition or the limited working condition, a new technical route is opened for breaking through the upper limit (46%) of the thermal efficiency (BTE) of the current mass-producible heavy truck engine through technical innovation, the oil consumption and the emission performance of the heavy truck engine are optimized to the maximum extent with high cost performance, and simultaneously, the more strict new internal combustion engine automobile emission (pollutant emission and carbon emission) mandatory regulations can be effectively provided for meeting the world countries in the next twenty years, so that the severe challenges are brought to the increasingly violent increase of the complexity and the product cost of the design, calibration and manufacture of a heavy truck engine body, an ECU and an exhaust gas treatment system (ATS).

Compared with ignition gasoline engines (SI) and compression ignition diesel engines (CI), the engine has the advantages of oil saving, high torque at low rotating speed, compact and durable performance, ultra-long service life (the service life of B10 is more than one million kilometers), high cost performance and the like, and becomes the first choice of most heavy trucks (more than 95%) in the world. However, diesel engines are inferior to gasoline engines in terms of emission of pollutants, particularly nitrogen oxides (NOx) and fine Particulate Matters (PM) harmful to the atmospheric environment and human health. The main stream post-treatment technical route in the world, which meets the mandatory regulations of emissions of American EPA-2010, Euro-6 and Chinese 6 engines, for reducing the emissions of pollutants NOx and PM in the exhaust gas of heavy-duty diesel engines, comprises a Selective Catalytic Reduction (SCR) and a diesel particulate trap (DPF), wherein when the internal working temperature (namely the exhaust gas temperature) reaches a specified high temperature (Light-off) higher than 250 ℃, the SCR and the DPF can normally and efficiently work; when the temperature of the tail gas is lower than 200 ℃, the catalytic conversion efficiency of the catalyst is greatly reduced, and the pollutant emission of the engine is increased dramatically; the low-temperature catalyst with the working temperature of 150 ℃ is still in early research stage in laboratories in Europe and America, and is calculated in ten years away from the time of mass production. When the diesel engine is in cold start, low-load operation and instant large-amplitude output power adjustment, the pollutant emission and specific oil consumption (g/kilowatt hour) of the diesel engine are greatly increased in a short period; under the working condition of a highway, the engine can stably work in an efficient area with a characteristic curve, and the pollutant emission and specific oil consumption of the diesel engine are low. The traditional heavy truck is difficult to simultaneously optimize oil consumption and pollutant emission in the whole rotating speed/torque range of the universal characteristic curve of an engine (namely under the surface working condition). The ACE heavy card can enable the engine 101 to stably work at least one optimal working condition point or at least two high-low state working condition lines in a high-efficiency area of a universal characteristic curve of the engine through controlling an intelligent start-stop (iSS) in an engine serial mixing mode or controlling an intelligent power switching mode (iPS) in a parallel mixing mode, basically eliminates transient working conditions except the high-efficiency area of cold start, low rotation speed or low-load idling of the engine, effectively improves and maintains the temperature of tail gas of the engine while reducing specific oil consumption and carbon emission, enables an after-treatment system (ATS) of the engine 101 to stably work in the high-temperature high-efficiency area (more than 250 ℃), reduces the emission of pollutants (NOx and PM), and achieves the beneficial effect of dual minimization of oil consumption and emission. Meanwhile, because the tail gas temperature of the ACE heavy truck is high and the NOx content is low, the SCR system can also reduce the consumption of consumable urea (g/hundred kilometers), thereby further reducing the operation cost of the ACE heavy truck; and the diesel engine and a Diesel Particulate Filter (DPF) of the ACE heavy truck can also stably work in respective high-efficiency areas for a long time, the problem that the DPF system is actively regenerated (Active Regeneration) through the stage forced parking for 30-45 minutes and the diesel engine excessive diesel oil injection idling is basically eliminated, so that the long-term pain point of an industrial user consuming time and oil, which is a large amount of particulates deposited in the diesel engine is eliminated, the fleet operation cost is further reduced, and the freight efficiency is improved.

Unlike conventional diesel heavy trucks, the engine of an ACE heavy truck can have a "clean cold start" function (CCS). When an ACE heavy card is used for cold starting an engine after long-term parking (more than ten hours) in outdoor severe cold (the ambient temperature is below minus 10 ℃), a vehicle VCU commands the wire control clutch 111 to be disconnected and the vehicle enters a series mixing mode by presetting cold starting preheating time by a driver; the battery pack can utilize ten kilowatt-hour-level effective direct current electric quantity, the hundred kilowatt-level ePSD 123 completes inversion and outputs alternating current, the SCR module of the tail gas post-processing system is rapidly heated (in minutes) through a vehicle-mounted catalyst Electric Heater (EHC) with power of dozens of kilowatts, after the temperature is raised to 250 ℃, the engine 110(MG1) drags the engine 101 to rotate without combustion to a specified idle speed between 500 revolutions/minutes and 800 revolutions/minutes under an electric drive mode, oil injection, compression ignition and power application are performed for the first time, and series-mixing intelligent start-stop control (iSS) is adopted for the engine; the Time from the ignition of the cold start of the engine to the Time when the exhaust aftertreatment system reaches the high-efficiency working temperature (namely the Light-off Time) can be greatly reduced by over 75 percent, and the pollutant emission amount can be reduced by over 75 percent compared with the pollutant emission amount of the traditional diesel engine during the cold start of a heavy truck; if the pollutant emission limit is reduced by more than 80% from the current EPA-2010 or national-6 emission regulations in order to achieve ultra-low emission diesel engines, the CCS function must be employed. When a traditional diesel engine is started in a cold mode by a heavy truck, a motor car is usually put into gear to start running after the engine is preheated for several minutes (namely, the time for heating the vehicle) after the engine is parked and idled; the preheating time of an SCR (selective catalytic reduction) module of an ACE (angiotensin converting enzyme) heavy truck Cleaning Cold Start (CCS) parking heating tail gas after-treatment system (ATS) is less than the heating time of a traditional heavy truck, the work of a driver is not delayed, and the preheating starting time can be preset by software; it should be emphasized that during the ACE heavy truck parking preheat engine aftertreatment system time, the engine 101 and the generator 110 do not work, the driving motors 140 and 170 do not work, and the vehicle does not have any vibration or noise; the power can be temporarily supplied by a battery pack, an alternating current end of an inverter 122a or 122b with rated power of hundreds kilowatts contained in the ePSD 123 is used for supplying power to an on-board catalyst Electric Heater (EHC) with power of tens of kilowatts, the temperature of the SCR module is rapidly increased from minus tens of degrees centigrade to 250 degrees centigrade within a minute-scale time, and the VCU 201 can automatically adjust the operation power consumption and the operation time of the catalyst Electric Heater (EHC) according to the data of the ATS temperature sensor. The heat insulation layer protects the vehicle post-processing system, the heat capacity of the system is high, the heat preservation time is in a sub-hour level, once the engine enters stable operation, the sub-minute level low-state working condition (non-combustion) operation of the PWM pulse sequence can not lead the working temperature of the catalyst in the post-processing system (ATS) to be reduced to below 250 ℃; when the engine is started hot or switched from the low-state working condition to the high-state working condition of the PWM pulse sequence, the EHC is not required to start the electric heating function, and at the moment, the after-treatment system (ATS) can keep high temperature and high-efficiency stable operation.

The six-emission standard of diesel heavy truck, which is enforced in China in 2021, is a great technical and commercial challenge for most local engine suppliers and key power assembly component suppliers in China, which are insufficient in technology accumulation. Under the precondition that the complete vehicle reaches and continuously meets the six national emission standards when leaving the factory, particularly the quality guarantee period of a 70 kilometer RDE emission system, the technical performance requirement of the ACE heavy truck diesel engine is reduced from the global surface working condition to the point working condition or the line working condition in the high-efficiency area of the engine, the comprehensive technical requirement is reduced or relaxed much compared with the comprehensive technical requirement of the traditional diesel heavy truck, a new opportunity is created for the commercial landing of multiple brand new and simple technical routes with high cost performance, and another new place for the survival and development of the vast China heavy truck power assembly and key part suppliers in the six national times is provided.

The power of an electric motor is proportional to the product of its speed and torque, while the volume, weight, and cost of the motor are highly correlated to its maximum torque positive. The hybrid or pure electric passenger vehicle (the total weight is less than 3.5 tons) mostly adopts a medium-sized motor with high rotating speed (the peak value is more than 12000 r/min) and low torque (the peak value is less than 350 nm); the hybrid heavy truck mostly uses a large-scale vehicle gauge motor with low rotating speed (the peak value is less than 3000 r/min) and large torque (the peak value is more than 1500 nm). For example, a large motor I with a rotation speed of 1200 rpm and a peak torque of 2000 nm and a small motor II with a rotation speed of 12000 rpm and a peak torque of 200 nm are rated at 251 kw; however, motor I is significantly higher in volume, weight, and cost than motor II. ACE weight cards are less limited in size and weight than passenger car applications to subsystems such as motors and battery packs, but are highly sensitive to their cost. In the aspect of annual production and sales volume of new energy vehicles, the passenger vehicle is nearly thirty times higher than the heavy truck. The rated power of a high-rotating-speed low-torque motor used by the current new energy passenger car is mostly less than 175 kilowatt, and the unit cost (dollar/kilowatt) is obviously reduced year by year along with the increase of the yield; however, the unit cost (dollar/kilowatt) of a low-speed and high-torque large-scale motor with the rated power of more than 200 kilowatts, which is used by a large-scale commercial vehicle with new energy (the total weight is more than 15 tons), is still high in the next twenty years, and is difficult to obviously reduce year by year. The new energy passenger car or heavy truck has basically the same requirements on electric power electronic core devices such as IGBT or SiC and the like, and the devices of the same voltage platform can be used universally. If the hybrid power heavy card can be close to the technical requirements of the new energy passenger car as much as possible on the model selection (particularly voltage platform, peak torque, peak power and the like) of the large three-electric system (motor, battery and electric control), even partially overlapped, the large three-electric system of the ACE heavy card is very favorable for fully utilizing the scale effect of the mature supply chain of the new energy passenger car, the cost is reduced year by year, and the quality and the supply are guaranteed.

Preferably, for the embodiment of fig. 1, the standard generator (MG1)110 is a Permanent Magnet Synchronous Motor (PMSM) with a rated power of 150 kw to 225 kw, or an ac induction motor or a reluctance motor meeting the above rated power requirement is selected; the standard main driving motor (MG2)140 preferably selects a permanent magnet synchronous motor with the rated power of 175 kilowatt to 250 kilowatt, and can also select an alternating current asynchronous motor or a reluctance motor with the same power specification; the auxiliary driving motor (MG3)170 is preferably a permanent magnet synchronous motor with the rated power of 125 kilowatt to 200 kilowatt, and can also be an alternating current asynchronous motor or a reluctance motor with the same power specification. In the various embodiments of fig. 1, if the rated powers of the three motors (110, 140, 170) are respectively beyond the above preferred parameter ranges, the ACE heavy truck can still work normally; when the rated power is lower than the optimal lower limit value, the cost, the volume and the weight of the motor are all reduced, but the dynamic property and the fuel saving rate of the vehicle are also reduced; when the rated power is higher than the upper limit value, the dynamic property and the fuel saving rate of the vehicle are improved, but the cost, the volume and the weight of the motor are obviously increased; are all suboptimal. The peak power (10 second pulse) of the motor or the battery pack is obviously higher than the continuous rated power, and the overload rate can reach more than 150% in 10 seconds.

The electrical power splitter (ePSD)123 shown in FIG. 2 is a hundreds kilowatt rated Power Electronic (PE) network with three ports containing at least two Insulated Gate Bipolar Transistor (IGBT) or silicon carbide (SiC) power modules, but may not contain any power supply or electrical energy storage device. The three-terminal network has various power electronic circuit topology designs, and can realize the input and output characteristics of the three-terminal network and the functions of various internal subsystems. It should be noted that the present disclosure is not intended to be limited to a specific circuit topology implementation of a three-terminal PE network including IGBT or SiC power modules, but rather, should fall within the scope of the present disclosure, as long as the various power electronic circuit topology designs are capable of implementing the key input-output functions and characteristics of the ePSD 123 described in the present disclosure. In view of the flexibility of the integrated design of the power electronic module, to improve the system performance and/or reduce the cost, the inverters 121, 122a & b, the choppers 132a & b, the voltage-controlled switches (VCS)133 and the like inside the ePSD 123 may be integrated in one metal box or distributed in a plurality of metal boxes, and the distributed packaging arrangement is adopted. At present, the IGBT is a global mainstream vehicle specification power electronic power module with the highest cost performance, a silicon carbide (SiC) power module is a back-start power module, the performance is better, but the cost is higher recently, but the market occupation ratio can be promoted year by year along with the increase of the yield of SiC. The IGBT module referred to in this disclosure may generally refer to various power electronic power modules that have been industrialized, including IGBTs or SiC.

In the embodiment shown in fig. 2, port I of the ePSD is bidirectionally electrically coupled to the three-phase ac output of the external generator (MG1)110 at the ac terminal of the internal inverter 121; port II the ac terminal of the internal inverter 122a is bidirectionally electrically coupled to the three-phase ac output of the external primary drive motor (MG2)140, and the ac terminal of the internal inverter 122b is bidirectionally electrically coupled to the three-phase ac output of the external secondary drive motor (MG3) 170; the low-voltage end of the port III internal chopper 132a is in bidirectional direct current connection with the external battery pack 130 a; the low voltage end of chopper 132b is bi-directionally dc coupled to external battery pack 130 b. The DC terminals of all inverters (121, 122a, 122b) are bidirectionally and DC-coupled to the DC bus junction X of the ePSD, and the high-voltage terminals of all choppers (132a, 132b) are also bidirectionally and DC-coupled to the DC bus junction X inside the ePSD. One end of a voltage-controlled switch (VCS)133 with rated power of hundred kilowatts is electrically connected with the bus point X in a unidirectional direct current mode, and the other end of the voltage-controlled switch is electrically connected with a brake resistor 131 with a radiator in an external hundred kilowatt mode in a unidirectional direct current mode. The dc terminal of the ten-kilowatt inverter 134 is bidirectionally coupled to the dc bus junction X, and the ac terminal thereof is bidirectionally coupled to the external ac distribution board 135.

The voltage-controlled switch 133 is preferably implemented by an IGBT power module, and the voltage-controlled switch is controlled to be turned on or off by a direct-current voltage triggering method, which is defined by software and is dynamically adjustable, so the voltage-controlled switch is called a voltage-controlled switch. The implementation method of the intelligent voltage control switch (iVS) control strategy is as follows: v_on＝(1+k_on)V_bus0；V_off＝(1+k_off)V_bus0(ii) a Wherein V_onTo turn on the voltage threshold, V_offIs the off voltage threshold; v_bus0The rated voltage of the direct current bus is preferably 600V-750V; k is a radical of_onThe conduction bias coefficient is preferably in the range of 2% -10%; k is a radical of_offFor disconnecting the offset coefficient, the preferable range is-5% to + 2%; k is a radical of_onAnd k_offDefined by software, can be dynamically adjusted respectively; when the DC voltage of the junction point X is equal to the turn-on voltage V_onThe voltage controlled switch 133 can be switched from the off state with a millisecond response timeSwitching to a conducting state and keeping the conducting state to enable the brake resistor 131 to become an effective electric load of the ePSD 123; when the DC voltage at the junction point X is equal to the cut-off voltage V_offThe voltage controlled switch 133 can be switched from the on state to the off state and remain off with a response time of the order of milliseconds. When the transient state of charge (SoC) function value of the battery pack 130a or 130b exceeds the upper red line URL, the chopper 132a or 132b will quickly cut off the charging path (on the order of ten milliseconds) to the battery pack in order to protect the battery pack; however, if the ACE heavy card still needs the regenerative braking function of the driving motor 140 or 170, and if the ac generated by regenerative braking suddenly loses the effective electrical load, the dc voltage at the junction point X will be suddenly and sharply increased, and exceed the breakdown voltage (e.g. 1200V) of the IGBT module, a transient "limit voltage pulse condition" occurs, which may cause each IGBT module or other electronic components inside the ePSD 123 to suffer permanent damage. It is emphasized that the intelligent voltage controlled switch (iVS) control strategy disables the battery pack 130a &b, when the vehicle is basically flooded (the SoC reaches the URL), the brake resistor 131 is switched on to provide a steady-state vehicle non-friction type speed slowing function, and another important transient overvoltage protection function is provided to prevent major electronic components including the IGBT module in the ePSD 123, such as the inverters 121, 122a, 122b and the choppers 132a, 132b, from generating a serious failure mode such as tripping interruption or permanent damage (especially IGBT overvoltage breakdown damage) under some limit conditions of the ePSD 123. The rated power of the voltage-controlled switch 133 is preferably 200 kilowatts to 350 kilowatts; the rated power of the corresponding brake resistor 131 should be less than the rated power of the voltage-controlled switch; from the aspects of increasing the system redundancy and reducing the cost, two sets of voltage-controlled switches with the rated power of about 150 kilowatts and matched brake resistors can be preferably connected in parallel to realize the voltage-controlled switch (VCS) function with the total rated power of 300 kilowatts.

When the rated voltage V of the battery pack 130a or 130b is applied_bpRated voltage V of direct current bus equal to ePSD 123_bus0In order to simplify the system and reduce the cost, it is considered to omit the chopper 132a or 132b and to connect the battery pack to the bus point X in both directions; but the rated voltage of the battery pack must be solidified to be equal to the rated voltage of the direct current bus, and The battery pack also loses the function of actively and flexibly adjusting hundreds of kilowatt-level transient charge and discharge power; at the same time, ePSD 123 also loses the ability to flexibly match various cost-effective battery packs with different rated voltages of the supply chain through software definition (field or OTA remote iteration); is a suboptimal option. The battery pack 130a or 130b is one of subsystems with the highest cost of the ACE heavy truck, and is also a potential short plate for the dynamic property, reliability and durability of the whole vehicle, and the high-rate partial charge-discharge (HRPSoC) characteristic curve and the cycle life of the battery pack are highly related to dynamic working condition data such as the state of charge (SoC) and the battery core temperature of the battery pack; another benefit of using the chopper 132a or 132b is that the transient charging and discharging rate of the battery pack (132a or 132b) can be rapidly adjusted (with a ten-millisecond time delay) according to the battery pack HRPSoC digital characteristic curve list, the battery cell working condition data (SoC, temperature, etc.), and the ACE heavy truck complete vehicle dynamic working condition data provided by the battery pack supplier, so that the battery pack can stably work in the high-efficiency region for a long time, thereby achieving the beneficial effect of optimizing the performance and cycle life of the battery pack.

The direct current bus confluence point X in the ePSD 123 is a nerve center of a power grid of an ACE heavy card hybrid power assembly, the unique direct current voltage time-varying function of the point and the set of direct current time-varying functions of all the incoming and outgoing branch circuits describe the dynamic working state of an ACE heavy card power circuit mathematically and completely, and is a key point for operation energy conservation, emission reduction and safety control of the ACE heavy card. The bus point X is a point in circuit topology, but there are many physical implementations, such as a piece of metal bus bar or a section of multi-joint high power cable.

ePSD 123 may include several power electronic function modules (e.g., inverters 121, 122 a) by pairing&b. 134; chopper 132a&b; voltage-controlled switch 133, etc.) to implement digital control, realize that the paths, amplitudes, and directions of electric power flows are dynamically adjusted among three ports thereof with ten-millisecond-level response time and hundred-kilowatt-level electric rated power amplitude, fuse mechanical power flows and electric power flows according to series-hybrid power equations (2-4) or parallel-hybrid power equations (3-3), and dynamically match on-board power P_v(raw Load Power) time-varying function, satisfying the vehicle dynamics equation (1-1) in real time. ByTherefore, the VCU 201 and the AIU 202 cooperatively operate and control the clutch 111 and the ePSD 123 according to an energy-saving emission-reducing machine learning algorithm, the vehicle can respectively realize smooth switching between two different control modes of series mixing iSS and parallel mixing iPS (namely intelligent mode switching iMS), and the oil consumption and the emission of the engine are optimized (namely minimized) on the premise of meeting the driving dynamic property, the safety and the freight timeliness of the vehicle. The ACE heavy card has low switching frequency between the serial and parallel mixed modes of vehicles under the scene of main line logistics application, and switches less than twenty times per hundred miles on average.

Alternatively or additionally, ePSD 123 may be equipped with sensors and memories capable of measuring and recording the dynamic voltage V at the DC bus junction X at a measurement frequency of not less than 5 Hz _bus(t) and current I_g(t)，I_m(t)，I_bAnd (t) uploading the time series as a part of the fuel-saving data set to the cloud computing platform 001 in time (hour-scale time delay) through the vehicle-mounted wireless communication gateway 210 for subsequent analysis and processing. Embodiments of the fuel economy data set will be described in detail later.

The electric power balance equation at the dc bus confluence point X inside the ePSD 123 is known as follows:

P_g+P_bat+P_m+P_br＝0(4-1)。

wherein P is_g∈[-P_igx,P_igx],P_bat∈[-P_bx,P_bx],P_m∈[-P_imx,P_imx]。P_igxIs the peak power, P, of the inverter 121_bxIs the total peak charge-discharge power, P, of the main battery pack 130a and the sub battery pack 130b_imxIs the total peak power, P, of inverters 122a and 122b_bx>P_imx>P_igx。P_gIs a transient electric power time-varying function of the generator (MG1)110 and is controlled by the inverter 121, P_gxIs its peak power (P)_igx>P_gx) The positive value is driving power (electric energy is changed into mechanical energy), and the negative value is generating power (mechanical energy is changed into electric energy); p_batIs a battery pack (130 a)&b) The total transient electric power time-varying function is controlled by a chopper (132 a)&b)，Positive values are charging power (electric energy to chemical energy), negative values are discharging power (chemical energy to electric energy); p_mIs a time-varying function of the total transient electric power of the main drive motor (MG2)140 and the auxiliary drive motor (MG3)170 and is controlled by the inverter 122a&b，P_mxIs its peak power (P)_imx>P_mx) Positive values are driving power (electric energy is changed into mechanical energy), and negative values are regenerative braking power (mechanical energy is changed into electric energy, and energy is recovered); p _brThe transient electric power time-varying function of the brake resistor 131 is controlled by the voltage-controlled switch 133, and is non-negative and the peak power is not less than the peak power of the main driving motor (MG2) 140. In this disclosure, unless specifically noted, peak power, for an engine, refers to its maximum continuous mechanical power; for a motor, inverter, chopper, or battery pack, it is intended that the maximum pulsed electrical power for 10 or 15 seconds is significantly greater than the rated power (i.e., maximum continuous electrical power).

While the embodiment of the present disclosure is described, a description will be given with a focus on a case where only the main drive motor (MG2)140 and the main battery pack 130a are standard. If the ACE heavy truck system further includes an optional secondary drive motor (MG3)170 and/or a secondary battery pack 130b, one of ordinary skill in the art will readily expand the description to follow. Under a high-speed working condition (the average speed per hour is more than 50 kilometers per hour, and active acceleration or braking is seldom performed), the clutch 111 can be preferably closed, and a mixed mode is realized; in urban/suburban conditions and congested highways (average speed per hour is less than 45 km/h, frequent active acceleration or braking), the clutch 111 can be preferably switched off to realize the series-mixing mode. When the ACE heavy truck encounters a long slope or a high mountain (the absolute value of a longitudinal slope is larger than 2.0 degrees, and the continuous uphill or downhill distance exceeds 5 kilometers), the combined mode is preferably selected for the consideration of the safety and the dynamic performance of the vehicle, no matter the average speed is high or low. In a main line logistics application scene, nearly 90% of mileage is in a high-speed working condition, and the clutch 111 of the ACE heavy truck does not need to be frequently switched. Meanwhile, due to the dynamic cooperation of the double motors (MG1 and MG2), the two motors can quickly and accurately control the rotating speed or the torque of the two motors respectively, and the ACE heavy truck power assembly does not have obvious interruption of driving torque and vehicle running suspension and frustration in a second-level transition period of switching the on-off state of the clutch 111, so that the power performance and the NVH performance of the whole vehicle are obviously superior to those of the internal combustion engine heavy truck in the prior art.

The battery pack 132a & b is one of subsystems with the highest cost of the ACE heavy truck, and is also one of potential short plates for the power performance, reliability and durability (namely long service life) of the entire ACE heavy truck, so that the cost performance design of the battery pack is very important. Compared with a hybrid light vehicle, the technical requirements of the ACE heavy card on the power type battery pack are obviously different. The ACE heavy card has no rigid limit on the volume and the quality of a battery pack with the total capacity of dozens of kilowatt hours, but has higher requirements on high and low temperature resistance (the environmental temperature range is between minus 30 ℃ and plus 50 ℃) and impact shock resistance of the battery pack, and particularly has a requirement on the equivalent deep cycle life (namely the equivalent full-charge and full-discharge times; 100 percent DOD) of the battery pack under the working condition of high-rate partial charge and discharge (HRPSoC) which is several times higher. For example, the cumulative electrical throughput of an ACE heavy card's battery pack over the full life cycle is greater than 30 ten thousand kilowatt-hours; if the effective capacity of the power type battery pack is 30 kilowatt-hours, the continuous charge and discharge rate of the battery pack is higher than 5C, the peak (10 second) charge and discharge rate is higher than 12C, and the equivalent deep cycle life is higher than 12000 considering the end of life cycle (EOL) decay rate of 20%.

By blending a main battery pack 130a (with the capacity of 10-20 kilowatt hours) of a high-performance (low-temperature high-rate charge and discharge), ultra-long service life and high-cost lithium titanate battery cell (LTO) and an LFP or NCM auxiliary battery pack 130b (with the capacity of 20-50 kilowatt hours) with lower cost, the cost performance of the whole vehicle system can be optimized according to the specific application scene of the ACE heavy card 010. When the vehicle is parked outdoors for more than 10 hours in cold winter (below minus 10 ℃), the LTO main battery pack 130a is cold-resistant and can immediately participate in high-rate charging and discharging work after the vehicle is cold-started; at this time, the secondary battery pack 130b using the LFP or the ternary lithium battery cell is controlled by the chopper 132b, and may temporarily not participate in the work or the low-rate work, and the secondary battery pack 130b may start the high-rate work only after the temperature of the battery cell inside the secondary battery pack 130b is heated to more than 10 ℃ after traveling for more than ten minutes. The battery packs 130a and b are one of the most expensive subsystems in the ACE heavy truck, two or even a plurality of battery packs with different electrochemical cells are mixed and matched, the comprehensive performance of the battery packs is improved beneficially, the total cost of the battery packs is reduced, and the method is of great importance for optimizing the comprehensive cost performance of the ACE heavy truck. The chopper 132a or 132b can dynamically and continuously adjust the charging and discharging current value of the battery pack 130a or 130b according to the charging and discharging characteristic curve of the battery cell at different temperatures and protective limiting conditions of various battery cells through a Pulse Width Modulation (PWM) technology, software definition and remote iterative upgrade (OTA), and optimize the performance, the electric throughput and the equivalent cycle life of the battery pack under the precondition that the dynamic property of the ACE heavy truck is ensured to be met.

The LTO single-core voltage is only 2.2V, which is lower than the LFP single-core voltage by 3.3V and the NCM single-core voltage by 3.7V. For a battery pack with the same capacity (kilowatt-hour), a high-voltage battery pack scheme (more batteries are connected in series and less in parallel; the rated voltage is about 650V) is compared with a low-voltage battery pack scheme (more batteries are connected in parallel and less in series; the rated voltage is about 400V), the design and control of a Battery Management System (BMS) of the high-voltage battery pack are more complicated, the material and manufacturing cost of the whole battery pack are higher, and the redundancy and robustness of the system are poorer; meanwhile, the latter can obtain a battery pack with higher cost performance by taking advantage of a voltage platform (such as a range of 300V-450V) of the mainstream new energy passenger vehicle more easily, and the quality and the supply are guaranteed through multiple channels. The ACE heavy card can preferably adopt a battery pack consisting of at least two different electrochemical cells to be connected in parallel and mixed, and is beneficial to improving the cost performance of the ACE heavy card system. The rated voltage range of a lithium ion power battery pack adopted by the current global mainstream new energy passenger vehicle is 300V-500V (400V platform battery pack for short), a mature supply chain exists, the annual output and sales volume of the vehicle lithium ion power battery of dozens of leading manufacturers in three countries of China and Korean accounts for more than 85 percent of the global market share, the global output of the 400V platform battery pack rapidly rises year by year, and the cost (dollar/kilowatt hour) obviously decreases year by year; the battery pack (800V platform battery pack for short) with the rated voltage higher than 600V has more than one order of magnitude of global production per year, the 800V platform battery pack has higher cost, fewer qualified suppliers and low annual price reduction amplitude. The peak electric power of the ePSD 123 can reach 500 kilowatts, and the preferred range of the rated voltage of a direct current bus is 600V-800V (namely 800V platform). The battery pack (130a & b) used in the method has the preferred rated voltage value of 350V to 450V, and the rated voltage value is overlapped with the rated voltage range of the battery pack of the mainstream new energy passenger vehicle with huge annual production and marketing amount as much as possible, so that the mature 400V platform power battery supply chain of the current new energy passenger vehicle is fully utilized, and the cost is reduced and the supply is protected. These battery packs 130a or 130b may be respectively matched with the rated voltage of the dc bus of the ePSD 123 through a hundred kilowatt bidirectional Buck-Boost dc-dc converter (Boost-Buck, also called chopper) 132a or 132b inside the port III of the ePSD 123, as shown in fig. 2. Besides direct current transformation, the chopper (132a & b) has another beneficial function that the amplitude and direction of the charging and discharging direct current of the battery pack (130a & b) can be automatically and accurately adjusted through software definition and remote update iteration (OTA) of a microprocessor contained in the chopper (132a & b) according to the charging and discharging characteristic curves of various battery cells at different temperatures or different stages of life cycles (SOH) and various limiting conditions of battery pack manufacturers for ensuring the cycle life and safety of the battery cells to the working conditions of the battery cells in the range of 0% -100% of the charging and discharging peak current of the battery pack through Pulse Width Modulation (PWM), so that the performance and cycle life of the battery pack are optimized (Optimization) in the whole life cycle; meanwhile, the chopper 132a & b can be used for intelligently preheating the battery packs 130a & b in cold winter in a pulse mode (iPH), the technical problem that the lithium ion battery is not cold-resistant but difficult to efficiently and uniformly heat is solved by means of high cost performance technical measures, and detailed descriptions are given later.

Preferably, the main battery pack 130a can adopt a lithium titanate battery cell (LTO) combination with a total capacity in a range of 12KWh to 26KWh, can be continuously charged and discharged for 5C to 10C, 10 s or 15 s, and can be charged and discharged for 15C to 30C at a pulse peak value, the cycle life (namely the total accumulated electric quantity of the throughout life cycle) of equivalent deep charging and discharging (100% DoD) exceeds 1.2 ten thousand times, and the working environment temperature is-30 to +55 ℃. In modern commercialized automobile-sized power batteries with various electrochemical formulas all over the world, only one set of lithium titanate battery core (LTO) can meet all the harsh requirements of the ACE heavy-duty battery pack, particularly the requirements of ultra-long cycle life and low-temperature high-rate partial charge and discharge. The disadvantage of lower specific energy (Wh/KG) for LTO cells is not a problem for ACE heavy-duty card applications, but another disadvantage of LTO battery packs is their high cost and few globally available suppliers, with the cost per KWh (or degree) cell (in cells/watt-hours) being more than three times that of other mainstream automotive grade lithium ion cells (e.g., LFP, NCM, NCA), resulting in long-term cost increase and degradation of LTO battery packs, and if LTO cells are used in their entirety, severely limiting ACE heavy-duty card applications to a wide range worldwide due to the high overall cost of the battery pack. The main battery pack 130a may also be a power cell suitable for high-rate partial charge-discharge (HRPSoC) applications in harsh operating environments, as follows: a nickel metal hydride battery (NiMH), a lithium iron phosphate (LFP), a ternary lithium ion battery (NCM/NCA), or a carbon lead battery (PbC); the four battery cells can only meet the requirement of the ultra-long cycle life of 1.2 ten thousand equivalent depth charge-discharge (100% DoD) by at least two sets of battery cells, and meanwhile, the cost (unit/watt hour) of the four battery cells is obviously lower than that of a lithium titanate battery cell, but the requirement of the ultra-long cycle life can be met by two sets of systems; it is also contemplated that the battery packs comprising the cells with different electrochemical compositions may be mixed and matched in parallel, as shown in fig. 2, and the total capacity of the battery packs (130a and 130b) is increased to a range of 40KWh to 90KWh, so as to optimize the cost performance of the battery packs in the life cycle of the ACE heavy truck.

Preferably, the sub-battery pack 130b may employ a lithium ion power type cell (continuous charge and discharge rate 3C +) of a main stream in a capacity range of 20KWh to 50KWh, such as a lithium iron phosphate (LFP) or a ternary lithium (NCM or NCA) cell. Certainly, the auxiliary battery pack 130b with the capacity larger than 50KWh can be selected, so that the dynamic property of the whole vehicle under various operating conditions is enhanced, and the upper limit value of the equivalent cycle life of the battery pack and the peak value of the charge-discharge multiplying power are reduced; however, the weight, volume and cost of the high-capacity battery pack are obviously increased, and the comprehensive cost performance is not optimal and needs to be comprehensively considered. In the invention, the battery pack acts like a high-power engine with a small-size oil tank and is characterized by extremely strong explosive force but insufficient endurance. The battery packs 130a & b can continuously supply the 120KW rated electric power of the driving motor (140 or 170) in a long time (more than 10 minutes), and can also supply the peak electric power of the driving motor exceeding 300KW in a short time (minute level). Assuming that the total effective capacity of the battery pack is 30KWh, the rated power of the driving motor is 300KW, when the power generating unit outputs zero power in the series mixing mode, the battery pack continuously discharges from an Upper Red Line (URL) of a charge state (SoC) of the battery pack to a Lower Red Line (LRL) at 10C, the battery pack can continuously supply power to the driving motor independently at 300KW intensity for 6 minutes, and an ACE heavy card with full load (total weight of 40 tons) can purely drive for 10 kilometers at a speed of 90 kilometers per hour on a smooth and non-blocked highway.

The ACE heavy card adopts a power type battery pack, needs to support the charge and discharge requirement that the total continuous power of a driving motor is close to 200KW or the 10-second pulse peak power is close to 400KW, the effective capacity range of the battery pack (130a & b) is preferably 25 KWh-65 KWh, the average continuous charge and discharge multiplying power range of the battery pack is 3C-8C, the 10-second peak charge and discharge multiplying power range is 6C-16C, and the charge multiplying power (continuous or peak value) of the battery pack is often higher than the discharge multiplying power, and the ACE heavy card works in an asymmetric mode. If the ACE heavy card is required to realize 30% oil saving compared with the traditional diesel heavy card, the equivalent accumulated throughput capacity in the whole life cycle of a battery pack (namely in 50 ten thousand miles) is up to more than 30 ten thousand KWh. If a battery pack with 30KWh effective capacity at the initial stage of life (BOL) is selected, and the capacity attenuation rate at the end stage of life (EOL) of the battery pack is considered to be 20%, the cycle life of equivalent deep charge and discharge (100% DoD) of the battery pack needs to be as long as 1.2 ten thousand times; the requirements of the ACE heavy truck battery pack on the performance and the service life of the battery core are obviously higher than those of a new energy passenger vehicle. The ACE heavy truck needs a chopper (132a or 132b) to be in real-time communication with a Battery Management System (BMS), and the actual charging and discharging multiplying power of a battery pack can be dynamically controlled according to data such as the transient state of charge (SoC), the temperature of the battery cell, the state of health (SOH) of the battery pack (130a or 130b) and the like, so that the optimization of the performance and the cycle life of the battery pack can be more effectively and reliably realized.

In order to ensure that the performance of the power-type battery pack reaches the standard and achieve an ultra-long cycle life, the current amplitude and direction of high-rate charge and discharge must be dynamically adjusted according to the working condition data (SoC, SoH, temperature, voltage and the like) of the battery packs 130a and b under the working condition of high-rate partial charge and discharge (HRPSoC), and the time-varying function of the charge states (SoC) of all the battery cells of the battery packs is strictly controlled. The charging and discharging of the power type battery cell generally has 80% to 90% of the Upper Red Line (URL) of the SoC, 10% to 20% of the Lower Red Line (LRL), 65% to 75% of the optimal upper limit (BUL) and 30% to 40% of the optimal lower limit (BLL). When the battery pack SoC works in a high-efficiency area between the optimal down line (BLL) and the optimal up line (BUL), the performance, the safety and the cycle life of all the battery cells are optimal; the core of the battery pack predictive charge control strategy is to ensure that the battery pack stably works in a high-efficiency area to the maximum extent on the premise of ensuring that the ACE heavy truck simultaneously optimizes dynamic property and energy-saving and emission-reducing effects; if the battery pack is forced to continue the charging and discharging operation of the high-rate part outside the red line range of the SoC, serious long-term negative effects on the transient performance, the safety and the cycle life of the battery pack can be generated, and the negative effects are avoided as far as possible.

When the ACE heavy card 010 is in a series mixing mode (when the clutch 111 is disconnected) or a parallel mixing mode (when the clutch 111 is closed), the VCU 201 cooperates with the AIU 202 to perform series mixing intelligent start-stop control (iSS) or parallel mixing intelligent power switching control (iPS) on the transient output power of the engine 101 according to an energy-saving emission-reducing machine learning algorithm, vehicle configuration parameters, the operation conditions of the whole vehicle and all related subsystems, road-borne transient power, three-dimensional information (particularly a longitudinal slope function) of an electronic horizon road and road-borne power prediction, so that the ACE heavy card battery pack (130a & b) can meet the equation (2-4) or (3-3) of power balance in a transient state, can also continuously adjust the time average value (such as five-minute rolling time average power) of the output power of the engine, and can be realized in the following three charge modes (CS, mass charge mode, mass mode and charge mode) by controlling hundred kilowatt-level electric power dynamic distribution among three ports of the ePSD 123 CD. CI) continuously or smoothly switching between: 1) in a charge maintenance mode (CS), a transient state-of-charge time-varying function (transient SoC) and a minute-level time-average state-of-charge function (average SoC) of a battery pack need to be maintained continuously fluctuating between an optimal lower line (BLL) and an optimal upper line (BUL), at this time, a minute-level time-average output power function (engine average power) of an engine 101 is substantially equal to a minute-level time-average value (road-load average power) of vehicle road-load power, vehicle driving (series mixing or parallel mixing) is mainly performed by the engine 101, the battery pack 130a or 130b supplies power to a driving motor 140 or 170, so that peak clipping and valley filling of the road-load transient power are realized, and a vehicle dynamic equation (1-1) is satisfied in real time; 2) under a charge consumption mode (CD), the transient state of charge of the battery pack continuously fluctuates, the average state of charge (namely, the average SoC) continuously drops between a Lower Red Line (LRL) and an Upper Red Line (URL), at the moment, the average power of the engine is obviously smaller than the average power of the road load, the vehicle driving (series mixing or parallel mixing) is assisted by the engine 101, the battery pack 130a or 130b is mainly used for supplying power to the driving motor 140 or 170, the peak clipping and valley filling of the transient power of the road load are realized, and the vehicle dynamic equation (1-1) is satisfied in real time; 3) in the charge increasing mode (CI), the transient SoC of the battery pack continuously fluctuates and the average SoC continuously increases between a Lower Red Line (LRL) and an Upper Red Line (URL), at this time, the average power of the engine is significantly greater than the average power on the road, the vehicle drive (series hybrid or parallel hybrid) is mainly based on the engine 101, the drive motor assists in peak clipping and valley filling of the transient power on the road, the vehicle dynamics equation (1-1) is satisfied in real time, the mechanical power of the engine is used for driving the vehicle directly in the parallel hybrid mode or indirectly in the series hybrid mode except for most of the mechanical power, and the remaining mechanical power continuously charges the battery pack 130a or 130b through the generator 110, so as to ensure that the SoC average value of the battery pack continuously increases with time.

The electric energy stored in the battery packs 130a & b may be divided into two types, one type is "Engine Charge" generated by driving the generator 110 by the Engine 101, and is "high-cost electric energy", which is simply "Engine electric energy"; the other is "regenerative braking Charge" (Regen Charge) generated by recovering mechanical energy of the vehicle through regenerative braking by the electric machine 110, 140, or 170, which can be regarded as "quasi-zero cost electric energy" and referred to as "regenerative electric energy" for short. In order to reduce the comprehensive oil consumption (FC; liter/hundred kilometers) of an ACE heavy card in the whole transportation event to the maximum extent, firstly, the electric energy (namely charge) in a battery pack (130a or 130b) needs to be discharged and charged at any time as much as possible, and the accumulated throughput total electric energy (KWh; the sum of the electric energy of an engine and the regenerated electric energy) or the charge turnover rate (defined as the ratio of the accumulated throughput total electric energy to the equivalent capacity of the battery pack) of each transportation event is improved; secondly, the proportion of the regenerated electric energy in the total electric energy is improved to the maximum extent, and the proportion of the electric energy of the engine is reduced as much as possible; the probability of the bad situation that the newly added regenerative electric energy cannot be accepted any more because the state of charge (SoC) of the battery pack reaches a red line (URL) and the voltage-controlled switch 133 is triggered to be switched on, and the regenerative braking electric energy is completely wasted by the brake resistor 131 is reduced to the maximum extent. According to the prior 3D road data of the vehicle-mounted map instrument 240, the vehicle configuration parameters and the dynamic condition data, the ACE heavy truck can accurately measure and calculate the road-borne transient power space-time function and the average power space-time function (minute rolling average) in the electronic horizon (in an hour level or a hundred kilometer level) in real time (in a sub-second level time delay) at kilowatt level granularity, the ACE heavy truck can always work well without rain unless the regenerative braking charge (namely the quasi-zero-valent electricity) accumulated and recovered when the vehicle encounters a long slope (for example, more than 10 kilometers) exceeds the total effective capacity of the battery pack, the ACE heavy truck can maximally and stably work in a high-efficiency area by dynamically adjusting the difference between the road-borne average power and the engine average power in a just-in-time (JIT) mode to discharge the electric energy of the battery pack with charge, and can avoid that the LR can not be provided due to the fact that the battery pack is full (URL) and cannot recover the electric energy or the air (SoC is over to the red line L) to the red line L Two adverse scenarios of dynamic explosive force occur, and the regenerative braking charge turnover rate maximization and the engine charge turnover rate minimization are simultaneously sought. Obviously, for an ACE heavy card operating in a mountain area for a long time, a power type battery pack with large capacity (for example, the effective capacity is more than 50 kilowatt hours) should be configured; and the ACE heavy card which runs nationwide is configured with a power type battery pack with effective capacity less than 30 kilowatt-hour, so that the cost performance is higher. The core of the ACE heavy truck fuel-saving strategy (namely the bottom core function of an I-level fuel-saving robot eBOT) is that on the premise of ensuring the dynamic property and the active safety of a vehicle, the positive and negative fluctuation of hundred kilowatt-level longitudinal slope power brought by the prior road three-dimensional data in an electronic horizon and the longitudinal slope change along the road are fully utilized, and through Predictive Adaptive Cruise Control (PACC) (namely one-dimensional longitudinal L1-level automatic driving), the pulse width modulation control (PWM) or pulse amplitude modulation control (PAM) is respectively carried out on the transient power of an engine or the transient power of a battery pack, the path, the amplitude or the direction of the mechanical power flow and the electric power flow of the vehicle are dynamically adjusted, the vehicle dynamics equation (1-1) and the power balance equation (2-4) or (3-3) are satisfied in real time, and the battery packs 130a and b are maintained in a Charge State (CS), One of three working modes of charge Consumption (CD) and Charge Increase (CI) works stably or is switched smoothly, so that the accumulated throughput or the turnover rate of the regenerated electric quantity of the battery pack is improved to the maximum extent, the accumulated throughput or the turnover rate of the electric quantity of the engine is reduced to the minimum extent, and a predictive state of charge control function (PSC) is realized, so that the beneficial effect of optimizing the energy conservation and emission reduction of the vehicle is achieved.

In the series hybrid mode (clutch 111 off), the battery packs 130a & b provide driving power to the ACE heavy truck 010 through the driving motors 140 and 170 when discharging, and recover energy through regenerative braking of the driving motors 140 and 170 when charging; in the hybrid mode (the clutch 111 is closed and locked), the engine 101 directly participates in vehicle driving or braking, and the generator 110 also participates in vehicle driving or regenerative braking to recover energy, so that the charge throughput of the regenerative braking can be further improved, and the oil saving effect is improved. If the ACE heavy card is on a long slope and the charges of the battery packs 130a & b are basically exhausted (the SoC reaches the lower red line URL), the ACE heavy card at the moment should work in a blending mode, the dynamic performance of the ACE heavy card is completely dependent on the peak power of the engine 101, if the peak power of the engine 101 is not large enough, the ACE heavy card only needs to shift down and decelerate to continue climbing, and the dynamic performance and the freight timeliness of the vehicle are temporarily reduced. Until a level road or downhill slope occurs in front of the vehicle, the generator 110 and/or the drive motors 140&170 may have an opportunity to recharge the battery packs 130a & b using regenerative braking.

After the main logistics heavy truck is stopped for a long time (more than ten hours) at low outdoor temperature (below zero) in winter, the main logistics heavy truck generally needs to be parked firstly, idled, preheated for a few minutes and then put on the road. After the Lithium Titanate (LTO) battery pack is placed in an outdoor environment at minus 30 ℃ for a long time (more than ten hours), the high-rate charge-discharge performance of over 75 percent can still be maintained, the capacity attenuation is small, and the cycle life is not influenced; under the working condition of high-rate partial charge and discharge (HRPSoC), the battery cell can be excited by bidirectional pulse current to uniformly heat the interior of the battery cell, the temperature rise speed of the interior of the battery cell is higher than 1.0 ℃ per minute, and the optimal working temperature of all vehicle-standard lithium ion batteries is basically 25 ℃ above zero. When the power type battery pack 130a & b of the ACE heavy card runs for a long time under the working condition of high-rate partial charge and discharge (HRPSoC), heat is continuously generated inside the battery cell, and a liquid cooling unit is required to be configured to basically maintain the temperature inside the battery pack at 25 ℃; besides the refrigeration function, the unit can be additionally provided with a PTC electric heater to preheat the refrigerant liquid and externally heat the battery core.

Except that Lithium Titanate (LTO) cells are not cold-proof, mainstream vehicle-standard cells such as ternary lithium ion cells (NMC) or lithium iron phosphate (LFP) cells are cold-proof, and when the cells are discharged at a high rate of below-10 ℃ (2C +), the effective capacity is temporarily and seriously attenuated (less than 50%), but the cells cannot be permanently damaged by low-temperature high-rate power generation; when the battery is charged at a high rate below zero (2C +), the available capacity is temporarily and seriously attenuated, and Lithium Plating (Lithium Plating) on the graphite cathode of the battery cell can be caused, which causes permanent damage to the service life of the battery cell, even causes short circuit and thermal runaway in the battery cell and causes fire. In cold winter, the LFP or NMC cell must be preheated to-10 ℃ before it can start working under the high-rate partial charge-discharge working condition (HRPSoC). The low-temperature preheating method of the lithium ion battery cell is divided into two categories: external heating and internal heating. The existing electromechanical system implementing the external heating method (gas heating or liquid heating) is mature, relatively simple and controllable in cost, but cannot ensure uniform heating, and the obvious temperature gradient in the battery pack has irreversible negative effects on the overall long-term performance and cycle life of the battery pack. The electric heating wire (such as a nickel wire) added in the battery core belongs to a non-standard special battery core, has low cost performance, and is rarely adopted in a vehicle-scale power type battery pack. The method for heating the low-temperature battery core by current excitation, such as low-temperature direct current preheating or alternating current preheating, is a mainstream internal heating method at present; the internal heating method can ensure that the electric core inside the battery pack is uniformly heated, the temperature gradient is very small, and no negative influence is caused on the overall long-term performance and the cycle life of the battery pack, but the internal heating method wastes most electric energy because the equivalent internal resistance of the battery pack is far smaller than the load resistance of an external electric loop, and the electric core heating efficiency (the ratio of the electric core heating energy to the total electric consumption) is far smaller than 50%.

The invention also includes the following implementation of the ACE heavy truck battery pack 130a&b, an internal battery core, and an intelligent pulse preheating technology (iPH) for uniform, efficient and accurate preheating. Lithium ion batteryIndustry consensus is that low-temperature high-rate discharge can not permanently damage a battery cell (mainly refers to main current vehicle-specified battery cells such as NMC and LFP), but low-temperature high-rate charge can permanently damage the battery cell; if the width of the equivalent impulse current rectangular pulse during high-rate charging of the low-temperature battery core can be strictly controlled within 1.5 seconds, and zero current or discharge pulse at least three times of the pulse width time is combined, the battery core can be uniformly heated by utilizing bidirectional pulse current excitation inside the battery core, the slow electrochemical reaction (reaction time is more than 2 seconds) of lithium plating of the graphite cathode of the battery core can be avoided, and the irreversible negative influence of low-temperature (below minus 10 ℃) quick charging (above 2C) on the performance and the service life of the lithium ion battery core is fundamentally eliminated. The specific technical measures are as follows: after the ACE heavy card 010 is parked outdoors (below minus 10 ℃) in cold winter for a long time (more than ten hours), all the motors (110, 140 and 170) do not work before the engine is firstly cold started, and the VCU 201 commands to automatically wake up the system and start the battery pack 130a according to the preheating time preset by a driver in advance &b, intelligent pulse preheating (iPH) function, namely, performing ping-pong mutual back and forth charging and discharging between the main battery pack 130a and the chopper 132a and between the auxiliary battery pack 130b and the chopper 132b in an asymmetric bipolar Pulse Width Modulation (PWM) current time sequence mode; it is assumed that the main battery pack 130a is a high pulse discharging side (discharging side for short) and the sub battery pack 130b is a high pulse charging side (charging side for short). The PWM pulse sequence consists of a high-amplitude narrow pulse part and a low-amplitude wide pulse part with opposite polarity; the amplitude of the high pulse part is between 3C and 15C (the positive value of the current represents discharging, the negative value represents charging), and the width of the high pulse part is between 0.5 second and 1.5 seconds; n with low pulse part amplitude being high pulse amplitude value_iPHOne-fourth, the current polarity is opposite, and the low pulse width is N of the high pulse width_iPHDoubling; n is a radical of_iPHIs a positive integer between 3 and 10; it is clear that the impulse of one period of the current PWM pulse sequence, i.e. the time integral of the current pulse, is zero. The choppers 132a and 132b cooperatively generate the current PWM pulse time sequence, the discharging party (130a) and the charging party (130b) are mutually loaded and can be charged mutually, the discharging party discharges quickly and charges slowly, and the charging party discharges quickly and charges slowly; besides part of the electric energy is used for preheating the battery cell from the inside in a pulse current excitation mode, The residual electric energy is basically recovered by a discharging side or a charging side, little electric energy is wasted by other electric loads in an electric loop, and the heating efficiency (the ratio of the heating energy of the electric core to the total electric energy consumption) is obviously more than 50%. The intelligent pulse preheating technology (iPH) is suitable for a mixed battery pack system of an LTO main battery pack (130a) and an LFP or NMC auxiliary battery pack (130b), and is also suitable for a single battery pack system of which the main battery pack and the auxiliary battery pack are the same battery cells (LTO, LFP, NMC and the like).

Intelligent pulse preheat technique (iPH) defines and dynamically adjusts the amplitude, width, and N of the high pulse portion of a current PWM pulse train by software_iPHThe value is taken (equivalent to PWM duty ratio), so that the purposes of dynamically controlling a battery core temperature time-varying function and a temperature rise speed time-varying function (centigrade/minute) are achieved, and the performance, especially the low-temperature performance, and the cycle life of the battery pack are optimized; the inside of the lithium ion battery core is a complex and fragile electrochemical ecosystem, and if the low-temperature heating rate of the battery core is too high, irreversible negative effects can be generated on the cycle life of the battery core; preferably, the rate of temperature rise is less than 2.0 degrees Celsius per minute. The smart pulse preheat technology (iPH) of the present invention is a power-type battery pack (130a) for an ACE heavy-duty card without adding any new hardware &b) The high-efficiency, uniform and accurate adjustable electric core internal preheating function is provided, and the cost performance is higher than that of various prior arts of low-temperature heating of the battery pack. It is clear that the intelligent pulse preheating technique (iPH) is also applicable to hybrid light vehicles using the hybrid oil and electricity technology of the invention, in particular the electric power shunt ePSD 123, in addition to ACE heavy trucks.

In the next two decades, the annual cost performance improvement rate of a Power Electronic (PE) power module based on a silicon IGBT or a silicon carbide (SiC) MOSFET is significantly higher than that of a motor or a battery pack. With continued reference to fig. 2, it is prioritized that when designing the six hundred-kilowatt PE power modules included in the electric domain power splitter ePSD 123 (e.g., the standard-equipped inverter 121 in port I, the standard-equipped main inverter 122a and the optional auxiliary inverter 122b in port II, the voltage-controlled switch 133, the standard-equipped main chopper 132a and the optional auxiliary chopper 132b in port III, etc.), the over-design source should be adopted in terms of both the function and performance of the power electronic hardware (especially, the rated power and the peak power)Then, enough margin (Over-design) is left so that the existing performance and functionality of each subsystem can be continuously improved or new functionality can be added through software remote upgrade iterations (OTA) during the ACE heavy card full life cycle. Peak power P of inverter 121 _igxShould be higher than the peak power P of the generator 110_gxHigher by more than 15%, peak power P of main inverter 122a_imxShould be higher than the peak power P of the main drive motor 140_pmxThe peak power of the sub-inverter 122b is higher than the peak power P of the sub-drive motor 170 by more than 15%_smxHigher by more than 10%, and P_pmx>P_smx(ii) a The peak power of the main chopper 132a and the sub-chopper 132b should be higher than the peak power of the main battery pack 130a or the sub-battery pack 130b by more than 15%, respectively, while the chopper 132a&b should be higher than the peak power P of the main drive motor 140_pmxThe height is more than 20 percent; the rated power of the voltage-controlled switching module 133 should be higher than the rated power of the main driving motor 140 by more than 15%.

The performance price ratio of power semiconductor modules such as IGBTs or SiC is significantly higher than the average annual improvement rate of battery packs, motors, and brake resistances. Continuous innovation and upgrade of the global power semiconductor industry can be fully utilized, and the electric power shunt ePSD 123 with high cost performance is realized by adopting various power electronic circuit topological structures; the ePSD 123 with the hardware design margin is an electric domain power splitter based on software definition from the beginning, and can continuously improve and evolve the existing functions or add new functions through software remote upgrade iteration (OTA). By adopting the modular design strategy, the three ports of the ePSD and the external electromechanical loads such as the motor, the battery pack or the brake resistor can adopt mechanical and electrical interfaces with industrial standards, so that the ePSD is convenient and flexible to be matched with various motors and battery packs which are provided by multiple high-quality automobile suppliers and meet performance requirements and target cost, the cost performance of the ACE heavy truck is continuously improved and improved, and the quality is guaranteed for a long time.

Inverters (inverters) are a core part of modern Motor Controllers (MCUs). In the present disclosure, an inverter is understood as a complete motor controller with the inverter as a core module, and there are various mature circuit topologies that can implement the motor controller, which will not create ambiguity for those skilled in the art. The inverter (121, 122a, 122b) can dynamically and accurately Control the rotating speed or the torque of the three-phase alternating current motor (110, 140, 170) in a Vector Control mode, and the amplitude and the direction of the power flow of the hundred-kilowatt motor can be continuously adjusted in real time (ten milliseconds). The choppers (132a, 132b) are bidirectional Buck-Boost direct current-direct current converters (Boost-Buck), the high-voltage side is bidirectionally and electrically connected with a direct current bus of the ePSD 123, and the rated voltage range of the direct current bus is preferably 620V-750V; the battery packs 130a and b are connected in a bidirectional electric mode at the low-voltage side, the rated voltage range of the battery packs is preferably 320-450V and is close to the voltage platform of the mainstream new energy passenger vehicle as much as possible, and a higher rated voltage range of the battery packs can be selected: 600V-750V, but the cost performance of the battery pack is suboptimal at the moment. The chopper 132a & b can flexibly match various battery packs 130a & b with different rated voltages (320-750V) through software definition, and can automatically customize and dynamically update a charge-discharge control scheme for each battery pack through software definition and a re-card program of a remote upgrade iteration (OTA) chopper according to different charge-discharge technical requirements of the battery cells under different internal temperature and charge states of the battery cells in order to ensure the performance, safety and standard cycle life of the battery cells in the whole life cycle of the power battery suppliers, so that short plates of the battery packs (130a & b) in the aspects of high-low temperature operation performance, reliability, cycle life and the like are dynamically compensated to the maximum extent.

The controller of the ACE heavy truck (VCU)201 and the AIU 202 can instruct the ePSD 123 to continuously adjust three interrelated hundred kilowatt-level electric power time functions including the independent variable generator power P in real time according to an oil-saving control strategy and an oil-saving Machine Learning (ML) algorithm_g(t) independent variable drive Motor Power P_m(t), and the dependent variable Battery pack Charge/discharge Power P_b(t), satisfying the electric power balance equation at ePSD direct current bus confluence point X:

P_m(t)+P_g(t)-P_b(t)＝0。 (6-1)

the electric power balance equation is equivalent to the equation (2-2) in the previous series-mixing mode and the equation (3-2) in the parallel-mixing mode.

Preferably, the standard main driving motor (MG2)140 is a large permanent magnet synchronous motor with low rotating speed and high torque, the rated power range is 200 KW-300 KW, the peak power range is 300 KW-450 KW, and the peak torque range is 1800 NM-2500 NM. The drive motor 140 may also be a high torque, low speed large ac induction motor or reluctance motor that meets the power and torque requirements. The peak power of the main inverter 122a should be more than 15% higher than the peak power of the main drive motor, with a margin. The annual sales volume of the hybrid electric vehicle is nearly two orders of magnitude higher than that of the hybrid electric vehicle, so that certain core parts are selected as much as possible to be shared with the hybrid electric vehicle, the cost of the hybrid electric vehicle can be effectively reduced, and batch supply is guaranteed. The power rating of a single motor and inverter for electric (including hybrid oil and electric) passenger vehicles is typically less than 180 kw. The driving motor 140 can also be selectively matched with a permanent magnet synchronous motor used by a large-scale new energy passenger car with rated power of 180 KW-250 KW and maximum torque of 350 NM-500 NM, the permanent magnet synchronous motor is arranged by adopting parallel shafts, and the permanent magnet synchronous motor is mechanically connected with an input shaft of a gearbox in a bidirectional way through a large-scale speed reducer with a gear ratio of 4-8.

For the ACE heavy truck system block diagram of 6x2 or 6x4 of fig. 1, a standard generator (MG1)110 is mechanically coupled bi-directionally to the flywheel end of the engine 101 (i.e., the so-called hybrid P1 position), while also being mechanically coupled bi-directionally to the driven end of the clutch 111. The specific mechanical connection structure is divided into two types, the type I is a single-shaft coaxial structure, the three (an engine, a generator and a clutch) are connected on the same mechanical rotating transmission shaft in series, the rotating speed of the generator 110 is completely the same as that of the engine 101 (the rotating speed ratio is 1.0), a low-rotating-speed high-torque large permanent magnet synchronous motor with the rated power of 150 KW-200 KW and the maximum torque of 1200 NM-2000 NM can be optimized; the type II is a parallel shaft structure (multiple shafts), the three are mechanically connected in two directions through a gear reducer, at the moment, the generator 110 and the engine 101 are connected through a heavy gear reducer, and the rotating speed ratio is fixed. The rotating speed range of the high-efficiency area of the heavy truck engine is generally as follows: 1000 rpm to 1800 rpm, peak torque range: 2000 NM-2500 NM. When the engine works at a stable low rotating speed and a high load, the specific fuel consumption (BSFC; g/KWh) is the lowest. The power of the engine and the motor is proportional to the product of the rotating speed and the torque of the engine and the motor; while the maximum torque of the engine and generator is highly positively linked to their volume, weight, and price. The rotating speed ratio of the generator 110 and the engine 101 can be increased to 3.0-8.0 by adopting a class-II parallel shaft structure through a heavy speed reducer with a fixed speed ratio, so that a high-rotating-speed low-torque high-power permanent magnet synchronous motor in a mature supply chain system of a new energy passenger vehicle can be selected and matched, the size, the weight and the price of the generator 110 are greatly reduced, and high cost performance, quality and supply are guaranteed. The generator 110 can also select a medium-high speed (the highest rotating speed is 12000 r/min) vehicle gauge permanent magnet synchronous motor with the rated power of 150 KW-250 KW and the peak torque of less than 500 NM.

The standard main drive motor (MG2)140 is mechanically coupled to the active side of the clutch 111 in both directions (i.e., the so-called hybrid P2 position), and is also mechanically coupled to the input shaft of the automatic heavy truck transmission 150 via a large flexible coupling or two heavy truck by-wire clutches 152. The specific mechanical connection structure is divided into two types, wherein the type I is a single-shaft coaxial structure, the three (the clutch, the driving motor and the gearbox) are connected in series on the same mechanical transmission shaft, and the rotating speed of the driving motor 140 is completely the same as that of the input shaft of the gearbox 150 (namely the rotating speed ratio is 1: 1); the type II is a parallel shaft structure (multiple shafts), the three are mechanically connected in a bidirectional mode through a gear reducer, the rotating speed ratio of the driving motor 140 to the input shaft of the gearbox 150 is fixed at the moment, and the preferred range is 4-8. When the clutch 111 is closed, the output shaft at the flywheel end of the engine 101 is concentrically, coaxially and bidirectionally mechanically coupled with the input shaft of the gearbox 150, and the two rotate at the same speed, wherein the rotation speed ratio is 1.0. The upper limit of peak torque of the traditional heavy truck engine is 2500NM, so the upper limit of the maximum input torque of the input shaft of the current heavy truck gearbox is also 2500 NM; in the ACE heavy stuck mixed mode, the engine 101 and the double motors 110 and 140 can generate power by superposing the three torques in a coordinated manner, the total torque can exceed 4000NM, the input peak torque of the heavy Automatic Mechanical Transmission (AMT) is preferably higher than 3500NM through an enhanced design, the total gear number can be reduced to 6 gears, and the Direct gear (Direct Drive) with the speed ratio of 1.0 and the over Drive (over Drive) with the speed ratio of less than 1.0 are preferably included. By adopting a class II parallel shaft structure, the ratio of the rotating speed of the main driving motor 140 to the rotating speed of the input shaft of the gearbox 150 can be increased to 3.0-8.0 through the large speed reducer with a fixed speed ratio, so that a high-power permanent magnet synchronous motor in a new energy passenger vehicle system can be selected and matched, and the volume, the weight and the price of the driving motor 140 are greatly reduced. Main driving motor (MG2)140 may preferably be a permanent magnet synchronous motor or an ac asynchronous motor with a rated power of 175KW to 250 KW; in the class I configuration, the driving motor 140 is a permanent magnet synchronous motor or an ac asynchronous motor with a low rotation speed (maximum rotation speed less than 3000 rpm) and a large torque (peak torque more than 1500 NM); in the type II configuration, the drive motor 140 is a permanent magnet synchronous motor or an ac asynchronous motor with a medium-high rotation speed (maximum rotation speed of 10000 rpm or more) and a medium torque (peak torque of 500NM or less). The latter is smaller in volume and mass and lower in price than the former.

An optional secondary drive motor (MG3)170 may be disposed between the output shaft of the transmission 150 and the transaxle 160 (hybrid P3 position) or in front of the secondary transaxle 180 (hybrid P3 position), with the motor being mechanically coupled to the transaxle in both directions. The peak torque at the input end of the heavy truck drive axle can be up to more than 20000NM, a large speed reducer is required to be added between the auxiliary drive motor (MG3)170 and the drive axle (160 or 180), and the speed ratio ranges from 8.0 to 16.0; the high-speed low-torque permanent magnet synchronous motor or the alternating current asynchronous motor with rated power of 100 KW-150 KW and peak torque less than 500NM (Newton's meter) can be preferably selected.

In fig. 1, the input shaft of the gearbox 150 is mechanically coupled in both directions via a large flexible coupling 152 to the output shaft of the main drive motor 140, which output shaft is mechanically coupled in both directions to a first drive axle 160. Preferably, a current mature commercial heavy-duty 10-speed to 18-speed automatic mechanical transmission (AMT-10 to AMT-18) with the maximum input torque of 2500 Nm is adopted, and a heavy-duty double-clutch transmission (DCT) or an Automatic Transmission (AT) with a hydraulic torque converter can also be selected; and a 5-gear or 6-gear emerging heavy automatic mechanical transmission (AMT-5 or AMT-6) with strengthened design can be selected, the maximum input torque is greater than 3500NM, and the Direct Drive gear (speed ratio 1.0) and the Overdrive gear (over Drive gear; speed ratio less than 1.0) are preferably adopted. The automatic transmission is different from the power characteristic that the torque is smaller when the engine rotates at a low speed, and the torque is maximum when the driving motor rotates at a low speed, so that the forward speed gears of the automatic transmission 5-6 are enough, and more gears are not needed. However, the ACE heavy truck of the present invention includes a drive rotation system of the gearbox, rather than the quasi-unidirectional mechanical power transmission of the traditional engine heavy truck, the bidirectional mechanical power transmission, and the maximum reverse torque is substantially the same as the forward peak torque during regenerative braking, so that the main bearings and gears in the gearbox 150 need special intensive design and manufacture to ensure that the performance and the service life of the gear reliably reach the standard.

In the present disclosure, the sub-drive motor (MG3)170, the inverter 122b (i.e., the motor controller MCU), and the second mechanical drive bridge 180 may be Integrated to form an "Integrated e-Axle". The 6x2 traditional diesel engine heavy truck can also be matched with an integrated electric drive axle and modified into a 6x4 hybrid heavy truck, but at the moment, a pure mechanical power assembly of an engine and a gearbox and the integrated electric drive axle operate independently, close cooperation is lacked, and the oil saving effect is not optimal. Different from the prior art, the ACE heavy truck in fig. 1 of the present disclosure integrates an electric drive axle to dynamically couple and cooperate strongly with more than one subsystem including an engine 101, an engine control unit 102, a generator (MG1)110, an ePSD 123, a main drive motor 140, battery packs 130a &130b, a clutch 111, a transmission 150, and a transmission control unit 151, and is controlled by a Vehicle Control Unit (VCU)201 together, so as to drive the ACE heavy truck together by dynamically adjusting the path, amplitude, and direction of mechanical power flow or electric power flow of a vehicle power assembly according to specific vehicle conditions and road conditions, thereby achieving the beneficial effects of optimizing energy saving and emission reduction of the vehicle, and simultaneously improving the vehicle dynamic performance and braking performance, and increasing the redundancy of the vehicle power system and the braking system.

The engine 101 can select a large heavy truck diesel engine or a natural gas engine with the discharge capacity of 11L-15L, the peak power of 280 KW-450 KW and the peak torque of 2000 NM-2500 NM; the medium-heavy truck diesel engine or the natural gas engine with the discharge capacity of 7L-10L, the peak power of 250 KW-320 KW and the peak torque of 1500 NM-2100 NM can also be selected; the hybrid ACE heavy truck preferably adopts 11L-13L heavy truck diesel engine which is mainstream in the world at present, and the cost performance is optimal. For example, the ACE heavy truck is configured with an 11L diesel engine 101 (basic type or advanced type) with the largest current market usage, the peak torque is 2200NM @1200rpm, and the peak power is 300KW @1800 rpm; permanent magnet synchronous generator 110 with a rated power of 175KW and a peak torque of 1400 NM; a permanent magnet synchronous driving motor 140 with rated power of 200KW and peak torque of 1600 NM; ultra-long-life power type battery packs 130a & b having a continuous charge-discharge power (i.e., rated power) of more than 250KW and an end of life (EOL) effective capacity of 30 KWh; in a parallel mixing mode and an engine high-efficiency area (1100 rpm-1800 rpm), the engine and the double motors can cooperatively generate force, the total driving torque of an input shaft of a vehicle gearbox can be up to more than 4000NM, and the vehicle dynamic performance (high-speed load-carrying climbing, acceleration overtaking and the like) of the hybrid vehicle is obviously superior to that of a traditional high-end heavy truck with a 16L diesel engine arranged at the top level; the actual integrated oil consumption (liter/hundred kilometers) of the ACE heavy card in the same load and same path freight event is reduced by more than 25% compared with any traditional diesel heavy card, and the optimal oil consumption which can be realized by the ACE heavy card is completely dependent on an oil-saving ML algorithm of an oil-saving robot, is irrelevant to the driving level of a driver of the vehicle and has extremely high consistency.

FIG. 4 is a graph of the universal characteristic (Fuel Map) of a typical modern 11 liter heavy truck diesel engine having a peak torque of 2000 nm, a peak power of 300 kW, and a minimum specific Fuel consumption (BSFC) of 187 g/kW, the engine being filled with complementary non-intersecting irregularly shaped curves, each curve having a specific Fuel consumption contour; the complete detailed characteristic curve of the engine is the commercial secret of the engine manufacturer and can be shared with the whole car factory or the related primary supplier only after signing the secret agreement. The minimum specific oil consumption of the mainstream heavy truck diesel engine which is commercially produced in the world at present is 182 g/kilowatt-hour, and the corresponding thermal efficiency (BTE) is 46 percent; the heavy-duty diesel engine with 50-55% of thermal efficiency (BTE) is still in a prototype research and development stage in Europe and America at present, and has more than five years of time away from the commercial production in Europe and America. If the high-efficiency area of the engine is defined as the working condition area in the equal-altitude specific fuel consumption curve with the minimum specific fuel consumption value of 108%, referring to fig. 4, the rotating speed range of the high-efficiency area of the engine is 800 rpm to 1800 rpm, the torque range is 600 nm to 2000 nm, namely the torque load rate is 30% to 100%. The universal characteristic curve of the engine high-efficiency area of fig. 4 is easily digitized and converted into a list (Look-up Table) convenient for computer processing, and a 140 × 100 matrix list describing the engine high-efficiency area is generated preferably at a rotational speed step interval of 10 rpm and a torque step interval of 10 nm, each row of the matrix corresponds to constant torque, each column corresponds to constant rotational speed, each element (i.e. specific row/column number) in the list corresponds to specific fuel consumption (BSFC; gram/kilowatt hour) of an engine working condition point (i.e. specific rotational speed/torque), and the list is called as an original specific fuel consumption list (abbreviated as an original list), and the original list reflects original design indexes of the engine; an Engine Control Unit (ECU)102 of the ACE heavy card 010 can generate a correction specific fuel consumption list (referred to as a correction list for short) according to the actual running condition of the engine 101 every two days or every thousand miles, and the correction list reflects the original design performance index of the engine of the type and the current actual performance index of a specific engine and is used by a fuel-saving robot.

Series mixing intelligent start-stop control (iSS) embodiment: assuming a rated power of 175 kw for the generator 110 in the ACE heavy truck configuration, the operating point of the preferred engine 101 at a speed of 1200 rpm and a torque of 1400 nm is the "optimal operating point" (BOP) and the engine power at this point is 176 kw, which may be referred to as the "high operating point"; meanwhile, the engine is preferably operated at an idle speed of 600 rpm without combustion, the resistance torque of the engine can be approximate to 250 Nm, the engine power of the idle point without combustion (NCI) is 16 kilowatts, and the idle point without combustion can be called as a low-state working point; the ECU 102 controls the operating condition point of the engine to dynamically switch between an optimal operating condition point (BOP) and a non-combustion idling point (NCI), and realizes the bipolar asymmetric rectangular Pulse Width Modulation (PWM) of the transient power function of the engine 101 in the series-mixing mode; preferably the period T of the PWM pulse train_sValue range of 10 seconds to 60 seconds, duty cycle k_s(i.e., BOP operation time occupation and pulse period T in the same period_sThe ratio) is arbitrarily adjustable between 0.0 and 1.0. Obviously, by dynamically adjusting the duty cycle k_sThe method can realize that the value of the minute-level rolling time average power function (the average power function for short) of the engine in the series-mixing mode is continuously and randomly adjustable between-16 kilowatts and 176 kilowatts. From the series hybrid power balance equations (2-4) and the vehicle dynamics equations (1-1), a battery pack 130a synchronized with the engine 101 transient power PWM pulse sequence can be cooperatively generated by an electric power splitter (ePSD)123 and a power type battery pack 130a or 130b &b instant momentA dynamic power Pulse Amplitude Modulation (PAM) pulse sequence; preferably, the period of the battery pack PAM pulse sequence is the period T of the PWM pulse sequence of the engine_sOne tenth of this, either natural sampling (i.e., stationary sampling) or equivalent stationary sampling may be used.

Mixed intelligent power switching control (iPS) embodiment: the main configuration parameters of the ACE heavy truck are the same as those of the example, and the rotating speed of the engine 101 can be always controlled in the high-efficiency working condition region by the gear shifting control strategy of the gearbox 150; referring to fig. 4, the high efficiency region corresponds to an engine speed in the range of 900 rpm to 1700 rpm, and the engine speed at the base speed (i.e., the peak torque center point speed) is 1200 rpm. When the ACE heavy card 010 starts a Predictive Adaptive Cruise Control (PACC) function on an uncongested expressway, the vehicle speed can be stably maintained to float around 10 percent by taking a rated cruise speed (such as 60 miles per hour) as a center, namely the vehicle speed is kept to slowly and continuously fluctuate in a narrow speed band; in the parallel hybrid iPS control mode, the rotational speed of the engine 101 is a dependent variable, and slowly and continuously fluctuates within a narrow rotational speed band (1080 rpm to 1320 rpm)) of about 10% of the base speed (1200 rpm); the torque of the engine is an independent variable and can be rapidly and continuously changed below the peak torque; selecting high-state working condition points with a minimum specific oil consumption value and a maximum torque value in an efficient area of the engine in real time from a correction list according to transient speed dependent variables of each engine and a refreshing frequency not lower than 10 Hz, and connecting lines of all different high-state working condition points in a high-state running period of a PWM pulse sequence to form a high-state working condition line; obviously, the high-state working condition line is an irregular-shaped curve which changes slowly along with time in the high-efficiency area of the engine, the transient power of the engine corresponding to each high-state working condition point on the line is between 200 kilowatts and 251 kilowatts, and the high-state arithmetic average power is 225 kilowatts; corresponding to each low-state working condition point, the engine 101 does not burn and run, when being dragged by the generator 110, the resistance torque can be approximate to-300 Nm, all the different low-state working condition points form a low-state working condition line by connecting lines, the resistance torque can be approximate to an equal-torque working condition line in the fourth quadrant (namely negative torque and positive rotating speed) of the universal characteristic curve of the engine, the transient power of each low-state working condition point is between-41 kilowatt and-34 kilowatt, and the low-state arithmetic average power is-38 kilowatt; it is clear that in the iPS mode, ECU 102 controls the engine to dynamically switch between a high-state operating condition line and a low-state operating condition line, performs Pulse Width Modulation (PWM) control on an engine transient power function, and generates a bipolar asymmetric non-rectangular PWM pulse sequence with a period T_pThe preferred value range is 10 seconds to 60 seconds, the duty ratio k_p(i.e., the same period of high-state operation time and pulse period T_pRatio) between 0 and 1, it is possible to achieve a continuous adjustment of the value of the minute-scale rolling time average power function of the engine 101 between-38 kw and 225 kw in the hybrid iPS mode. According to the combined power balance equation (3-3) and the vehicle dynamics equation (1-1), the battery pack 130a synchronized with the transient power PWM pulse sequence of the engine 101 can be cooperatively generated by the electric power splitter (ePSD)123 and the power type battery pack 130a or 130b&b a transient power Pulse Amplitude Modulation (PAM) pulse sequence; preferably, the period of the PAM pulse sequence of the battery pack is one tenth of the period Ts of the PWM pulse sequence of the engine, and natural sampling (namely, curved sampling) or equivalent flat sampling can be adopted. Although theoretically, the duty cycle (T) of the engine PWM pulse train_sOr T_p) The duty ratio is continuously and randomly adjustable between 0 and 1, but actually, considering from the optimization angle of vibration noise performance (NVH) of the engine 101 or the ACE heavy card 010, the transition time of switching the engine 101 between the high-state working condition and the low-state working condition is too short (sub-second level) and the running time of the high-state pulse working condition is insufficient (less than 5 seconds) to avoid further limiting the dynamic value range of the duty ratio; preferably, the high run time of the motor 101 is either zero (i.e., zero duty cycle), or greater than 5 seconds, during each PWM pulse period; if the PWM pulse period is selected to be 30 seconds, the value range of the preferred duty ratio is zero or more than 17 percent; the transition time for switching between the high-state working condition and the low-state working condition of the PWM pulse sequence is preferably 1 second, if the rotating speed of the engine 101 is 1200 rpm, the engine can have 10 combustion power strokes in 1 second of each cylinder of the engine, the engine can complete smooth switching between the high-state working condition and the low-state working condition in a small step and fast run manner by using the power step interval (less than 27 kilowatts) with the PWM high-low-state average power difference of 10 percent in the transition time of 1 second, the NVH performance of the whole vehicle can be optimized, and the phenomenon that the transition time is too short (for example, the transition time is too short (for example) For example, 0.1 second), the rapid sudden change of the power with the amplitude exceeding 260 kilowatts is completed in 1 power stroke of the engine, and the NVH performance of the whole vehicle is deteriorated (degraded). Obviously, the period and the high-low state transition time of the PWM pulse sequence of the engine 101 are defined by software and are dynamically adjustable, so that the mechanical resonance generated by the ACE heavy card 010 can be effectively avoided, and the NVH performance of the whole automobile in the serial-hybrid iSS mode or the parallel-hybrid iPS mode can be dynamically optimized.

The above description describes the ACE heavy truck system according to the present disclosure, which is a hybrid powertrain architecture and a hardware basis for realizing oil saving and emission reduction optimization of the ACE heavy truck in a scenario of main line logistics application, and specific technical measures for performing PWM modulation or PAM modulation on transient power functions of the engine 101 and the battery packs 130a & b, respectively. Next, how to utilize the operation structured big data of the ACE heavy-card cluster stored on the vehicle-mounted three-dimensional electronic map, the vehicle-mounted navigation device, and the cloud computing platform (e.g., cloud server), combine the fuel-saving Machine Learning (ML) algorithm and the cloud platform computing power, train the fuel-saving AI brains at the cloud and the vehicle end, implement the Predictive Adaptive Cruise Control (PACC) technology in the same lane on the ACE heavy-card expressway, and achieve the beneficial effects of energy conservation and emission reduction optimization.

In some embodiments of fig. 1, the ACE weight card carries a Mapper (MU)240 and a satellite navigation receiver (GNSS) 220. The map instrument 240 pre-stores a priori three-dimensional electronic maps (or 3D maps) covering national expressways and other major semi-enclosed roads, and the 3D map information includes but is not limited to: full-trip highways describe the longitude, latitude of the absolute vehicle position, and in particular indicate the road longitudinal grade (such as the uphill angle α shown in FIG. 5)_uAnd a downhill angle alpha_d) The information of (1). For example, as shown in fig. 1, the memory of the vehicle-mounted map instrument 240 may include a 3D map with road meter-level positioning accuracy (longitude and latitude) and longitudinal slope 0.1 degree accuracy; various Advanced Driving Assistance System (ADAS) maps containing the road three-dimensional information are commercially available in batches in various main automobile markets around the world; high definition maps (HD maps) capable of supporting either the L3 or L4 autopilot systems, have also entered the preliminary commercial phase; in the description of the invention, ADAS maps are to be understood broadly asHD maps may be included.

The satellite navigation system (GNSS)220 is used to measure and calculate information such as longitude, latitude, altitude, longitudinal road slope, longitudinal linear velocity, longitudinal linear acceleration, system absolute time, etc. of the current absolute geo-location of the ACE heavy card 010 in real time. In some embodiments, a satellite navigation receiver (abbreviated as "RTK receiver") 220, which may employ dual antenna 221 and 222 input carrier-phase dynamic real-time differential (RTK) techniques, may be capable of real-time accurate positioning and attitude determination of an ACE weight card at measurement speeds of more than five times per second (i.e., measurement refresh rates above 5 hz). International satellite navigation systems (GNSS) currently have four independent systems, GPS in the united states, Glonass in russia, Galileo in the european union, and beidou BD in china. At present, the Beidou No. three can provide the latest satellite navigation service for Asia-Pacific areas taking China as the core and countries along the line of one road, and the global coverage is expected to be completed in 2020; meanwhile, the Beidou system of China signs a compatible protocol with other three satellite navigation systems. Preferably, a satellite navigation receiver (GNSS)220 containing the latest Beidou third RTK chip is adopted, and two satellite antennas 221 and 222 which are arranged at the top of a cab of the heavy truck at an interval of at least one meter are matched, so that the time service, the speed, the position (longitude/latitude) and the longitudinal attitude (namely the longitudinal slope angle of the road) of the vehicle are dynamically measured and calculated in real time. The RTK chip can complete satellite navigation positioning and attitude measurement and calculation according to mutually independent signals of four navigation satellites combined randomly in a GNSS four-major system. The time service precision is 50 nanoseconds, the speed measurement precision is 0.2 m/s, the horizontal plane longitude and latitude positioning precision is less than 2.5 m, the highway longitudinal slope progress is less than 0.15 degrees, and the highest measurement and calculation frequency is 10 Hz; the RTK navigator cannot accurately measure and calculate the vertical altitude of the road surface under the vehicle wheels in real time; meanwhile, in many countries around the world, the mapping and the release of accurate altitude information are strictly controlled; fortunately, the invention has low requirement on the measurement accuracy of the absolute altitude of the vehicle pavement, and the measurement accuracy is only 10-meter-level accuracy. In some embodiments, a single antenna satellite navigation receiver plus inertial navigation unit (IMU) may also be employed to accomplish vehicle three-dimensional positioning and navigation. The IMU produced by the vehicle based on a plurality of Micro Electro Mechanical Systems (MEMS) acceleration sensors, gyroscopes (gyros) and special processing chips can measure the longitudinal slope function of the road driven by the ACE heavy card in real time with the measuring frequency higher than 10Hz and the measuring precision of 0.1 degree. The GNSS 220 of the present invention is understood to be either a dual antenna RTK receiver or a single antenna satellite navigator plus inertial navigation IMU. Because the instantaneous 0.1-degree tiny change of the road longitudinal slope function is a secret source for greatly saving oil and reducing emission when the ACE heavy truck runs at high speed, the adoption of the GNSS 220 to accurately measure the longitudinal slope distribution function along the highway in real time is of great importance for realizing the method; it should be emphasized that the accuracy and the refresh rate of the GNSS 220 measurement of the longitudinal slope of the road are significantly higher than those of the longitudinal slope sensor configured in the automatic transmission of the heavy truck in the prior art.

The actual oil consumption of each ACE heavy card for completing a transportation event (from a freight start point to a freight end point), configuration parameter constants (comprising various parameters of a hybrid powertrain, a vehicle wind resistance coefficient, a friction coefficient and the like) of various important subsystems of the heavy card, a discrete variable of the total vehicle mass (a tractor loading a cargo trailer), a plurality of parameters or variables such as a longitudinal vehicle speed and an acceleration, a longitude and a latitude of a driving path, a longitudinal slope distribution function and the like are highly correlated, and the macro average oil consumption of all ACE heavy cards on all roads is basically irrelevant. A driver of an ACE heavy card inputs a starting point and an end point of a freight event to a system before the freight starts, then a fuel-saving robot of the ACE heavy card can automatically generate a driving path and request a cloud 001 Artificial Intelligence (AI) fuel-saving brain, a Default (Default) optimal fuel-saving control strategy customized for a vehicle and a specific path is calculated and downloaded in real time by referring to all fuel-saving data sets which are stored by the cloud and operated on the ACE heavy card in history on the road section, and then edge calculation is carried out by combining a vehicle end AIU 202(AI reasoning chip), so that the fuel-saving strategy is modified and optimized in real time; whether a driver of each ACE heavy card has the driving experience of the specific freight line or not can depend on collective experience and intelligence of all the ACE heavy cards, the optimal oil consumption can be consistently realized each time, the actual oil consumption of each ACE heavy card is reduced by 30% compared with that of a modern internal combustion engine heavy card, and the energy-saving and emission-reducing effects are decoupled from the level of the driver and the performance of an engine and are consistently superior to that of a human driver.

The ACE heavy card 010 can automatically collect, mark, store at the vehicle end and upload an oil-saving data set of the whole freight event at the cloud end; the so-called "oil-saving data set" includes comprehensive dynamic operation data of key subsystems such as an ACE complete vehicle 010, an engine 101, a gearbox 150, a generator 110, a driving motor 140 or 170, a battery pack 130a or 130b, a clutch 111, a satellite navigation system (GNSS)220, an electric power shunt (ePSD)123 and the like in the whole freight event, is special structured big data about energy management of an ACE heavy truck, and is "data oil" of a Machine Learning (ML) algorithm for training and continuously and autonomously evolving a heavy truck oil-saving robot; the structured big data is called 'oil-saving data set' for short.

One of the core contents of the ACE heavy truck fuel-economizing dataset is the operational big data of its electric power splitter (ePSD 123), which may include the following: the sampling and recording frequency is at least 10.0Hz, the clocks of all other vehicle-mounted subsystem microprocessors are calibrated according to the time service of the satellite navigation receiver 220 and serve as the only system clock of the whole vehicle system, and at each sampling time point t_iEach microprocessor of the ACE weight card directs the associated sensor to locally acquire and store at least the following variable values: current longitude of ACE heavy card 010 _lgL(t_i) Latitude and longitude _latL(t_i) Longitudinal slope G(t_i) Vehicle speed v(t_i) Acceleration a of vehicle(t_i) Direct current I of generator 110_g (t_i) And a driving motor 140&170 of the total direct current I_m (t_i) And a battery pack 130a&b total DC current I_bat (t_i) DC voltage V at DC bus confluence point X_bus (t_i) And a battery pack 130a&b respective state of charge C_bat (t_i) Direct current I of brake resistor 131_bk (t_i) External environment temperature T(t_i) Ambient wind speed and direction v_xyz (t_i) (ii) a It is also possible to sample and store the sampling time points locally(t_i) The main time variable class operation data of the respective motors (generator 110, main drive motor 140, sub drive motor 170), engine 101, automatic transmission 150,for example, the rotation speed, the torque, the gear, the fuel injection rate (g/s), the specific fuel consumption (g/kilowatt-hour), and the like; data such as the period, the amplitude, the duty ratio and the like of the series-hybrid intelligent start-stop control (iSS) PWM pulse sequence or the parallel-hybrid intelligent power switching control (iPS) PWM pulse sequence of the transient mechanical power time-varying function of the engine 101 and the battery pack 130a can be acquired and stored&b, the transient electric power function is under the serial mixing iSS control mode or the parallel mixing iPS control mode, and the corresponding PAM pulse sequence period, amplitude and other data. It needs to be emphasized that the oil-saving data set of the ACE heavy card needs to be collected and stored in a centralized and dynamic manner at one time on the vehicle by using the hybrid ACE heavy card system device shown in fig. 1 of the present disclosure; but also can not be assembled after scattered (time-sharing, place-sharing, molecular system or vehicle-sharing) collection or simulation. During initial training and subsequent continuous improvement of Artificial Intelligence (AI) brains of the cloud or vehicle-end oil-saving robot, training, modeling and optimization of a Deep Neural Network (DNN) of an oil-saving algorithm can be completed by adopting various open source or special Machine Learning (ML) algorithms and online cloud computer computing power purchased at any time according to needs and combining the oil-saving data set. The oil-saving data set operated by the ACE heavy card is non-public and proprietary data, the more the data is accumulated, the higher the value is, and the competitive advantage can be continuously improved and maintained for a long time for a main line logistics enterprise adopting the oil-saving robot. In certain embodiments, the Vehicle Controller (VCU)201 of the ACE heavy card 010 may be configured to: based on road information such as longitude and latitude (equivalent meter positioning accuracy) of electronic horizon (meter interval density) along the freight event, longitudinal road gradient (longitudinal gradient for short, 0.1 degree accuracy) and the like provided by a priori 3D map stored in the map instrument 240 in advance, and/or based on dynamic data such as longitude, latitude, altitude, longitudinal slope, etc. measured by a satellite navigation receiver (GNSS)220 at the location of the vehicle, or based on configuration parameters of the ACE heavy card 010 and critical subsystem dynamic condition data, predictive power control is performed in an "independent" manner for at least one of the following subsystems, including the ePSD 123, the engine 101, the generator 110, the drive motor 140 or 170, the clutch 111, the gearbox 150, and the battery pack 130a or 130b, on the premise of guaranteeing the driving power performance and safety of the vehicle, the actual oil consumption of the ACE heavy truck is pursued. And (4) minimizing.

Alternatively or additionally, when the deviation between the prior road information in the 3D map pre-stored in the map instrument 240 and the road information measured by the satellite navigation receiver (GNSS 220) exceeds the allowable tolerance range, especially when the deviation of the current longitudinal slope data of the vehicle exceeds the allowable tolerance range, which is one of the key information of the fuel-saving ML algorithm, the VCU 201 may preferentially control the transient power distribution between the three ports of the ePSD 123 based on the longitudinal slope data measured by the GNSS 220, so as to satisfy the vehicle dynamics equation (1-1) in real time. If the speed or the acceleration of the vehicle deviates from the control expected value obviously at the moment, the actual situation shows that the actual measurement data of the GNSS 220 is wrong, the prior data of the 3D map is correct, the VCU 201 can make a judgment after the vehicle loop simulation calculation according to the transient power distribution parameters of the three ports of the ACE heavy card ePSD 123, the longitudinal linear speed and the acceleration of the vehicle 010 and by combining a vehicle dynamics equation, and the vehicle three-dimensional electronic map is selected as a reference to realize the automatic error detection or correction function.

The GNSS is complex in system by adopting a dual-antenna RTK receiver scheme, and has high cost although the performance is excellent. Of course, in order to reduce the system cost, a common satellite navigation receiver 220 with only a single antenna 221 and no antenna 222 can be selected, and an inertial navigation unit (IMU) including a single-axis or multi-axis dynamic tilt sensor (measurement accuracy is better than 0.15 degrees; range is greater than plus or minus 15 degrees; horizontal direction is 0 degree) is selected to measure the absolute positioning (longitude/latitude) and the road longitudinal slope of the running vehicle in real time. The dynamic tilt sensor has various realization methods; one of the cost-effective embodiments is the integration of an acceleration sensor (Accelerometer) and a Gyroscope (gyro) of a vehicle-mounted micro-electro-mechanical system (MEMS) and a dedicated chip. In several embodiments below, how the VCU 201 implements automated predictive fuel-saving control using vehicle dynamic three-dimensional positioning and attitude determination navigation information (in particular, a road longitudinal slope distribution function) will be explained in an exemplary manner. It is again noted that the following specific examples should not be construed as limiting the scope of the disclosure, but are solely for the purpose of better understanding the present invention by those skilled in the art.

In some embodiments, when the highway in the range of one hundred kilometers ahead of the vehicle has only a short slope, i.e., a section with a slope less than a predefined second slope threshold (e.g., less than 3.0 °) and a length of the slope section less than a predefined second length threshold (e.g., less than 10 kilometers, or even less than 2 kilometers), the VCU 201 may adjust the average power function of the engine 101 through a series hybrid intelligent start-stop control mode (iSS) or a parallel hybrid intelligent power switching control mode (iPS), implementing a predictive state-of-charge control function (PSC), such that the battery pack (130a & b) may be stably operated or dynamically switched in one of a charge-depleting (CD) operating mode and a Charge Sustaining (CS) operating mode; this is particularly suitable for situations where the road section ahead has a "short hill" (which may also be referred to as a "hill"); because the length of the grade is short (e.g., less than 2 km), the vehicle climbs the top of the hill before the battery packs 130a & b discharge their stored electric energy, and in the subsequent downhill phase, the battery packs 130a & b are quickly recharged with hundreds of kilowatts of regenerative braking power of the driving motor 140, so that kilowatt-hour energy is recovered. By the method, the electric energy throughput turnover rate of the power type battery pack with limited capacity (ten kilowatt-hour level) can be increased, particularly a maximum value of the regeneration charge turnover rate and a minimum value of the engine charge turnover rate with quasi-zero cost are sought, and the cost performance is higher than that of an energy type battery pack with hundreds of kilowatt-hour level and large capacity (large volume/weight and high price). On the expressway in a relatively flat area or a hilly area, no long slope or high mountain (the situation that the absolute value of a longitudinal slope is larger than 2.0 degrees and the slope length exceeds 10 kilometers) exists, an intelligent mode switching control mode (iMS) can be adopted, the serial mixing iSS and the parallel mixing iPS are dynamically switched, and an oil-saving machine learning algorithm automatically explores and finds the optimal oil-saving control strategy for the specified path.

Referring back to fig. 1, for driving safety considerations, in some embodiments, the ACE heavy card may further include an automobile-level millimeter wave radar module (mWR)230 and a radar antenna 231 mounted at the front end of the heavy card for measuring in real time the absolute distance between the heavy card and a Leading Vehicle (Leading Vehicle) directly in front of the heavy card and the relative speed between the two vehicles; a maximum detection distance in front of the long-range millimeter wave radar (LRR) exceeds 250 meters, a horizontal view angle (FOV) range: +/-10 degrees; the millimeter wave radar 230 may also include a vehicle-scale short range large view radar (SRR) with a maximum detection range of 70 meters and a view range of +/-65 degrees. The vehicle-scale front-view monocular or binocular camera and a processing chip can be adopted, the maximum detection distance exceeds 250 meters, and the maximum detection distance is fused with a front-view millimeter wave radar (LRR & SRR), so that the speed measurement and distance measurement performance of the front end of the vehicle and the system robustness are enhanced; if the forward-looking speed of the vehicle and the redundancy and the robustness of a distance sensor system need to be ensured, a low-cost laser radar (LiDAR) with a small horizontal visual angle (FOV +/-10 degrees) and a forward-looking distance of more than 16 lines can be additionally arranged, and the farthest detection distance exceeds 200 meters. The millimeter wave radar mWR 230 in fig. 1 of the present disclosure should be understood to be any combination of the three types of sensors (millimeter wave radar, lidar, camera) that measure, track, or identify the relative velocity and absolute distance of objects or events around the vehicle, particularly in front.

In some embodiments, the heavy card further comprises a vehicle-mounted wireless communication gateway (T-Box)210 and an external antenna 211, which allow the heavy card 010 to be wide area networked with the cloud computing platform 001 through a third/fourth/fifth generation (3G/4G/5G) cellular mobile communication network 002 (see fig. 4), and also support V2X (car-road, car-car, car-network, car-person, etc.) real-time communication.

The VCU 201 can communicate with a plurality of vehicle-mounted sensors including a satellite receiver 220 and a millimeter wave radar 230 in a one-way or two-way real-time manner, control any combination of modules or subsystems including an engine 101 and a control module (ECU)102 thereof, a generator 110, an electric power shunt ePSD 123 (including inverters 121, 122a & b, a voltage-controlled switch 133, a chopper 132a & b), a battery pack 130a & b, driving motors 140 and 170, an automatic gearbox 150, a gearbox controller (TCU)151 and a map instrument 240 in real time, realize a predictive driving self-adaptive cruise control function (PACC) in the same lane of an ACE heavy truck expressway through the real-time dynamic cooperation of a plurality of modules in a "symphony formation type", namely an SAE L1 or L2 level automatic driving function, liberate the feet of a driver, reduce the driving labor intensity, optimize the dynamic property and the fuel saving property of the vehicle at the same time, and ensure the stable emission of the actual tail gas pollutants of the vehicle in a quality guarantee period of 70 kilometers (China- 6. Euro-6, U.S. EPA-2010). The VCU 201 can effectively utilize three-dimensional road information of an electronic horizon in a range of 50 kilometers, even 500 kilometers, and minimize the comprehensive oil consumption of a vehicle on the whole journey on the premise of ensuring the dynamic property of the vehicle by accumulating the ACE weighted card Predictive Adaptive Cruise Control (PACC) of sequential kilometer-level Granularity (Granularity) road sections.

In addition, when the ACE heavy card runs on a closed highway, a driver can manually start or close a predictive-Adaptive Cruise Control (PACC) function, and an SAE L1 or L2 level automatic driving function is realized by combining a mass-produced commercial advanced auxiliary driving system ADAS, so that the feet of the driver are basically liberated, and the driving labor intensity is reduced; the PACC function can be enabled in highway ODDs and at various vehicle speeds in non-extreme weather (no heavy rain, snow, hail, flood, etc.).

In some embodiments, the Predictive Adaptive Cruise Control (PACC) described above may include the following three subdivided modes of operation: 1) normal mode n (normal mode), 2) fuel saving mode eco (eco mode), and 3) high performance mode p (power mode), collectively referred to as PACC submode.

For example, the total weight of a passenger car is less than 3.0 tons, the maximum driving power can exceed 125KW, while the total weight (or weight) of a fully loaded heavy truck can be as high as 40 tons, the maximum driving power is less than 400KW, and the driving power per unit weight (KW/ton) of the heavy truck is much smaller than that of the passenger car; in other words, the acceleration performance of the heavy truck is far lower than that of a vehicle, the emergency braking distance of the heavy truck is also far higher than that of a passenger vehicle, and the dynamic driving characteristics of the two vehicles are greatly different. When the heavy truck carries cargo to drive on a non-blocked expressway, the heavy truck is difficult to completely keep a longitudinal slope with a constant speed of more than 2.0 degrees up and down, and also difficult to keep a constant distance to follow a piloted passenger car, and the heavy truck actively ascends the slope to refuel or descends the slope to brake each time, so that the oil consumption and the emission are increased. When the ACE heavy card enters the PACC cruise control, the upper limit and the lower limit of a cruise speed band are reasonably set according to the rated cruise speed Vc and the sub-mode of the vehicle selected by a driver, and the vehicle is controlled in the cruise speed band; the three PACC sub-modes have different emphasis points, and the common mode (N) can save oil and take freight aging into account; the fuel saving mode (Eco) emphasizes fuel saving and relaxes the freight time efficiency requirement (can slow down but must save fuel); the high performance mode (P) emphasizes freight timeliness and relaxes fuel savings requirements (which can be fuel-efficient but must be fast). Preferably, the upper and lower limit values of the cruise speed band for each of the following sub-modes may be selected:

Under the normal mode (N), the cruising speed (1.0-0.08) Vc < V < (1.0+0.05) Vc is not higher than 103% of the legal maximum speed of the road section; under the oil saving mode (Eco), the cruising speed (1.0-0.12) Vc < V < (1.0+0.05) Vc is not higher than the maximum legal speed; in the high-performance mode (P), the cruising speed (1.0-0.04) Vc < V < (1.0+0.05) Vc is not higher than 105% of the maximum legal speed.

The VCU 201 calculates and adjusts the time-varying function L of the safe following distance of the adaptive cruise in real time (one hundred milliseconds delay) according to the configuration parameters (especially the total mass of the whole vehicle) and the dynamic operation data (especially the longitudinal speed) including the ACE heavy card 010, the current 3D road information (longitude, latitude and longitudinal slope) of the vehicle, and the three-dimensional information such as the longitudinal slope distribution function and the curve curvature of the road in the vehicle electronic horizon range (kilometer level) stored by the map instrument 240_s(t) (safety distance function for short). Unlike fast-driving passenger cars, the front road longitudinal slope data (positive/negative/size) has a great influence on the acceleration (i.e., dynamic) or deceleration (i.e., braking effectiveness) of an ACE heavy truck carrying goods and traveling at high speed. Because the driving power (kilowatt/ton) and the braking power of the passenger vehicle per unit mass are several times of that of a heavy truck, the safe following distance L of the passenger vehicle does not need to be dynamically adjusted according to the distribution function of the longitudinal slope of the road _s(ii) a But dynamically adjusts L_sThe active safety of the ACE heavy truck driving under the PACC sub-mode is very important. Safe following distance L_sIt can be subdivided into three specific distances: l1 is the warning distance, L2 is the warning distance, L3 is the emergency braking distance, wherein L1>L2>L3. The VCU201 may dynamically calculate the three following distance functions L1, L2, or L3 at a refresh frequency higher than 10 hz in conjunction with the vehicle dynamics equation (1-1) based on vehicle configuration parameters and driving condition data (e.g., total vehicle mass, vehicle speed, etc.), real-time weather conditions (wind, rain, snow, ice, temperature, etc.), and 3D road data (longitude, latitude, longitudinal slope, etc.) over kilometers ahead of the vehicle.Obviously, the safety distance function is positively associated with the known data height such as the transient speed of the ACE heavy truck, the longitudinal slope function of a hundred-meter-level road section in front, the weight of the whole truck and the like; on a road section without a long slope or a high mountain, when the vehicle runs at the speed of 60 miles per hour and is fully loaded with heavy trucks, the early warning distance L1 is more than 250 meters, the warning distance L2 is more than 150 meters, and the emergency braking distance L3 is more than 50 meters.

When the secure distance function L of the ACE heavy card 010_sEqual to the warning distance L1 and the relative velocity v>When the time is 0 (representing that the following distance between two vehicles is continuously shortened), the VCU201 gives an early warning prompt through at least one of various physical signals such as sound sensation, vision, touch sensation and the like in the vehicle, simultaneously immediately down-regulates (0.1 second time delay) the PWM pulse sequence duty ratio of the engine 101 to be less than 0.5, reduces the average power function value of the engine, and drives the vehicle by taking the battery pack as a main part and the engine as an auxiliary part to enable the battery pack 130a &b, working in a charge retention (CS) mode or a charge Consumption (CD) mode, and preparing for rapid (ten millisecond time delay) regenerative braking; function of safe distance L_sEqual to the warning distance L2 and the relative velocity v>At 0, the VCU 201 gives a higher-intensity warning prompt simultaneously through at least two of various physical signals such as in-vehicle sound sensation, vision, touch sensation and the like, simultaneously and immediately down-regulates (ten millisecond time delay) the duty ratio of the PWM pulse sequence of the engine 101 to be zero, the engine enters a non-combustion towed state, the value of the minute-level average power function of the engine is negative, the engine becomes a mechanical load, and the battery pack 130a is enabled&b operating in a charge retention (CS) mode or a Charge Depletion (CD) mode and providing all vehicle drive electrical power, the ability of a motor plus battery pack to rapidly switch between hundred kilowatts of drive power or regenerative braking power within a ten millisecond response time can be utilized in an effort to maximize the following distance L_sRemains between warning distance L2 and emergency braking distance L3 and provides for immediate emergency braking; function of safe distance L_sEqual to the emergency braking distance L3 and the relative velocity v>When the power supply voltage is 0, the VCU 201 simultaneously gives the highest-intensity emergency braking prompt through various physical signals such as sound sensation, vision, touch sensation and the like in the automobile, maintains the duty ratio of the PWM pulse sequence of the engine 101 to be zero, and immediately starts the braking function of the engine, and at the moment, the minute-level average power function of the engine The numerical value is negative, after second-level time delay, the braking power of the engine can reach hundreds of kilowatts, the regenerative braking emergency braking assistance of five hundreds of kilowatts at the peak value is immediately implemented (ten-millisecond time delay), and meanwhile, the mechanical braking emergency braking of one megawatt level is immediately started (sub-second time delay); regenerative braking and engine braking are both emergency braking auxiliary functions, the total braking power is not enough to stop a heavy truck running at a high speed suddenly, but the driving wheels are not locked to cause the vehicle to be out of control; the maximum regenerative braking power of 500KW of the driving motor (140 or 170) can only meet the auxiliary braking deceleration requirement of acceleration of minus 0.1G (gravity acceleration) for a full-load heavy truck running at high speed; in emergency, the friction type mechanical braking system (megawatt level) of the heavy truck is started by a driver stepping on a braking vane or an ADAS system line control signal, and the emergency braking with the acceleration exceeding minus 0.2G can be realized. The total delay of the response time of the driver's brake plus the response time of the mechanical braking (pneumatic braking) system of the heavy truck exceeds 500 milliseconds; the VCU 201 completes the system response time of converting the hundred kilowatt-level driving mode into the hundred kilowatt-level regenerative braking mode within 25.0 milliseconds, and is at least one order of magnitude faster than the response speed of a traditional heavy truck driver plus a mechanical braking system, and the electric regenerative braking system and the mechanical braking system are completely independent of each other; the regenerative braking function of the driving motor of the ACE heavy truck improves the comprehensive braking performance of the vehicle and provides safety redundancy. The above-described multiple technical measures for dynamically controlling the cruising speed zone or the safe following distance of the vehicle are collectively referred to as an Intelligent Cruise Control (iCC) technology or function; obviously, compared with the Adaptive Cruise Control (ACC) of the vehicle or the traditional diesel heavy truck in the prior art set, the Intelligent Cruise Control (iCC) of the present invention is fundamentally different in terms of both specific technical measures and technical effects; compared with a 15L diesel engine heavy truck configured in the top level of Europe and America, the ACE heavy truck has obvious advantages in the aspects of vehicle dynamic property, brake effectiveness, system redundancy and the like. The smart cruise control (iCC) function is an important sub-function in the Predictive Adaptive Cruise Control (PACC) function of an ACE heavy truck.

Predictive adaptive cruise (PACC) operating scenario for ACE heavy trucksTwo categories can be distinguished. The first type is that when no vehicle exists within 200 meters of the current same lane, the vehicle controls the ACE heavy card to run in a specified speed zone according to an oil-saving ML algorithm; the second type is that when there is a vehicle in the front of 200 m in the same lane, the ACE heavy card is first controlled to the three safe following distances L_sThen, considering the oil-saving ML algorithm; in other words, the priority or weight of the control algorithm or the drive-by-wire signal related to the vehicle driving safety is obviously higher than that of the control algorithm or the drive-by-wire signal related to energy conservation and emission reduction.

The main line logistics heavy truck can meet the congested road (the average speed is less than 40 km/h; active acceleration and deceleration is frequent) caused by traffic peaks, road repair or traffic accidents and other factors when going on and off duty, and at the moment, the driving labor intensity of a driver and the oil consumption of the heavy truck are increased sharply. The congested expressway is one of long-term 'pain spots' in the global highway logistics industry, and the average congestion degree of China is higher than that of the American expressway, and the average vehicle speed is lower. The ACE heavy card can start an intelligent car following function, the function can be used only when a closed road (such as an expressway or an urban elevated road and the like) runs at a low speed (the average speed of the vehicle is lower than 30 kilometers per hour), and the ACE heavy card is not suitable for being used on an open urban or suburban road. By utilizing a forward-looking radar (SRR) and a camera 230, a set safe following distance L0 is kept between a closed congested road section and a pilot vehicle right ahead of the same lane, a VCU 201 commands an ACE (automatic communication terminal) heavy-duty clutch disconnection clutch 111 to operate in a series-mixing mode, intelligent start-stop control (iSS) is adopted for an engine 101, the engine 101 mainly operates in a charge maintenance mode (CS), and frequent active acceleration or braking of the vehicle is completely realized by a driving motor. The maximum torque output of the driving motors 140 and 170 can be kept within the range from zero rotating speed to rated rotating speed, and the starting acceleration performance and the braking deceleration performance of the ACE heavy truck are obviously higher than those of a traditional engine heavy truck and even can be comparable to the power performance of a traditional engine light truck; at the moment, the heavy truck brakes frequently at a low speed, which is very favorable for recovering energy by hundreds of kilowatt-level regenerative braking; the ACE heavy card saves more oil than a traditional engine heavy card under the mode of intelligent car following, the actual oil saving rate can be obviously higher than 30%, and meanwhile, the driving labor intensity of a driver can be greatly reduced.

When the loaded heavy truck is driven on a long slope, the risk that the performance of a mechanical braking system is reduced (Brake fall) or even completely fails due to heat generated by long-time braking friction is not negligible. In 2018, in 3 months, when a heavy truck runs through a downhill section of 17 kilometers, a brake system is overheated and fails to work, the heavy truck collides with a plurality of passenger cars in line for payment, and a huge traffic accident that 17 people die and 34 people are injured is caused. European regulations require a trunk logistics heavy truck to be additionally provided with a heavy truck non-friction retarder; although the heavy truck in the United states and China has no mandatory regulatory requirement of the heavy truck retarder, more and more heavy truck users select the heavy truck retarder. The conventional commercial retarder for mass production, such as an eddy current retarder, a hydraulic retarder, an engine brake retarder and the like, respectively have advantages and disadvantages. The electric eddy current retarder and the hydraulic retarder only have one retarding function, do not participate in vehicle driving, increase the weight of a vehicle and the cost of the Ten thousand yuan RMB, and obviously reduce the retarding effect when the vehicle is at low speed. Although the in-cylinder or out-cylinder brake retarder of the engine can be used for multiple purposes, the in-cylinder brake retarder has huge noise when working, the brake power is mostly lower than the peak power of the engine, and the retarding effect of the retarder is obviously reduced when the vehicle is at low speed. The ACE heavy truck power assembly disclosed by the invention has the beneficial effects of saving oil and reducing emission, can realize the function of an ACE heavy truck descending long-time slope retarder by the regenerative braking of the motors (110, 140 and 170) and the braking in or out of a cylinder of the engine 101, can completely replace an eddy current retarder or a hydraulic retarder without adding any hardware, and has higher cost ratio than the commercial products of the retarber of the heavy trucks.

When the ACE heavy card 010 runs down on a long-slope road section (the absolute value of a longitudinal slope is more than 2 degrees, the length of the longitudinal slope is more than 5 kilometers), the power of the longitudinal slope is enough to overcome the rolling power and the wind resistance power, the vehicle is driven to run down at a constant speed, the redundant power of the longitudinal slope needs to be regenerated and braked by a motor (110, 140 and 170) to recover energy, and the situation that the vehicle continuously accelerates the running down or starts a mechanical brake to change the residual mechanical energy into heat energy to be wasted is avoided; the VCU 201 can instruct the clutch 111 to be closed and locked, the vehicle works in a parallel hybrid mode, at this time, the engine 101 can work in a special case of an intelligent power switching control mode (iPS), that is, the duty ratio of the PWM pulse sequence is adjusted to zero, and the vehicle enters a zero oil consumption and zero emission working condition of a non-combustion low-load idle (without starting an engine braking function) or a non-combustion high-load idle (starting an engine braking function), and the generator 110 and the driving motor 140 or 170 can cooperate to recover mechanical energy of the vehicle when the vehicle runs down a slope by regenerative braking power generation, and charge the battery packs 130a & b through the ePSD 123; when the battery packs 130a and b are fully charged (SoC reaches URL), the choppers 132a and b disconnect the battery packs 130a and b, and the voltage-controlled switches 133 are switched from the disconnected state to the connected state, and are unidirectionally and electrically connected with the brake resistors 131 to serve as effective power loads for regenerative braking power generation, so that redundant electric energy is converted into heat energy to be consumed. In the mixed mode, the engine braking power and the motor regenerative braking power can be superposed, so that the total power of the friction-free retarder can be greatly improved, two sets of mutually independent and redundant retarding systems can be provided, and the active safety of the heavy truck during downhill driving is improved. The regenerative braking can save oil and reduce emission by recovering energy with near zero cost, can greatly prolong the service life of the mechanical brake pad, and obviously reduce the total cost of operation and maintenance of the mechanical brake system in the whole life cycle of the ACE heavy truck 010. In consideration of safety, when the ACE heavy truck descends a long slope, no matter the speed is high or low, the operation in a parallel mixing mode is preferred, and a series mixing mode is avoided.

The ACE heavy truck hybrid powertrain system of the present disclosure is a fully digital software defined powertrain system, and has a 1D longitudinal L1 level autopilot function and a variety of 2D lateral L2 level, L3 level, or L4 level autopilot upgrade options. The batch commercial use of the ACE heavy cards has a profound influence on the global trunk logistics heavy card industry, and can be upgraded and updated from a functional mobile phone to a smart phone in analogy with the global mobile communication industry. The ACE heavy card can easily upgrade an L1 level ACE heavy card into an L3 or L4 level automatic driving heavy card by upgrading hardware and software such as a plurality of environment perception sensors, a wire control automatic steering device, an automatic driving AI chip and the like. Industry experts agree that the class L5 heavy unmanned card is difficult to enter into bulk business in the major global market by 2030. The automatic driving heavy trucks from the L1 to the L4 level must comply with the road vehicle function safety standard ISO26262 to reach the specified automobile safety level (ASIL safety level), and the higher the level, the higher the requirements on system reliability and redundancy. The ACE heavy truck is provided with system integration based on the driving motors 140 and 170, the battery packs 130a & b and the ePSD 123 to realize high-performance pure electric driving, regenerative braking energy recovery, automatic emergency brake auxiliary function (AEBA) and long downhill retarder function, and a set of completely independent and redundant electric regenerative braking active safety system is added besides a traditional engine and a mechanical braking system of a vehicle, and meanwhile, a redundant vehicle electric driving system (the engine is added with a plurality of motors) and a redundant power supply are also added. The ACE heavy truck of this disclosure compares based on prior art's traditional engine heavy truck, can improve three big ultimate goals of the automotive industry simultaneously with high sexual valence: safe, energy-saving and environment-friendly.

It is expected that the heavy Truck "array" (Truck platform) primary small-scale commercial use will be enabled in the open, totally enclosed highway region of europe and america since 2020. The heavy truck array is characterized in that the safe following distance between two heavy trucks running at high speed is greatly reduced to within 15 meters from more than 45 meters required by regulations to greatly reduce the wind resistance power of the front heavy truck and the rear heavy truck by a whole set of advanced driving assistance technology (ADAS) and real-time reliable wireless mobile communication (V2V, V2X) between vehicles and a cloud, so that 4% of oil can be saved by navigating the heavy trucks, and 10% of oil can be saved by following the heavy trucks. From the safety point of view, the emergency braking performance of the following heavy truck is better than that of the pilot heavy truck so as to avoid rear-end accidents. The high-speed same-lane emergency braking performance of the ACE heavy card is obviously superior to that of a traditional fuel heavy card with the same total mass, so that the ACE heavy card is always suitable for being used as a following heavy card in a heavy card array, and oil can be further saved. From the viewpoint of fuel economy, the following distance of the heavy truck array is not as small as possible. When the following distance is less than 7 meters, the effective wind speed of the water tank on the front side of the heavy truck is reduced, the heat dissipation effect is reduced, the requirement of a mechanical fan of the water tank of the heavy truck with power consumption of dozens of kilowatts is required to be started, the dynamic heat dissipation power requirement required by a diesel engine of the heavy truck can be met, and the situation that the comprehensive oil consumption of the heavy truck is not reduced and increased can be caused. The engine displacement of the ACE heavy card is reduced by about 20 percent compared with the engine displacement of the traditional heavy card, which means that the sectional area and the heat dissipation power of a water tank of the ACE heavy card can be reduced by about 20 percent, and a high-efficiency wire-controlled water tank electric fan can be adopted; meanwhile, the ACE heavy card has faster response speed and shorter braking distance compared with the traditional heavy card emergency braking, is used as a following vehicle, can shorten the display safety following distance of the heavy card of the ACE heavy card to 6 meters or even 5 meters on a high-speed road section without a long descending slope (the absolute value of a longitudinal slope is less than 2.0 degrees, and the length of the slope exceeds 5 kilometers), and can possibly realize that the additional oil saving rate exceeds 10 percent by further reducing the wind resistance power. When the heavy truck array descends a long slope, the heavy truck interval is properly increased from the safety point of view, so that the safety is ensured, and the oil consumption is not obviously increased; and after the equal-weight card array reaches the bottom of the slope, the normal spacing is recovered.

In north american or european markets, trunked logistics heavy truck drivers, like civil aviation pilots, have time of day mandatory regulatory requirements (HOS), work on duty up to 14 hours a day, drive for up to 11 hours, and then the driver must rest for 10 hours. In china, heavy truck drivers (single or double drivers) also need to stop for several hours on the way; unlike the situation where the proportion of double Drivers of heavy trucks in China is high, the proportion of double Drivers of heavy trucks in Europe and America (Team Drivers) is low. When the vehicle is parked and is in rest, the heavy truck is a Hotel of a driver, an engine needs to run at an idle speed (low rotating speed and low Load) to provide mechanical energy or electric energy required by normal operation of various Hotel loads (Hotel loads), for example, a cab needs electric power to support various electric appliances, particularly a mechanical or electric air conditioner, and the vehicle is cooled in summer and heated in winter. Obviously, the heavy truck idling for a long time is oil-consuming and increases pollutant emission; for energy conservation and emission reduction, strict Anti-heavy truck idle speed regulation (Anti Idling) exists in Europe, no national Anti-heavy truck idle speed regulation exists in China and the United states at present, and local regulations that heavy trucks park engines in the United states for idle speed not more than 5 minutes exist in a plurality of states in the United states. In order to meet eu regulations on idle speed against heavy trucks and/or to improve the quality of life of heavy truck drivers for long haul shipments, each european heavy truck is equipped with an Auxiliary Power Unit (APU) based on a battery pack or a pocket diesel engine, worth tens of thousands of dollars (i.e., thousands of dollars), and some U.S. and chinese heavy trucks are also increasingly equipped with such systems. The ACE heavy card can fully charge the battery packs 130a and b (the SoC is up to the red line URL) before long-time parking and rest; at this time, the battery packs 130a & b and the electric power shunt (ePSD 123) can completely replace the independent APU, the main advantages of the APU in the prior art are maintained, the main defects are overcome, and on the premise of not increasing hardware cost, the power requirements of all Hotel loads (Hotel loads) required by a heavy truck driver during parking and ten-hour rest period of engine stalling are supported, such as household or office appliances such as air conditioner heating or refrigeration, electric lamps, televisions, refrigerators, microwave ovens, induction cookers, computers, printers and the like; not only optimizes energy conservation and emission reduction, but also obviously improves the life quality of heavy truck drivers during long-distance freight transportation.

Under special or emergency conditions, the ACE heavy card 010 can also add a brand-new 'intelligent mobile Micro-Grid' (iMMG) function only through software definition on the premise of not adding extra hardware, so that the ACE heavy card is enabled to park fuel oil for power generation and temporarily becomes a mobile three-phase alternating current Micro-Grid (Micro Grid) with the rated power of 250 kilowatts; the specific implementation methods are two types: firstly, a series hybrid intelligent start-stop control (iSS) mode can be adopted, parking power generation is carried out, at the moment, the driving motors (140 and 170), the gearbox 150 and the like are not operated, and three-phase alternating current suitable for all regions of the world can be output outwards from the I port or the II port of the ePSD 123 by utilizing the inverters 121, 122a and b; the battery packs 130a and b are used as energy storage units of the micro-grid, dynamic peak clipping and valley filling are carried out on electric power of the micro-grid, the engine 101 is guaranteed to operate in a high-efficiency area all the time, and energy conservation and emission reduction are optimized; it is clear that in the series-hybrid iSS mode, the power rating of the mobile microgrid is limited to the power rating of generator 110, which is less than 200 kilowatts. Secondly, a parallel hybrid Intelligent Power Switching (iPS) mode can be adopted, the clutch 111 is closed at the moment, the generator 110 and the driving motor 140 can synchronously run to generate power, and three-phase alternating current suitable for all regions of the world can be output outwards from the I port or the II port of the ePSD 123 by utilizing the inverters 121, 122a and b; the sum of the rated power of the double motors (110 and 140) is larger than the peak power of the engine 101, and the upper limit of the rated power of the mobile micro-grid is increased to the peak power (namely the maximum continuous mechanical power) of the engine 101 and is larger than 300 kilowatts; the battery packs 130a and b are also used as energy storage units of the micro-grid to dynamically load and load off the electric power of the micro-grid, so that the engine 101 is ensured to always operate in a high-efficiency area, and energy conservation and emission reduction are optimized; it is clear that the gearbox 150 must now be run in Neutral (Neutral). As long as the engine's fuel (diesel or natural gas) supply is sufficient, ACE heavy trucks can operate in smart mobile micro grid (mmg) mode for days or longer, continuously providing high quality three-phase ac power for emergency applications rated in excess of 250 kw.

The I-level oil-saving robot configured by the ACE heavy card realizes the automatic driving function of 1D longitudinal SAE L1 through the technical measure of the ODD Predictive Adaptive Cruise Control (PACC) on the expressway, achieves the beneficial effect that the comprehensive oil consumption (liter/100 kilometer) is reduced by nearly 30 percent compared with the traditional diesel heavy card, and fully utilizes the prior data of an electronic horizon 3D map, the dynamic working condition data of a vehicle, and an oil-saving data set and an oil-saving Machine Learning (ML) algorithm in cooperation of the vehicle and the cloud mainly by depending on the power assembly technology of oil-electricity mixing, particularly an electric power shunt ePSD; even if a human driver drives the ACE heavy truck manually, the oil saving rate can be nearly 25 percent (compared with the traditional diesel heavy truck), namely about 80 percent of the energy saving and emission reduction optimization potential is realized; the 'oil-saving robot' commands to realize longitudinal L1-level automatic driving (namely predictive adaptive cruise PACC) in the ODD on the expressway, so that the high decoupling of the comprehensive oil consumption (liter/100 kilometers) of each ACE heavy card, the technical grade and performance of an engine of the vehicle and the individual driving level (capacity, road experience, working attitude and the like) of a driver can be ensured, and the oil-saving rate and the consistency are obviously superior to those of a human driver. The ACE heavy card adopts mature and commercialized core parts and system integration technology in batches, has obvious oil saving effect and high cost performance, can realize cost recovery within 2.5 years (namely, the difference between the ACE heavy card and the traditional diesel heavy card is supplemented), doubles the accumulated profit of a 5-year fleet, can realize the industrialization of falling to the ground in North America in a mode of refitting a hybrid heavy card within three years, and realizes large-scale commercial use without depending on government subsidies and only by saving fuel cost. Other various trunk logistics heavy truck fuel saving technologies which are commercialized, such as low rolling friction tires, light weight, reduction of the wind resistance coefficient (tractor and trailer), and the like, can be directly applied to the ACE heavy truck in an overlapping mode. The ACE modified heavy truck which is commercialized in batches before and after 2022 is expected to reduce the comprehensive oil consumption (liter/100 kilometer) of a base line (Baseline) by more than 25% compared with the traditional diesel heavy truck of 2018 edition.

Different from the prior art, the ACE heavy card 010 shown in the embodiments of fig. 1 to 5 of the present disclosure dynamically and continuously adjusts an engine average power function value (i.e., minute-level rolling time average power) by means of a fully digital and software-defined hybrid powertrain, under the command of the VCU 201 in cooperation with the AIU 202, according to vehicle configuration parameters and dynamic condition data, in combination with map instrument (MU)240 electronic horizon priori 3D road data and Machine Learning (ML) fuel saving algorithm, by implementing pulse modulation control (PM), particularly bipolar pulse width modulation control (PWM), including serial hybrid intelligent start-stop control (iSS) or parallel hybrid intelligent power switching control (iPS), and in addition to intelligent mode switching control (iMS) and clutch-less shift Control (CGS) on an engine transient power function value; the flow direction, path and amplitude of the hundred kilowatt electric power are dynamically regulated between a plurality of power sources or loads (such as the generator 110, the driving motor 140 or 170, the battery pack 130a or 130b, the brake resistor 131 and the like) externally connected with the three-port power electronic network by controlling the electric power distributor (ePSD 123); according to series-hybrid power balance equations (2-4) or parallel-hybrid power balance equations (3-3), Pulse Amplitude Modulation (PAM) is carried out on the transient power function of the battery packs 130a & b, so that the battery packs 130a & b can work stably or switch smoothly in one of three modes of charge retention (CS), charge Consumption (CD) and Charge Increment (CI), predictive control over the average charge state function (namely the minute-level rolling time average function of the transient SoC function) of the battery packs is realized, and meanwhile maximization of regenerative braking charge turnover rate and minimization of engine charge turnover rate are pursued; satisfying the vehicle dynamics equation (1-1) in real time; the Intelligent Cruise Control (iCC) function is combined to realize the whole vehicle Predictive Adaptive Cruise Control (PACC) function; the fuel consumption (liter/hundred kilometers) of the diesel heavy truck is reduced by more than 25%, meanwhile, the dynamic property and the braking effectiveness of the vehicle are obviously improved, the long-term stable standard reaching of actual exhaust emission is ensured, the labor intensity of driver driving is reduced, and the rest experience of the driver during Anti-idle (Anti-idle) parking is improved. The oil-saving robot provided by the invention converts the power management problem or the energy management problem of the ACE heavy card in the highway ODD into the equivalent narrow artificial intelligence problem of go chess under a computer through a technical measure of the testability adaptive cruise control (PACC), is very suitable for storing and uploading an oil-saving data set of a cloud by using a Machine Learning (ML) oil-saving algorithm and a computer readable medium, automatically masters an optimal oil-saving strategy and continuously and autonomously evolves through the linkage (training or reasoning) of the cloud and an on-vehicle oil-saving AI chip, has strong consistency and can become a reliable co-driver of a human driver in the aspect of actual energy conservation and emission reduction optimization.

As discussed above, when the ACE heavy truck is driving on a loaded highway, the down-slope longitudinal slope power of dozens of kilowatts to hundreds of kilowatts, which is frequently generated by the fine change of the granularity of 0.1 degree of the longitudinal slope along the road, is skillfully utilized, the regenerative braking power is generated by the driving motors 140 and 170, the battery packs 130a and b are charged after being rectified by the electric power splitter ePSD 123, and the zero-cost electric energy (i.e. regenerative braking charge) of hundreds of kilowatt-hour level or kilowatt-hour level can be harvested from each down-slope of hundreds of meters to kilometers along the road, and the water flow is long and the amount is large. In addition, the comprehensive energy conversion efficiency of the ACE heavy card from the battery to the driving wheel is more than two times higher than that from the oil tank to the driving wheel; in other words, the electric energy in the ACE heavy truck battery pack is compared with the chemical energy of the fuel in the fuel tank, and when the vehicle is driven to do work, the former is balanced with one to three. The secret of saving oil under the working condition of the ACE heavy truck expressway lies in that zero-cost 'regenerative braking charge' accumulated in the battery packs 130a and b is utilized to the maximum extent to provide partial vehicle driving power, the accumulated throughput electric energy turnover rate of the battery packs 130a and b in the whole transportation event, particularly the regenerative braking charge turnover rate is improved in a rapid turnover mode with charging and discharging, the engine charge turnover rate is reduced, and the optimal oil saving effect is achieved.

The VCU 201 examines the time potential and is not rainy and muzzled according to the prior 3D road data of the electronic horizon of a vehicle map instrument (MU)240 in real time, ensures that enough time is available to command the clutch 111 to be engaged and locked before the vehicle encounters a long slope with the length more than ten kilometers and the longitudinal slope more than 2.0 percent, switches to the hybrid mode, implements hybrid intelligent power switching control (iPS) on the engine 101 and the generator (MG1)110, timely (JIT) fills the battery packs 130a and b (SoC reaches URL) before the vehicle reaches the long slope, and raises the vehicle speed to the upper limit of the vehicle speed, thereby maximally delaying and reducing the ACE weight card legal 010 slope, and after the electric energy of the battery packs is exhausted, the vehicle is decelerated to ascend at a high speed and a constant speed due to the fact that the peak power of the engine is not enough to solely support the high speed and the constant speed ascend, and the vehicle dynamic performance and the transportation timeliness are affected. According to the 3D map stored by the on-board MU 240, particularly the high-precision longitudinal slope spatial distribution function in the electronic horizon, and the configuration parameters and dynamic conditions and positioning data of the vehicle, the VCU 201 can dynamically predict the longitudinal slope power time-varying function and the road-borne transient power time-varying function of the vehicle in the electronic horizon (on the order of hours or hundred kilometers) with kilowatts accuracy and a refresh frequency higher than 1 hz through the vehicle dynamics equation (1-1), so as to perform Pulse Amplitude Modulation (PAM) control on the transient power function of the battery packs 130a & b by performing Pulse Modulation (PM) control (serial iSS or parallel iPS) on the transient power function of the engine 101, to realize predictive control on the average state of charge (SoC) function of the battery packs 130a & b, according to different submodes of Predictive Adaptive Cruise Control (PACC) of the vehicle selected by the driver, on the premise of ensuring the running safety and real emission (RDE) to be always in compliance, the optimal dynamic balance between the oil saving property and the dynamic property of the ACE heavy truck is sought, the vehicle dynamics equation (1-1) and the power balance equation (2-4) or (3-3) are met in real time, and the beneficial effects of optimizing the energy conservation and emission reduction of the vehicle are achieved. It is emphasized that the minimum value of the combined fuel consumption (liters per hundred kilometers) for a particular freight event by a particular ACE weight card is highly correlated with the configuration parameters and loads of the vehicle, the longitudinal slope space function of the roads along a particular trip (or route), the meteorological conditions along the course of the day, and the dynamic condition data of the vehicles along the way, and is less correlated with the macroscopically large average fuel consumption values of the weight cards of similar configuration and loads across the country. When the ACE heavy card runs every minute or every kilometer, the average oil consumption is minimized, the average oil consumption is accumulated every day and month, and the linear superposition can ensure that the accumulative comprehensive oil consumption of the ACE heavy card is optimal every day, every month, every year and in the whole life cycle. All ACE heavy card clusters with different configurations and different loads form an oil-saving data set which runs on a specific freight route in a daily accumulated and long-term manner, the oil-saving data set is valuable 'data petroleum' for training a machine learning oil-saving algorithm, and a default oil-saving control strategy recommended by a cloud oil-saving algorithm has general reference and guidance significance for each ACE heavy card operated on a journey.

The following describes how to utilize the fuel-saving data set acquired by the ACE heavy card 010 during driving and stored locally, after desensitized encryption, to upload to the cloud computing platform 001 via the vehicle-mounted wireless gateway 210 through the mobile internet 002 in time (minutes or hours of time delay) for storage for subsequent analysis and processing. The cloud platform 001 collects enough computing power of public cloud or private cloud through optimizing a Machine Learning (ML) oil saving algorithm, trains an AI brain of a cloud oil saving robot by utilizing an increasingly accumulated ACE heavy card oil saving data set stored at the cloud, automatically establishes and continuously improves a Deep Neural Network (DNN) model, and seeks an oil saving optimal control strategy; the fuel consumption benchmark value and Default (Default) fuel-saving control strategy aiming at the specific path are downloaded to each ACE heavy card through a wireless mobile communication network, so that each ACE heavy card can benefit from collective intelligence; each ACE heavy card can utilize its VCU 201 to cooperate with the AIU202 to perform vehicle-end "Edge Computing" (Edge Computing), i.e. AI inference operation, and dynamically modify the default fuel-saving control strategy of the vehicle in real time according to the current environment, road conditions and vehicle operation dynamic data of the ACE heavy card, so as to minimize the comprehensive fuel consumption of the transportation event (i.e. a vehicle and a cargo from a starting point to a destination point) of the vehicle.

In some embodiments, during the driving of the ACE heavy truck 010, various configuration parameters or dynamic operation data from each main powertrain subsystem of the aforementioned generator set (including the engine 101, the ECU102, the generator 110, the inverter 121), the ePSD 123, the clutch 111, the driving motor 140 or 170, the automatic transmission 150, the TCU 151, the brake resistor 131, and the battery pack 130a or 130b, etc. may be measured and collected in real time by the "internet of things" formed by multiple sensors on board the ACE heavy truck 010 (which means that the measured and recorded refresh frequency is above 5 hz), and are stored in the memory of the onboard VCU 201 or other onboard memories in a centralized manner of structured big data commonly used in the industry, or may be stored in the memories of microprocessors corresponding to several subsystems in a distributed manner; the fuel-saving structured big data (referred to as fuel-saving data set for short) refers to a multidimensional time series set which is recorded in a certain mapping relation in a correlated mode and relates to dynamic data of operation of each subsystem in the driving process of the ACE heavy card.

For example, a ten nanosecond ultra-high precision time service of a vehicle-mounted satellite navigator (GNSS)220 can be used as a unique reference clock of a whole vehicle system to repeatedly calibrate clocks of microprocessors of various vehicle-mounted subsystems including a VCU 201 clock in time (minute-scale time delay), dynamic operation data of various subsystems of an ACE heavy card are automatically marked and synchronized by using an ordered and unique vehicle system operation time sequence, subsequent splicing and synthesis of a multidimensional time sequence are facilitated, and an oil-saving data set for a specific ACE heavy card and a specific freight event is generated. As shown in fig. 1 to 5, the vehicle 010 includes a VCU 201, an AIU 202, an engine 101, an engine control module 102, a generator 110, and an electric power splitter (ePSD)123 (including inverters 121, 122 a) &b; a voltage-controlled switch 133; chopper 132a&b, etc.), clutch 111, drive motor 140&170. Battery pack 130a&b. Important subsystems such as the brake resistor 131, the alternating current power distribution board 135, the gearbox 150, the gearbox controller 151, the millimeter wave radar 230, the mobile communication gateway 210, the map instrument 240, the satellite navigation receiver 220 and the like all have corresponding special microprocessors, memories and sensors. These subsystems can all be at 1.0 Hz<f_m<Measuring frequency (f) of 50.0 Hz_m) Within the scope of this disclosure, the time series of the main dynamic operating data of the individual subsystems, which are uniquely labeled with the vehicle operating time, are measured, calculated and recorded or stored in real time at the local vehicle end. For example: the engine control module 102 can measure and calculate and record dynamic operation data such as longitudinal vehicle speed, longitudinal vehicle acceleration, rotating speed, torque, specific fuel consumption (BSFC) and the like of the engine 101 at a measuring frequency of more than 10 Hz; the generator controller (i.e., inverter) 121 can measure and record the rotational speed and torque of the generator 110 at a measurement frequency of 10 Hz or moreDynamic data such as the internal temperature of the motor, or the direct-current voltage and current at the output end of the generator controller 121, the internal temperature of the controller, and the like; the ePSD 123 can record the only direct current voltage function at the position of the direct current bus confluence point X and the dynamic data such as the direct current functions of all branch circuits and the like at the measuring frequency of more than 10 Hz; battery pack 130a &b, the battery management module (BMS) can record the direct current voltage and current at the output end of the BMS and dynamic data such as the current, voltage, temperature, state of charge and the like of the internal battery cell and the battery module level at the measuring frequency of 10.0 Hz; inverter 122a&b, measuring and recording dynamic data such as the rotating speed and the torque of mechanical shafts of the driving motors 140 and 170, the internal temperature of the motors, the direct current end current and the voltage of the inverter and the like at a measuring frequency of more than 10 Hz; chopper 132a&b, measuring and calculating with a measuring frequency of more than 10 Hz and recording dynamic data of direct current voltage and current of a high-voltage end or a low-voltage end of the device; the gearbox controller 151 can record dynamic data such as the gear position of the gearbox, the rotating speed of an input end, the rotating speed of an output end and the like at a measuring frequency of more than 2.0 Hz; the satellite navigator 220 can measure and calculate and record the longitudinal speed, acceleration, longitude and latitude, longitudinal slope, time service and other dynamic data of the vehicle at a measuring frequency of more than 5 Hz; the millimeter wave radar 230 can measure and record dynamic data such as absolute distance and relative speed between the vehicle and the vehicle directly in front at a measurement frequency of 10 Hz or higher; the voltage-controlled switch 133 can record dynamic data such as dc voltage and current at a measurement frequency of 10 hz or higher. The sensor measurement data of each subsystem may partially overlap each other, and data overlap redundancy helps to improve system-wide fault tolerance and error correction.

Next, as shown in fig. 1 to 5, the VCU 201 is unidirectionally and uniquely labeled with a vehicle operation reference time sequence, and is used as a reference for measuring data time sequences of all subsystems, and generates proprietary structured big data, referred to as "an oil saving data set" for short, which is generated in the operation process of the ACE heavy truck 010 and is highly associated with the ACE heavy truck complete energy saving and emission reduction control strategy, after automatic assembly, integration, and desensitization encryption. Then, the "fuel-saving data set" will be uploaded to the cloud computing platform 001 via the mobile internet 002 or the wired internet in "real time" (sub-second time delay) or "in time" (hour time delay) for centralized or distributed storage for subsequent data analysis and processing.

For example, as shown in fig. 1 and fig. 5, the ACE heavy truck fuel saving data set may be uploaded to the cloud computing platform 001 on the mobile internet for distributed or centralized storage in time (minute-level or hour-level time delay) for subsequent data processing through the wireless communication gateway 210 and the cellular mobile communication network 002. Optionally, the data packet may be desensitized and encrypted prior to uploading to ensure data security, protect privacy of the customer (driver or fleet) and trade secrets. The cloud platform 001 will collect a fuel saving data set that runs using the ACE heavy cards of the present invention. By utilizing the increasingly accumulated operation structured big data (namely an oil-saving data set) of the ACE heavy card clusters, the cloud end of the oil-saving robot and an Artificial Intelligence (AI) chip of a vehicle end are trained by focusing an oil-saving machine learning algorithm and allocating corresponding computing power of a cloud end computer, wherein the cloud end is an AI training chip, the vehicle end is an AI reasoning chip, a Deep Neural Network (DNN) model of an oil-saving ML algorithm is automatically established and continuously perfected, an optimal oil-saving control strategy aiming at each ACE heavy card and each freight event is sought, and the beneficial effects that the actual oil consumption of a trunk logistics ACE heavy card is reduced by more than 25% compared with that of a modern diesel heavy card, the actual oil consumption of a driver is basically decoupled from the driving level of the driver and the performance of the engine, and the like are achieved. The cloud 001 preferably adopts a commercial AI training chip and is characterized by high universality, high performance, high power consumption and high cost; the vehicle-end AIU 202 preferably adopts an AI reasoning chip, and is characterized by high specificity, moderate performance, low power consumption and low cost. The vehicle-end oil-saving AI reasoning chip 202 is linked with the cloud oil-saving AI training chip in real time, trillions times/second (TOPS) super operation can be carried out at the vehicle end according to the constantly changing driving conditions of the ACE heavy truck, and a dynamic optimal oil-saving control strategy of each second or each minute time period (corresponding to the driving distance of two kilometers to two kilometers) is searched; the combustion work of the engine 101 does not have a hysteresis effect or a memory effect, and the microscopic lowest oil consumption (liter/hundred kilometers) is obtained in each time period, continuously accumulated and linearly superposed, so that the macroscopic lowest oil consumption of the ACE heavy card 010 in the whole transportation event is finally realized. When an AI brain (VCU 201 plus AIU 202) of the oil-saving robot commands an ACE heavy card 010 to drive on an expressway ODD, the 1D longitudinal L1 automatic driving function is realized through a predictive adaptive cruise control technology (PACC), and the ACE heavy card energy-saving emission-reduction optimization problem is converted into an equivalent narrow artificial intelligence problem (also called narrow AI problem) of go under a computer; like AlphaGo can surpass mankind, the ACE heavy truck "fuel-saving robot" of this disclosure also can surpass human driver in the actual oil consumption of trunk commodity circulation heavy truck and emission index aspect. It should also be emphasized that the "fuel-efficient robot" of the present invention does not completely replace human drivers, but rather serves as a reliable co-driver and assistant for the driver of the heavy truck for the main logistics.

The starting point and the ending point of each Freight Event (Freight Event) of the trunk logistics heavy card are all known, the Freight weight is also known and fixed, and the Freight weight changes rarely temporarily and randomly; freight miles range from hundreds to thousands of kilometers, and times range from hours to days. Before each shipment is started, a fuel-saving robot (VCU 201) or a driver of the ACE heavy card 010 can automatically download an optimal fuel-saving control Default (Default) scheme aiming at the shipment event journey and an industry optimal fuel consumption index (liter/hundred kilometers) aiming at the route to an AI (fuel-saving brain) of the cloud platform 001 through the wireless mobile gateway 210 or a mobile phone, and the schemes are used as references for local real-time operation (edge calculation) and dynamic adjustment of fuel-saving machine learning algorithms of the VCU 201 and the AIU 202 of the vehicle; therefore, each ACE heavy card can be shared by people with collective intelligence that the ACE heavy cards in the whole industry run on the same road section, and the best oil saving effect of the trunk logistics industry is achieved. When a driver opens an ACE heavy truck on a closed highway, a sub-mode (a common mode N/an oil saving mode Eco/a high performance mode P) of a PACC function can be selected, a predictive adaptive cruise control function (PACC) is started, the VCU 201 cooperates with the AIU 202 to replace part of the driving functions of the driver, and the continuous automatic control (namely L1-level automatic driving) of the longitudinal movement (acceleration/cruise/sliding/deceleration) of the heavy truck 1D is realized, so that the feet of the driver can be liberated for a long time, the labor intensity of long-distance driving of the driver is reduced, the practical oil consumption optimization (namely minimization) can be realized, the decoupling effect with the driving level of the driver is realized, and the like; it should be emphasized that, at this time, the driver's hands, eyes, ears and brain still need to work, which is responsible for the detection and response (OEDR) of the targets and events around the vehicle, and continuously controlling the steering or emergency braking of the vehicle in real time, and paying full responsibility for the safety of the heavy truck. The invention has the other beneficial effects that the energy-saving and emission-reducing optimization of the vehicle is realized by the oil-saving robot through the PACC function, the well-known long-term problem of the main line logistics industry that the discreteness of the actual integrated oil consumption is up to 20 percent due to various human factors (road familiarity, driving level, working attitude, fatigue degree and the like) of a driver can be effectively solved, the lowest oil consumption can be achieved with high consistency when each ACE heavy card runs on the same road section, and the bright spot is very important for cost reduction and efficiency improvement of a transport company.

In conclusion, the essential difference between the ACE heavy card 010 with the Predictive Adaptive Cruise Control (PACC) function in the invention and any gasoline-electric hybrid vehicle or traditional diesel heavy card with similar functions in the market at present is that the ACE heavy card is highly focused on the optimization of energy conservation and emission reduction of the trunk logistics heavy card, effectively solves the worldwide problems acknowledged by the global automobile and transportation industries, namely, under the working condition of the highway, the oil-electricity hybrid heavy truck has the difficult problems that the oil saving effect is not obvious and the actual oil saving rate cannot be higher than 10 percent compared with the traditional diesel heavy truck, the actual comprehensive oil consumption reduction of a main line logistics application scene can be higher than 25 percent, meanwhile, the dynamic property and braking effectiveness of the vehicle can be obviously improved, and the ACE heavy card can be ensured to meet the multiple beneficial effects of pollutant emission, carbon emission regulation index and the like in a long service life (70 kilometers emission up to standard quality guarantee period) under the actual running environment (RDE) of three card markets of China/America/European Union. In other words, when the ACE heavy truck 010 runs on a non-congested closed highway, a driver can only be responsible for perception and decision (OEDR) of objects and events around a vehicle and vehicle transverse control in a Dynamic Driving Task (DDT), and the heavy truck fuel-saving robot realizes the 1D longitudinal L1-level automatic driving function of the vehicle through a Predictive Adaptive Cruise Control (PACC) technical measure, so that the optimization of energy conservation and emission reduction of the vehicle is realized. The 1D longitudinal L1-level automatic driving function based on PACC technology in the highway ODD is a bottom-layer core function which must be possessed by a basic I-level oil-saving robot to a high-level IV-level oil-saving robot, and is an economic basis of all higher-level automatic driving systems, and artificial intelligence is specially focused to optimize the energy conservation and emission reduction of ACE heavy cards; compared with the I-level oil-saving robot, the 2D transverse L4-level automatic driving system is added to the IV-level oil-saving robot, and belongs to the upper-layer building.

Under a Predictive Adaptive Cruise Control (PACC) driver preset sub-mode (one of a normal mode N/an oil saving mode Eco/a high-performance mode P), the heavy truck oil-saving robot performs AI inference operation according to performance characteristics and configuration parameters of a vehicle key subsystem, vehicle driving condition dynamic data and electronic horizon three-dimensional road priori data by adopting a vehicle energy management control strategy and vehicle-mounted real-time computing power based on a machine learning oil-saving algorithm, performs series-mixing intelligent start-stop control (iSS) or parallel-mixing intelligent power switching control (iPS) or intelligent mode switching control (iMS) on the transient output power of the engine 101, performs pulse amplitude modulation control (PAM) on the transient power function of the battery packs 130a and b, and enables the battery packs 130a and b to stably work or smoothly switch between a charge maintaining (CS) mode, a charge Consuming (CD) mode and a Charge Increasing (CI) mode, under the constraint conditions of meeting the vehicle dynamic property, the active safety, the long-term standard of the tail gas emission RDE and the like, the vehicle dynamic equation (1-1) and the power balance equation (2-4) or (3-3) are met in real time, the actual oil consumption of the whole freight event is minimized, and compared with the traditional diesel engine heavy truck, the actual comprehensive oil saving rate can reach up to 30%. In the prior art, the self-Adaptive Cruise Control (ACC) function of a passenger vehicle or a commercial vehicle mainly provides driving convenience, improves active safety, and almost ignores (less than 2%) influence on the actual comprehensive fuel saving rate of the vehicle; the traditional 'predictive cruise control' of the internal combustion engine heavy truck focuses on a vehicle energy management control strategy, but the actual oil saving effect is only about 3% because energy cannot be effectively recovered. Different from the prior art, the ACE heavy card 'predictive adaptive cruise Control' (PACC) technical scheme comprises a series-mixing intelligent start-stop Control technology (iSS), a parallel-mixing intelligent power switching Control technology (iPS), an intelligent mode switching Control technology (iMS), a clutch-free shift Control technology (CGS), a predictive state of charge Control technology (PSC-predictive SoC Control), a predictive vehicle Energy Management technology (PEM-predictive Energy Management) based on a Machine Learning (ML) fuel-saving algorithm, an intelligent cruise Control technology (iCC) and other technical measures which are combined and integrated at will, the vehicle is optimized in a focused trunk logistics scene, compared with the traditional diesel heavy card, the actual comprehensive fuel-saving rate can be up to 30%, the fuel-saving rate is extremely high in consistency, and is basically unrelated to the level of a driver and the performance of an engine 101, and meanwhile, the driving convenience is provided, the labor intensity of a driver is reduced, and the dynamic property and the active safety of the vehicle are improved.

The Comparator (CSB)203 in fig. 3 is an ASIL-D level high reliability electronic module comprising at least 6 input channels and at least 2 output channels, which may be in bi-directional communication with a Vehicle Controller (VCU)201 or an in-vehicle AI unit (AIU)202 via a data bus (e.g., CAN bus; see dashed lines in fig. 1) of the ACE heavy card 010. Upgrading from a class I fuel-efficient robot with an ACE1 heavy card to a class IV fuel-efficient robot with an ACE4 heavy card, the main changes are upgrading the hardware and software of the on-board AI unit (AIU)202, and upgrading the hardware and software of the on-board sensor suite, i.e. upgrading the AI driver perception and decision-making capabilities; and the parts of the hybrid power assembly, steering, braking and the like which are responsible for vehicle running control basically remain unchanged. Millimeter wave radar (mWR)230 in FIG. 1 should be understood as a Sensor Suite (Sensor Suite) including a specific combination of multiple on-board millimeter wave radars, cameras, LiDAR (LiDAR) sufficient to support any of the L1 to L4 class autopilot systems. The L4 level sensor suite 230, in combination with the L4 level AI unit 202, forms a sensing and decision module (also called an OEDR module) of the ACE4 heavy truck L4 system, i.e., a core portion (including hardware and software) of the L4 system to be verified; vehicle drive-by-wire signal W of driver AI of L4 system ₁₃And W₂₃The OEDR software stack responsible for object and event detection and response by the AI unit 202 in accordance with the L4 level system is generated in real time and communicates in real time bi-directionally with the Vehicle Controller (VCU)201 and Comparator (CSB)203 via the vehicle data bus; the final lateral or longitudinal drive-by-wire signal of the vehicle is dynamically determined by a Comparator (CSB)203 according to a preselected comparison switching strategy.

The Comparator (CSB)203 can define and dynamically adjust the 6 weight coefficients k by software according to the line control signal equation (5-1)_ij(i is withTaking a value of 1 or 2; j can take a value of 1 or 2 or 3) to realize the dynamic switching among three-out-of-one stable operation or modes of an L2 level shadow mode, an L3 level offline mode or an L4 level AI driving mode. i is 1 to mean a longitudinal line control signal, and i is 2 to mean a transverse line control signal; j-1 is the drive-by-wire signal of the driver, j-2 is the drive-by-wire signal of the L1 or L2 grade ADAS system which is commercially available in mass production, and j-3 is the drive-by-wire signal of the L4 grade system to be verified. In the shadow mode of level L2, the most conservative comparison switching strategy may be preferred from the viewpoint of driving safety: k is a radical of_i1The value of k is 0.6-0.9_i2The value of k is 0.1-0.4_i30; the limiting conditions are as follows: k is a radical of_i1+k_i2+k_i31.0. In other words, in shadow mode, comparator 203 passes k_i3The control method is characterized in that the control method is set to be zero to completely shield the actual influence of a transverse or longitudinal wire control signal of the L4 system to be verified on the running control of the whole vehicle; drive-by-wire signal W only for driver _i1Line control signal W of L4 system_i3Performing real-time comparison, wherein the comparison refreshing frequency is not lower than 20 Hz; if W is_i1And W_i3When the absolute value of the difference is larger than the preset threshold value, the comparator 203 cooperates with the VCU 201 to automatically generate an electronic record of the "difference event" (i.e. the original draft of the difference report) immediately with the system time as the uniqueness label, and after desensitizing and encrypting the privacy and commercial confidentiality of the driver and the fleet, the electronic record is uploaded to the cloud computing platform 001 for storage through the wireless gateway 210 in time (hour-scale time delay) for subsequent analysis and processing. Obviously, under the shadow mode of level L2, the L4 system to be verified does not affect the actual driving safety of the ACE2 heavy card for mass production and commercial use, which is equivalent to that the ACE2 heavy card is driven by a driver to normally run, the L4 system to be verified is a driver-side driver or a apprentice, which is equivalent to that an advertising board verified by the L4 system is hung, and the OEDR performance of the L4 system to be verified is compared and tested in real time by taking a human driver as a board.

As described above, in the highway ODD, in terms of vehicle energy saving and emission reduction, the weight of the 1D longitudinal drive-by-wire signal is 98%, and the weight of the 2D transverse drive-by-wire signal is only 2%, which can be ignored; in terms of vehicle driving safety, the weight of the 1D longitudinal drive-by-wire signal is 65%, and the weight of the 2D transverse drive-by-wire signal is 35%, both of which are important; the comparator 203 may be provided Determining different weighting coefficients k_ijTo treat the longitudinal line control signal W differently_1jAnd a transverse wire control signal W_2jThe L4 system to be verified learns and grasps the 1D longitudinal control (i.e., PACC function) first, and the 2D lateral control, which is more important and more complicated for traffic safety, remains in the second step. The weight coefficient 3x2 matrix k may also be preferably set in shadow mode:

0.3	0.35	0.35
			0.7	0.20	0.10

the L2 level shadow mode enables the L4 system to be verified to be reduced into an L2 system to operate, the responsibility is mostly born in the aspect of 1D longitudinal control, and the energy conservation and emission reduction of the vehicle are optimized by learning first; less responsibility is taken on 2D lateral control to ensure the safety of the tru test.

The key of optimizing running safety and energy conservation and emission reduction while the ACE heavy truck operates is that a driver and an oil-saving robot respectively perform own functions and cooperate with each other; in the highway ODD, a II-grade oil-saving robot is used as a teacher for 1D longitudinal control, a driver is used as an assistant, and an L4 system to be verified is used as a student; the 2D transverse control is realized by taking a driver as a teacher, a II-level oil-saving robot as an assistant, and an L4 system to be verified as a student; in the L2 level shadow mode, a driver must be ready to take over all Dynamic Driving Tasks (DDT) within 1 second at any time, and the driver always takes full charge of the driving safety of the vehicle; in the L3 class off-line mode, the L3 system is responsible for DDT, the driver, as DDT backup (Fallback), must prepare to take over all DDT within 15 seconds at any time, the L3 system is responsible for the driving safety of the vehicle before the off-line event, and the driver is responsible for the driving safety of the vehicle after the off-line event; under the L4 level operation mode, the L4 system has the DDT (fail back) self-contained function, long-time (ten-hour level) unmanned driving is realized in the ODD, the safety of vehicle driving is fully responsible, a driver can leave a driver seat and rest in a rear cabin, a single driver and an IV level oil-saving robot are alternately driven, 24-hour day and night continuous operation of an ACE4 heavy truck can be realized, the labor productivity of human drivers is greatly improved, the freight time of an overlong transportation event (more than one thousand miles per pass) is obviously shortened, and the cost is reduced.

In the L3-level pipe shedding mode, the weight coefficient 3x2 matrix k may be preferably set:

0.2	0.20	0.60
			0.3	0.20	0.50

in the L3-level pipe-dropping mode, the dimension of the L4 system to be verified is reduced to the L3 system operation, the L3 system is used as a main part, a human driver is used as an auxiliary part, and the longitudinal and transverse motions of the vehicle are controlled continuously.

In the shadow mode of L2, although the L2-level ADAS system for mass production commercial use is mainly responsible for the longitudinal or transverse continuous control of the vehicle, the driver is always responsible for the driving safety, and the drive-by-wire signal W is controlled by the driver wire_i1It is understood that the driver's active control signal or default control signal (i.e. ADAS system control signal W)_i2(ii) a At this time, W can be considered_i1Equivalent to W_i2) Department of drivingThe machine has the highest authority and can intervene and take over the longitudinal or transverse continuous control of the vehicle at any time; in the L3 offline mode, the L3 system is responsible for Dynamic Driving Tasks (DDT), the driver is DDT backup (Fallback), and must be ready to take over all DDT within 15 seconds at any time; the comparator 203 compares the frequency with the comparison frequency of not less than 20 Hz and sends a drive-by-wire signal W to the driver_i1Line control signal W of L4 system to be verified_i3Performing real-time comparison; if W is_i1And W_i3When the absolute value of the difference is greater than the preset threshold, the comparator 203 cooperates with the VCU201 to automatically generate an electronic record of the offline event (i.e., the original draft of the offline report) immediately by using the system time as a unique label, and the electronic record is desensitized and encrypted and then uploaded to the cloud computing platform 001 for storage through the wireless gateway 210 in time (hour-scale time delay) for subsequent analysis and processing. It is emphasized that in the L3 pipe-out mode, most of the time, all DDTs are completed by the L3 system, and the driver's drive-by-wire signal can be regarded as the same as that of the L3 system, i.e. the driver defaults to the real-time control of the L3 system on the vehicle; once the driver takes over the vehicle DDT actively or passively, the Comparator (CSB)203 can immediately find (millisecond delay) W _i1And W_i3The absolute value of the difference is larger than a preset threshold value, a digital pipe-off report is automatically generated, and various prompt signals such as sound, light, vibration and the like are sent out; the human driver has the highest authority and can turn on or off the L3 or L4 system at any time.

In an expressway ODD, a formula of saving oil by an ACE2 heavy truck is that a driver is responsible for an OEDR vehicle and is responsible for driving safety, long-term 1D longitudinal control and short-term 2D transverse control of the vehicle are given to a II-level oil-saving robot, particularly, the oil-saving robot performs 1D longitudinal PACC control on the vehicle according to an oil-saving ML algorithm, vehicle parameters, dynamic working condition data and electronic horizon 3D road prior information, optimization of energy conservation and emission reduction of the vehicle is realized, and the oil-saving effect and the consistency completely win human drivers; in other words, when the ACE2 heavy truck is normally driven, a driver should take Off Feet (Feet-Off; step On the accelerator or brake pedal without Feet in an hour level) for a long time and take Off Hands (Hands-Off; step On the steering wheel without holding in a sub-minute level), but cannot take Off Eyes (Eyes-On; at the moment, Eyes look at six ways, ears hear eight directions) and even cannot take Off the brain; the driver can only temporarily intervene in the accelerator or the brake in the emergency time related to safety; 2D lateral control for temporary lane change or overtaking should be dominated by the driver, assisted by the ADAS system class L2. When the oil-saving robot runs in an ODD (optical data device) on an expressway, 1D (first-class) longitudinal control is mainly performed by AI drivers, so that the optimization of energy conservation and emission reduction is realized, and the oil-saving effect and consistency can completely surpass those of human drivers; the I-level to IV-level oil-saving robots have no difference in energy-saving and emission-reducing functions, performances and actual effects, can reach the same ceiling (namely oil consumption limit), and are basically unrelated to the 2D transverse control level; however, in the aspect of automatic driving safety, 1D longitudinal control and 2D transverse control are equally important, and the high-level oil-saving robot has higher requirements on functions, performances, safety redundancy and the like than the low-level oil-saving robot, and is downward compatible with all functions and performances. The L4 system to be verified can easily learn and master the 1D longitudinal control PACC function of the L2 system which is commercially produced by the II-level oil-saving robot, and the function can be rapidly learned to become a teacher and gradually replaced; as for the 2D lateral control aspect, the L4 system cannot fully refer to the ceiling where the experience of the class II fuel-saving robot reaches the functions and performance (especially, driving safety and reliability) of the L4 system, and three real batch verifications of the billion mile level under the L3 offline mode, which is time-consuming and expensive, must be carried out to statistically prove that the class L3 system is Not Unsafe (Not unsafee); after accumulating the three true operating data of the system of level L3 in the billion mile level, the level L3 AI driver can be proved to be safer and more reliable than a human driver with high confidence; in order to accumulate trillion-mile-level three-genuine operation data, about fifty thousand ACE4 heavy-card clusters are required to be approved by the government, commercial operation is carried out in an L3 system offline mode in a nationwide range (namely, Driver Safety personnel is arranged on the vehicle; Safety Driver), and the accumulated mileage of each ACE4 heavy-card year is 10 ten thousand miles, so that the operation can be completed within two years; then, the government, the public and other road traffic safety stakeholders can modify relevant laws and regulations according to sufficient statistical data under the precondition of ensuring the traffic safety of the existing road users, and open the L4-level automatic driving commercial operation of the trunk logistics heavy truck; the analogy government issued a doctor's position to each class IV fuel-efficient robot that passed batch validation, allowing it to pair with human drivers, formally starting the commercial operation of the main stream ACE4 heavy truck. The ACE heavy truck IV-level oil-saving robot can firstly complete three-true batch verification (off-pipe mode) of a billion mile-level L3 system in an ODD (optical disk drive) in a highway with higher cost performance and shorter time than the global prior art set, and statistically proves that the L3 off-pipe mode is not unsafe in commercial operation; public understanding and government special law and regulation exemptions are obtained, batch commercial operation of the L3 system on the level of billion miles is completed, and batch verification of the L4 system to be verified on the level of L3 in the offline mode is completed along with lower marginal cost, so that the commercial operation of an AI driver on the level of L3 in the offline mode is proved to be safer than commercial operation of an ADAS system on the level of L2 dominated by a human driver in a statistically high confidence level; the system and the method promote the government to modify the whole set of laws and regulations for supervising the national operation of the trunk logistics heavy truck, so that the trunk logistics heavy truck industry can enter the batch commercial era of the L4-level automatic driving system as soon as possible.

Drivers, fleets or representatives of science and technology companies and the like can dynamically adjust 6 parameters of a 2x3 weight coefficient matrix k by software definition or remote iterative update (OTA) through commanding a Comparator (CSB)203, and meet a line control signal equation (5-1) and related boundary conditions or limiting conditions in real time; the ACE heavy truck IV-level oil-saving robot is enabled to stably run in one of an L2 shadow mode or an L3 offline mode or smoothly switch between the two modes, under the premise that the existing expressway traffic safety is not negatively affected, government approval and public understanding are obtained, three-true batch verification and commercial operation of an L3 system are gradually and carefully carried out, and finally batch commercial operation of the L4-level system is carried out, so that the beneficial effects of optimizing the energy conservation and emission reduction of the ACE heavy truck, improving the driving safety and reducing traffic accidents are achieved; the above-mentioned set of technical measures focusing on the active safety of ACE heavy-duty truck driving is defined as the "intelligent comparison switching" technique (iCS); obviously, Predictive Adaptive Cruise Control (PACC) technology focusing on ACE heavy truck energy saving and emission reduction optimization is an economic foundation, while iCS technology is an superstructure.

The ACE heavy truck I-level to IV-level oil-saving robot disclosed by the invention can not replace a human driver, but is a faithful and reliable assistant or a copilot of a driver of a trunk logistics heavy truck all the time; the Design-operation (ODD-Operational Design Domain) is a closed type expressway. The I-level oil-saving robot can dynamically predict the road-mounted power time-varying function of the vehicle according to a longitudinal dynamic equation (1-1) of the vehicle by integrating information such as electronic horizon prior 3D road data, vehicle real-time positioning attitude measurement dynamic data, vehicle configuration or driver set constant parameters, dynamic operation data and the like; and performing series-hybrid intelligent start-stop control (iSS), parallel-hybrid intelligent power switching control (iPS) or intelligent mode switching control (iMS) on the vehicle according to an oil-saving Machine Learning (ML) algorithm, so that the on-board transient power requirement of the vehicle is met, and predictive state-of-charge control (PSC) is performed on the battery pack (so that the battery pack stably works in one of a charge retention mode (CS), a charge consumption mode (CD) or a charge increase mode (CI) or is dynamically switched), so that the ACE heavy truck Predictive Adaptive Cruise Control (PACC) function (namely the 1D longitudinal L1 level ADAS function) is realized, and multiple beneficial effects of optimizing energy conservation and emission reduction of the vehicle, improving the dynamic property of the vehicle, reducing the labor intensity of heavy truck driver in long-distance driving, improving the active safety performance of the vehicle and the like are achieved. Compared with the prior L1-level technology focus driving convenience of Adaptive Cruise Control (ACC) adopted by a traditional internal combustion engine heavy truck in an expressway ODD, the L1-level Predictive Adaptive Cruise Control (PACC) technical measure adopted by the I-level fuel-saving robot firstly focuses on optimizing vehicle energy conservation and emission reduction, converts the optimization problem of ACE heavy truck energy and emission management into an equivalent Narrow artificial intelligence (Narrow AI) problem of go under a computer, and realizes the beneficial technical effects that the actual comprehensive oil consumption of the ACE heavy truck is reduced by 30% compared with the traditional diesel heavy truck in a main line logistics application scene and is basically decoupled from the driving level of a driver through a cloud-vehicle-end cooperative linkage Machine Learning (ML) fuel-saving algorithm; and secondly, driving convenience is provided, and the feet of a driver are liberated.

In addition, all high-grade oil-saving robots (i.e. II-grade/III-grade/IV-grade oil-saving robots), particularly IV-grade oil-saving robots, have a PACC (PACC) one-dimensional (1D) longitudinal L1-grade automatic driving bottom layer core function on an expressway ODD (optical demand controller), and by taking the PACC one-dimensional (1D) longitudinal L1-grade automatic driving bottom layer core function as an economic foundation, a two-dimensional (2D) transverse control function is added, and an L4-grade automatic driving function 'superstructure' is built; the IV-level oil-saving robot configured by the ACE4 heavy card automatically generates a digital difference report by running in an L2-level shadow mode, then runs in an L3-level pipe-dropping mode, and automatically generates a digital pipe-dropping report; the high Variable Cost (Variable Cost) of batch verification of ACE4 heavy truck 'three-true' (real car/real road/real load; 3R) is changed into the low Marginal Cost (Marginal Cost) of daily operation of ACE1 heavy truck, the 3R batch verification of safety and reliability of L4 DDT executed by a billion mile grade IV oil-saving robot can be completed with the actual comprehensive verification Cost which is more than 80 percent lower than that of a traditional internal combustion engine L4 heavy truck, and how to perform in an expressway ODD is effectively solved, under the precondition of ensuring the traffic safety of the existing road users, the worldwide technical problem of the L4 system billion mile grade 3R batch verification with high credibility statistical significance is completed by a technical scheme which is Highly Feasible both technically and economically (high fly Feasible), and a shortcut is opened up for the ACE4 heavy card to obtain government approval and public approval early in the global scope and enter the L4 system batch commercial new era of the trunk logistics heavy card.

Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.