Hybrid vehicle torque gradient determination method and related device

Abstract

The present application provides a method for determining the torque gradient of a hybrid vehicle and a related device. The method includes: obtaining the current start-stop operating condition of the hybrid vehicle's engine; obtaining the current basic torque gradient value based on the current start-stop operating condition of the engine; obtaining a correction factor for the current basic torque gradient value; correcting the current basic torque gradient value according to the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient; the final value of the current torque gradient is used to perform gradient filtering on the torque. The present application can prevent sudden changes in torque, making the torque output of the entire vehicle smooth, making the hybrid vehicle more stable when switching between hybrid mode and pure electric mode, and preventing vehicle shaking, thereby improving driving comfort.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and in particular to a method for determining a torque gradient of a hybrid vehicle and related devices. Background Art

[0002] Hybrid electric vehicles (HEVs) undergo multiple stages of engine startup and shutdown. The engine startup process is considered to be from the detection of an engine start request until the engine starts, while the engine shutdown process is considered to be from the detection of an engine shutdown request until the engine stops.

[0003] For hybrid vehicles with P2+P4 architecture, torque mutations are prone to occur when the engine is in the startup process and the engine is in the shutdown process, resulting in uneven torque output of the entire vehicle, and then causing the vehicle to shake. Summary of the Invention

[0004] The present application provides a method and related device for determining the torque gradient of a hybrid vehicle to solve the problem that when the hybrid vehicle is in the engine startup process or the engine shutdown process, the torque output of the entire vehicle is easily uneven, which in turn causes the vehicle to shake.

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

[0006] Get the current start-stop status of the hybrid vehicle's engine;

[0007] Based on the current start-stop operating condition of the engine, a current basic torque gradient value is obtained;

[0008] Get the correction factor of the current basic torque gradient value;

[0009] The current basic torque gradient value is corrected according to the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient; the final value of the current torque gradient is used to perform gradient filtering on the torque.

[0010] In one possible implementation, obtaining a current basic torque gradient value based on the current start-stop operating condition of the engine includes:

[0011] If the current start-stop operating condition of the engine is a stop-to-start operating condition, obtaining the current vehicle requested torque, and determining a first torque gradient value that matches the current vehicle requested torque from a first torque gradient mapping table as the current base torque gradient value;

[0012] The first torque gradient mapping table stores a matching relationship between the vehicle requested torque and the first torque gradient under a stop-start condition;

[0013] If the current start-stop operating condition of the engine is the shutdown operating condition, the current basic torque gradient value is determined to be the first preset torque gradient value.

[0014] In one possible implementation, obtaining a current basic torque gradient value based on the current start-stop operating condition of the engine includes:

[0015] If the current engine start-stop operating condition is the first motor start operating condition, determining the current start type and selecting a target torque gradient mapping table and a target correction mapping table that match the current start type; wherein each start type under the first motor start operating condition is matched with a torque gradient mapping table and a correction mapping table;

[0016] Get the current vehicle requested torque and the current front axle gearbox gear position;

[0017] Determining a current candidate base torque gradient value that matches the current vehicle torque request and the current front axle transmission gear from a target torque gradient mapping table; the target torque gradient mapping table stores a matching relationship between the vehicle torque request, the front axle transmission gear, and the candidate base torque gradients;

[0018] Get the current accelerator pedal opening;

[0019] Determining a current correction value that matches the current accelerator pedal opening from a target correction mapping table; the target correction mapping table stores a matching relationship between the accelerator pedal opening and the correction value;

[0020] The current candidate basic torque gradient value is multiplied by the current correction value to obtain the current basic torque gradient value.

[0021] In one possible implementation, obtaining a current basic torque gradient value based on the current start-stop operating condition of the engine includes:

[0022] If the current engine start-stop operating condition is the second motor starting operating condition, obtaining the current vehicle requested torque, and determining a second torque gradient value that matches the current vehicle requested torque from the second torque gradient mapping table as the current base torque gradient value;

[0023] The second torque gradient mapping table stores a matching relationship between the vehicle requested torque and the second torque gradient under the second motor starting condition.

[0024] In one possible implementation, obtaining a current basic torque gradient value based on the current start-stop operating condition of the engine includes:

[0025] If the current start-stop operating condition of the engine is a no-start-stop request operating condition, the current basic torque gradient value is determined to be a second preset torque gradient value.

[0026] In one possible implementation, obtaining a correction factor for the current basic torque gradient value includes:

[0027] Obtain the current engine water temperature, the current speed of the hybrid vehicle, and the current slope of the road on which the hybrid vehicle is located;

[0028] Based on the current water temperature, current vehicle speed and current slope, a correction factor for the current basic torque gradient value is obtained.

[0029] In one possible implementation, a correction factor for the current base torque gradient value is obtained based on the current water temperature, the current vehicle speed, and the current slope, including:

[0030] Determining a first correction factor that matches the current water temperature from a first correction mapping table; the first correction mapping table stores a matching relationship between the engine water temperature and the first correction factor;

[0031] Determining a second correction factor that matches the current vehicle speed from a second correction mapping table; the second correction mapping table stores a matching relationship between the vehicle speed and the second correction factor;

[0032] Determining a third correction factor that matches the absolute value of the current slope from a third correction mapping table; the third correction mapping table stores a matching relationship between the absolute value of the slope and the third correction factor;

[0033] The correction factor of the current basic torque gradient value is obtained by multiplying a first correction factor matching the current water temperature, a second correction factor matching the current vehicle speed, and a third correction factor matching the absolute value of the current slope.

[0034] In one possible implementation, the current basic torque gradient value is corrected according to the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient, including:

[0035] The current basic torque gradient value is multiplied by the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

[0036] In a second aspect, the present application provides a hybrid vehicle torque gradient determination device, comprising:

[0037] A first acquisition module is used to obtain the current start-stop operating condition of the hybrid vehicle engine;

[0038] A basic gradient value determination module is used to obtain a current basic torque gradient value based on the current start-stop operating condition of the engine;

[0039] A second acquisition module is used to obtain a correction factor of the current basic torque gradient value;

[0040] The correction module is used to correct the current basic torque gradient value according to the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

[0041] In a possible implementation, the basic gradient value determination module is specifically configured to:

[0042] If the current start-stop operating condition of the engine is a stop-to-start operating condition, obtaining the current vehicle requested torque, and determining a first torque gradient value that matches the current vehicle requested torque from a first torque gradient mapping table as the current base torque gradient value;

[0043] The first torque gradient mapping table stores a matching relationship between the vehicle requested torque and the first torque gradient under a stop-start condition;

[0044] If the current start-stop operating condition of the engine is the shutdown operating condition, the current basic torque gradient value is determined to be the first preset torque gradient value.

[0045] In a possible implementation, the basic gradient value determination module is specifically configured to:

[0046] If the current engine start-stop operating condition is the first motor start operating condition, determining the current start type and selecting a target torque gradient mapping table and a target correction mapping table that match the current start type; wherein each start type under the first motor start operating condition is matched with a torque gradient mapping table and a correction mapping table;

[0047] Get the current vehicle requested torque and the current front axle gearbox gear position;

[0048] Determining a current candidate base torque gradient value that matches the current vehicle torque request and the current front axle transmission gear from a target torque gradient mapping table; the target torque gradient mapping table stores a matching relationship between the vehicle torque request, the front axle transmission gear, and the candidate base torque gradients;

[0049] Get the current accelerator pedal opening;

[0050] Determining a current correction value that matches the current accelerator pedal opening from a target correction mapping table; the target correction mapping table stores a matching relationship between the accelerator pedal opening and the correction value;

[0051] The current candidate basic torque gradient value is multiplied by the current correction value to obtain the current basic torque gradient value.

[0052] In a possible implementation, the basic gradient value determination module is specifically configured to:

[0053] If the current engine start-stop operating condition is the second motor starting operating condition, obtaining the current vehicle requested torque, and determining a second torque gradient value that matches the current vehicle requested torque from the second torque gradient mapping table as the current base torque gradient value;

[0054] The second torque gradient mapping table stores a matching relationship between the vehicle requested torque and the second torque gradient under the second motor starting condition.

[0055] In a possible implementation, the basic gradient value determination module is specifically configured to:

[0056] If the current start-stop operating condition of the engine is a no-start-stop request operating condition, the current basic torque gradient value is determined to be a second preset torque gradient value.

[0057] In a possible implementation, the second acquisition module is specifically configured to:

[0058] Obtain the current engine water temperature, the current speed of the hybrid vehicle, and the current slope of the road on which the hybrid vehicle is located;

[0059] Based on the current water temperature, current vehicle speed and current slope, a correction factor for the current basic torque gradient value is obtained.

[0060] In a possible implementation, the second acquisition module is specifically configured to:

[0061] Determining a first correction factor that matches the current water temperature from a first correction mapping table; the first correction mapping table stores a matching relationship between the engine water temperature and the first correction factor;

[0062] Determining a second correction factor that matches the current vehicle speed from a second correction mapping table; the second correction mapping table stores a matching relationship between the vehicle speed and the second correction factor;

[0063] Determining a third correction factor that matches the absolute value of the current slope from a third correction mapping table; the third correction mapping table stores a matching relationship between the absolute value of the slope and the third correction factor;

[0064] The correction factor of the current basic torque gradient value is obtained by multiplying a first correction factor matching the current water temperature, a second correction factor matching the current vehicle speed, and a third correction factor matching the absolute value of the current slope.

[0065] In a possible implementation, the correction module is specifically configured to:

[0066] The current basic torque gradient value is multiplied by the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

[0067] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the hybrid vehicle torque gradient determination method described in the first aspect or any possible implementation of the first aspect are implemented.

[0068] In a fourth aspect, an embodiment of the present application provides a vehicle comprising the electronic device as described in the third aspect.

[0069] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the hybrid vehicle torque gradient determination method as described in the first aspect or any possible implementation of the first aspect.

[0070] An embodiment of the present application provides a method and related apparatus for determining a torque gradient of a hybrid vehicle. Based on the current start-stop operating condition of the engine, a current basic torque gradient value is obtained, and a correction factor for the current basic torque gradient value is obtained. The current basic torque gradient value is corrected using the correction factor to obtain a final value of the current torque gradient. The final value of the current torque gradient is used to perform gradient filtering on the torque. During the engine startup process, the front axle output torque of the hybrid vehicle can be gradually increased using the final value of the current torque gradient. During the engine shutdown process, the front axle output torque of the hybrid vehicle can be gradually reduced using the final value of the current torque gradient. Torque mutations are avoided, resulting in smooth torque output for the entire vehicle. Switching between hybrid mode and pure electric mode for the hybrid vehicle is more stable, without vehicle shaking, thereby improving driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0072] Figure 1 is a flowchart of a method for determining a torque gradient of a hybrid vehicle provided in an embodiment of the present application;

[0073] Figure 2 is a structural schematic diagram of a hybrid vehicle torque gradient determination device provided by an embodiment of the present application;

[0074] Figure 3 Schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0076] In order to make the purpose, technical solutions and advantages of this application clearer, specific embodiments will be described below with reference to the accompanying drawings.

[0077] See also Figure 1 , which shows a flowchart of the implementation of the method for determining the torque gradient of a hybrid vehicle provided by an embodiment of the present application. The execution subject of this method can be an electronic device, which can be the vehicle controller of the hybrid vehicle. The method is described in detail as follows:

[0078] In S101 , the current start / stop operating condition of the hybrid vehicle engine is obtained.

[0079] The engine's current start / stop condition indicates the engine's current operating state, such as whether the engine is currently in the startup process, shutdown process, started, or stopped. The started state indicates that the engine has completed the startup process and entered normal operation, successfully starting. The stopped state indicates that the engine has completed the shutdown process, is no longer running, and has successfully stopped.

[0080] The current start-stop operating condition of the engine is the stop-start operating condition, the stop operating condition, the first motor start operating condition, the second motor start operating condition or the no start-stop request operating condition, etc. The specific meaning of each operating condition can be referred to the corresponding description below.

[0081] This embodiment can determine the current start-stop operating condition of the engine by detecting whether there is an engine start request, an engine stop request, and the request type, etc.

[0082] In S102 , a current basic torque gradient value is obtained based on the current start / stop operating condition of the engine.

[0083] Under different engine start-stop conditions, different torque gradients are required for gradient filtering to ensure that the hybrid vehicle runs smoothly under different engine start-stop conditions without jerking.

[0084] This embodiment can determine the current basic torque gradient value under the current start-stop operating condition of the engine, but does not limit the specific means of determining the current basic torque gradient value under the current start-stop operating condition of the engine. For example, it can be determined by any achievable means such as table lookup, formula calculation, etc.

[0085] The basic torque gradient value is a basic value of the final value of the torque gradient. The basic torque gradient value can be subsequently corrected according to information such as the actual driving state of the vehicle and the driving road conditions to obtain the final value of the torque gradient.

[0086] For example, the base torque gradient value may be a torque gradient value based on various engine start-stop conditions when the vehicle speed is within a predetermined speed range and the absolute value of the road slope on which the vehicle is traveling is within a predetermined slope range. The predetermined speed range and the predetermined slope range can be determined based on actual needs and are not specifically limited herein.

[0087] In S103 , a correction factor of the current basic torque gradient value is obtained.

[0088] The correction factor of the current basic torque gradient value is used to correct the current basic torque gradient value so that the final value of the current torque gradient is more accurate.

[0089] This embodiment does not limit the specific means of obtaining the correction factor of the current basic torque gradient value.

[0090] For example, the correction factor of the current basic torque gradient value can be determined based on the current driving information of the hybrid vehicle by looking up a table, calculating with a formula, or the like. The correction factor of the current basic torque gradient value can also be determined based on the current driving information of the hybrid vehicle, the current road condition information, and the engine water temperature by looking up a table, calculating with a formula, or the like.

[0091] In S104 , the current basic torque gradient value is corrected according to the correction factor of the current basic torque gradient value to obtain a final value of the current torque gradient; the final value of the current torque gradient is used to perform gradient filtering on the torque.

[0092] This embodiment corrects the current basic torque gradient value through the correction factor of the current basic torque gradient value, and can obtain the final value of the current torque gradient that accurately meets the current engine start-stop operating conditions, so that the front axle output torque can be gradient filtered according to the final value of the current torque gradient to prevent torque mutations.

[0093] This embodiment obtains a current basic torque gradient value based on the current start-stop operating condition of the engine, and obtains a correction factor for the current basic torque gradient value. The current basic torque gradient value is corrected using the correction factor to obtain a final value of the current torque gradient. The final value of the current torque gradient is used to perform gradient filtering on the torque. During the engine startup process, the front axle output torque of the hybrid vehicle can be gradually increased using the final value of the current torque gradient. During the engine shutdown process, the front axle output torque of the hybrid vehicle can be gradually reduced using the final value of the current torque gradient. No sudden torque changes occur, resulting in smooth torque output for the entire vehicle. This allows the hybrid vehicle to switch more smoothly between hybrid mode and pure electric mode without vehicle shaking, thereby improving driving comfort.

[0094] In some embodiments, the above S102 may include:

[0095] If the current start-stop operating condition of the engine is a stop-to-start operating condition, obtaining the current vehicle requested torque, and determining a first torque gradient value that matches the current vehicle requested torque from a first torque gradient mapping table as the current base torque gradient value;

[0096] The first torque gradient mapping table stores a matching relationship between the vehicle requested torque and the first torque gradient under a stop-to-start operating condition; the stop-to-start operating condition is a condition in which the engine is in a stop process and an engine start request is detected, causing the stop process to transition to a start process but not yet completing the start process;

[0097] If the current start-stop operating condition of the engine is a shutdown operating condition, the current basic torque gradient value is determined to be the first preset torque gradient value; the shutdown operating condition is a condition in which the engine is in a shutdown process but has not yet completed the shutdown process.

[0098] The stop-to-start condition occurs when an engine stop request is detected, the engine enters the shutdown process, and then an engine start request is detected. The engine then enters the start process from the shutdown process and is in the start process, but has not yet completed the start process. The stop-to-start condition can also be called a stop-to-hybrid condition (change of mind). For example, the stop-to-start condition can be when the previous moment was a normal engine stop request, and the shutdown process has entered the preparation phase, and now it is a dynamic start request or a comfort start request.

[0099] It should be noted that the engine shutdown request may exist in the engine shutdown process until the engine shutdown process is completed or the engine start request is detected. The engine start request may exist in the engine start process until the engine start process is completed or the engine shutdown request is detected.

[0100] The shutdown condition is a condition in which an engine shutdown request is detected and the engine is in the shutdown process but has not yet completed the shutdown process.

[0101] The vehicle requested torque may be the wheel-end required torque calculated based on the driver's operation of the accelerator pedal, etc., for example, it may be the front axle wheel-end required torque.

[0102] When the engine's current start-stop operating condition is a stop-to-start condition, a first torque gradient value matching the current vehicle torque request can be determined from the first torque gradient mapping table MAP1 as the current base torque gradient value. The first torque gradient mapping table stores the matching relationship between the vehicle torque request and the first torque gradient under the stop-to-start condition. The first torque gradient mapping table can be pre-calibrated based on actual needs.

[0103] Exemplarily, the first torque gradient mapping table MAP1 is as shown in Table 1, where X1 is the vehicle requested torque, and Z1 is the first torque gradient.

[0104] Table 1 MAP1

[0105] X1 0 200 1000 1200 1400 2000 3000 4000 5000 6500 7000 Z1 500 500 500 500 500 500 500 500 500 500 500

[0106] When the current start-stop operating condition of the engine is the shutdown condition, the current basic torque gradient value is a fixed value, namely, a first preset torque gradient value. For example, the first preset torque gradient value may be 500 Nm. The first preset torque gradient value may be pre-calibrated according to actual needs.

[0107] This embodiment has carried out a fine calibration of the working conditions that may be encountered during the engine shutdown process, which can ensure that the torque output during the engine shutdown process is smooth, and there will be no vehicle shaking, which can improve driving comfort.

[0108] In some embodiments, the above S102 may include:

[0109] If the current engine start-stop operating condition is a first motor starting operating condition, the current start type is determined, and a target torque gradient mapping table and a target correction mapping table that match the current start type are selected; wherein each start type under the first motor starting operating condition is matched with a torque gradient mapping table and a correction mapping table; the first motor starting operating condition is an operating condition in which the engine is in the process of being started by the first motor, but the starting process has not yet been completed;

[0110] Get the current vehicle requested torque and the current front axle gearbox gear position;

[0111] Determining a current candidate base torque gradient value that matches the current vehicle torque request and the current front axle transmission gear from a target torque gradient mapping table; the target torque gradient mapping table stores a matching relationship between the vehicle torque request, the front axle transmission gear, and the candidate base torque gradients;

[0112] Get the current accelerator pedal opening;

[0113] Determining a current correction value that matches the current accelerator pedal opening from a target correction mapping table; the target correction mapping table stores a matching relationship between the accelerator pedal opening and the correction value;

[0114] The current candidate basic torque gradient value is multiplied by the current correction value to obtain the current basic torque gradient value.

[0115] When starting the engine, it can be started by the first motor or the second motor. The first motor is a high-voltage motor, such as the P2 motor located on the front axle, while the second motor is a low-voltage motor, such as a low-voltage starter. The former can be called first-motor starting, high-voltage motor starting, or P2 motor starting. The latter can be called second-motor starting, low-voltage motor starting, or traditional starting. The former can also be divided into two starting types: dynamic starting and comfort starting.

[0116] Among them, the high voltage range of the high voltage motor is 300V-400V, usually 380V, and the low voltage range of the low voltage motor is 12V-14V, usually 12V.

[0117] The first motor starting condition is a condition in which a first motor start request is detected and the engine is in the process of starting the engine driven by the first motor, but the starting process has not yet been completed. The first motor start request is a request to start the engine with the first motor, and is an engine start request under the first motor starting condition. In other words, the engine start request under the first motor starting condition is referred to as the first motor start request.

[0118] When a request to start the engine using the first motor is detected, the start type can be determined as either a dynamic start or a comfort start by checking whether preset conditions, such as the wheel-end requested torque, the actual speed of the first motor, the position of the accelerator pedal, and the temperature of the K0 clutch, are met. For example, if the wheel-end requested torque is greater than a certain torque value, the actual speed of the first motor is greater than a certain speed value, the accelerator pedal opening is greater than a certain opening value, and the temperature of the K0 clutch is greater than a certain temperature value, then the start type is determined to be a dynamic start; otherwise, it is determined to be a comfort start.

[0119] Dynamic start means that in the early stage of the engine starting process, the first motor drives the engine to start, and then the engine completes the starting process through some operations in the later stage. Comfort start means that in the entire engine starting process, the first motor drives the engine to start.

[0120] Each start type in the first motor start condition is matched with a torque gradient mapping table and a correction mapping table. For example, the dynamic start type is matched with a torque gradient mapping table MAP2 (Table 2) and a correction mapping table MAP3 (Table 3), and the comfort start type is matched with a torque gradient mapping table MAP4 (Table 4) and a correction mapping table MAP5 (Table 5).

[0121] When it is a dynamic start, the target torque gradient mapping table is MAP2, and the target correction mapping table is MAP3. Through MAP2, the current candidate basic torque gradient value that matches the current vehicle requested torque and the current front axle gearbox gear is queried and obtained. Through MAP3, the current correction value that matches the current accelerator pedal opening is queried and obtained. The current candidate basic torque gradient value and the current correction value are multiplied to obtain the current basic torque gradient value.

[0122] When it is a comfort start, the target torque gradient mapping table is MAP4, and the target correction mapping table is MAP5. Through MAP4, the current candidate basic torque gradient value that matches the current vehicle requested torque and the current front axle transmission gear is queried and obtained. Through MAP5, the current correction value that matches the current accelerator pedal opening is queried and obtained. The current candidate basic torque gradient value and the current correction value are multiplied to obtain the current basic torque gradient value.

[0123] For example, MAP2 is shown in Table 2, where X2 represents the requested vehicle torque, Y2 represents the front axle transmission gear position, and Z2 represents the candidate base torque gradient. MAP3 is shown in Table 3, where X3 represents the accelerator pedal position, and Z3 represents the correction value. MAP4 is shown in Table 4, where X4 represents the requested vehicle torque, Y4 represents the front axle transmission gear position, and Z4 represents the candidate base torque gradient. MAP3 is shown in Table 5, where X5 represents the accelerator pedal position, and Z5 represents the correction value. All four tables can be calibrated based on actual needs.

[0124] Table 2 MAP2

[0125]

[0126] Table 3 MAP3

[0127] X3 10 20 30 40 50 60 70 80 Z3 1 1 1 1 1 1 1 2

[0128] Table 4MAP4

[0129]

[0130] Table 5 MAP5

[0131] X5 10 20 30 40 50 60 70 80 Z5 1 1 1 1 1 1 1 2

[0132] In some embodiments, the above S102 may include:

[0133] If the current engine start-stop operating condition is the second motor starting operating condition, obtaining the current vehicle requested torque, and determining a second torque gradient value that matches the current vehicle requested torque from the second torque gradient mapping table as the current base torque gradient value;

[0134] Among them, the second torque gradient mapping table stores the matching relationship between the vehicle request torque and the second torque gradient under the second motor starting condition; the second motor starting condition is the condition where the engine is in the process of being started by the second motor, but the starting process has not yet been completed.

[0135] The second motor starting condition is a condition in which a second motor start request is detected and the engine is in the process of starting the engine driven by the second motor, but has not yet completed the starting process. This condition is also referred to as a traditional starting condition. In this condition, the second motor drives the engine to start. The second motor start request is a request to start the engine with the second motor, and is an engine start request under the second motor starting condition. In other words, the engine start request under the second motor starting condition is referred to as a second motor start request.

[0136] Under the second motor starting condition, by querying the second torque gradient mapping table MAP6, a second torque gradient value that matches the current vehicle torque request can be obtained, and this second torque gradient value is used as the current base torque gradient value. The second torque gradient mapping table can be calibrated according to actual needs.

[0137] Illustratively, the second torque gradient mapping table MAP6 is as shown in Table 6, where X6 is the vehicle requested torque, and Z6 is the second torque gradient.

[0138] Table 6 MAP6

[0139] X6 0 200 1000 1200 1400 2000 3000 4000 5000 6500 7000 Z6 400 400 800 1200 1600 2000 2400 2800 3200 3600 3600

[0140] This embodiment has carried out a fine calibration of the working conditions that may be encountered during the engine starting process, which can ensure smooth torque output during the engine starting process, ensure a smooth transition when converting from pure electric mode to hybrid mode, and prevent vehicle shaking, thereby improving driving comfort.

[0141] In some embodiments, the above S102 may include:

[0142] If the current start-stop operating condition of the engine is a no start-stop request operating condition, the current basic torque gradient value is determined to be a second preset torque gradient value; the no start-stop request operating condition is an operating condition in which the engine is in no engine start request and no engine stop request.

[0143] In the absence of a start-stop request, the engine maintains its current state, and the current base torque gradient is a fixed value, namely, the second preset torque gradient. For example, the second preset torque gradient may be 250 Nm. The second preset torque gradient can be pre-calibrated based on actual needs.

[0144] In some embodiments, the above S103 may include:

[0145] Obtain the current engine water temperature, the current speed of the hybrid vehicle, and the current slope of the road on which the hybrid vehicle is located;

[0146] Based on the current water temperature, current vehicle speed and current slope, a correction factor for the current basic torque gradient value is obtained.

[0147] In this embodiment, the current water temperature of the engine, the current speed of the hybrid vehicle, and the current slope of the road on which the hybrid vehicle is located can be obtained by existing methods, for example, by detecting corresponding sensors.

[0148] Different engine water temperatures, different vehicle speeds, and different road slopes have different effects on the torque gradient. Therefore, it is necessary to obtain the correction factor of each factor on the torque gradient and ultimately obtain the correction factor of the current basic torque gradient value.

[0149] In some embodiments, the correction factor for the current basic torque gradient value obtained based on the current water temperature, the current vehicle speed, and the current slope may include:

[0150] Determining a first correction factor that matches the current water temperature from a first correction mapping table; the first correction mapping table stores a matching relationship between the engine water temperature and the first correction factor;

[0151] Determining a second correction factor that matches the current vehicle speed from a second correction mapping table; the second correction mapping table stores a matching relationship between the vehicle speed and the second correction factor;

[0152] Determining a third correction factor that matches the absolute value of the current slope from a third correction mapping table; the third correction mapping table stores a matching relationship between the absolute value of the slope and the third correction factor;

[0153] The correction factor of the current basic torque gradient value is obtained by multiplying a first correction factor matching the current water temperature, a second correction factor matching the current vehicle speed, and a third correction factor matching the absolute value of the current slope.

[0154] In this embodiment, a first correction factor matching the current engine water temperature is obtained from the first correction mapping table MAP7, a second correction factor matching the current vehicle speed is obtained from the second correction mapping table MAP8, and a third correction factor matching the absolute value of the current slope is obtained from the third correction mapping table MAP9. The correction factor for the current base torque gradient value is obtained by multiplying the first, second, and third correction factors. Correcting the current base torque gradient value using this correction factor can improve the accuracy of the current torque gradient.

[0155] For example, MAP7 is shown in Table 7, where X7 is the engine water temperature and Z7 is the first correction factor. MAP8 is shown in Table 8, where X8 is the vehicle speed and Z8 is the second correction factor. MAP9 is shown in Table 9, where X9 is the absolute value of the slope and Z9 is the third correction factor. MAP7, MAP8, and MAP9 can all be calibrated based on actual needs.

[0156] Table 7 MAP7

[0157] X7 -30 -10 0 10 20 70 79 80 81 82 83 84 Z7 1 1 1 1 1 1 1 1 1 1 1 1

[0158] Table 8 MAP8

[0159] X8 0 10 20 60 80 130 Z8 1.2 1.2 0.84 0.96 1.2 1.44

[0160] Table 9 MAP9

[0161] X9 5 8 12 15 18 21 25 30 Z9 1 1.05 1.08 1.1 1.15 1.2 1.2 1.2

[0162] In some embodiments, the above S105 may include:

[0163] The current basic torque gradient value is multiplied by the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

[0164] In this embodiment, since the correction factor of the current basic torque gradient value determined above is a coefficient of the current basic torque gradient value, the current basic torque gradient value and the correction factor of the current basic torque gradient value are multiplied together to obtain the final value of the current torque gradient, that is, the torque gradient value ultimately used for gradient filtering.

[0165] The hybrid vehicle torque gradient determination method provided in this embodiment can be applied to hybrid vehicles with a P2+P4 architecture, that is, a hybrid vehicle with a P2 motor and engine on the front axle and a P4 motor on the rear axle. Of course, it can also be applied to any other applicable vehicles, without specific limitation here.

[0166] This embodiment distinguishes between the engine start-stop conditions and independently calculates the torque gradients under different conditions, making the torque gradient calculation no longer single. It is corrected through multiple correction factors, which can improve the accuracy of the torque gradient under different conditions and make the torque gradient more adaptable. When the vehicle switches between hybrid mode and pure electric mode, the vehicle's torque response is smoother and the drivability is better.

[0167] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0168] The following are device embodiments of the present application. For details not fully described therein, please refer to the corresponding method embodiments described above.

[0169] Figure 2 A schematic diagram of the structure of a hybrid vehicle torque gradient determination device provided by an embodiment of the present application is shown. For ease of explanation, only the portion related to the embodiment of the present application is shown, which is described in detail as follows:

[0170] like Figure 2 As shown, the hybrid vehicle torque gradient determination device 30 includes: a first acquisition module 31 , a basic gradient value determination module 32 , a second acquisition module 33 and a correction module 34 .

[0171] A first acquisition module 31 is used to acquire the current start-stop operating condition of the hybrid vehicle engine;

[0172] A basic gradient value determination module 32 is configured to obtain a current basic torque gradient value based on the current start / stop condition of the engine;

[0173] A second acquisition module 33 is used to obtain a correction factor of the current basic torque gradient value;

[0174] The correction module 34 is configured to correct the current basic torque gradient value according to the correction factor of the current basic torque gradient value to obtain a final value of the current torque gradient.

[0175] In the embodiment of the present application, a basic gradient value determination module is used to obtain a current basic torque gradient value based on the current start-stop operating condition of the engine. A correction factor of the current basic torque gradient value is obtained through a second acquisition module. The current basic torque gradient value is corrected through a correction module based on the correction factor of the current basic torque gradient value to obtain a final value of the current torque gradient. The final value of the current torque gradient is used to perform gradient filtering on the torque. During the engine startup process, the output torque of the front axle of the hybrid vehicle can be gradually increased through the final value of the current torque gradient. During the engine shutdown process, the output torque of the front axle of the hybrid vehicle can be gradually reduced through the final value of the current torque gradient. There will be no sudden change in torque, so that the torque output of the entire vehicle is smooth, and the hybrid vehicle can switch more smoothly between the hybrid mode and the pure electric mode without vehicle shaking, thereby improving driving comfort.

[0176] In a possible implementation, the basic gradient value determination module 32 is specifically configured to:

[0177] If the current start-stop operating condition of the engine is a stop-to-start operating condition, obtaining the current vehicle requested torque, and determining a first torque gradient value that matches the current vehicle requested torque from a first torque gradient mapping table as the current base torque gradient value;

[0178] The first torque gradient mapping table stores a matching relationship between the vehicle requested torque and the first torque gradient under a stop-start condition;

[0179] If the current start-stop operating condition of the engine is the shutdown operating condition, the current basic torque gradient value is determined to be the first preset torque gradient value.

[0180] In a possible implementation, the basic gradient value determination module 32 is specifically configured to:

[0181] If the current engine start-stop operating condition is the first motor start operating condition, determining the current start type and selecting a target torque gradient mapping table and a target correction mapping table that match the current start type; wherein each start type under the first motor start operating condition is matched with a torque gradient mapping table and a correction mapping table;

[0182] Get the current vehicle requested torque and the current front axle gearbox gear position;

[0183] Determining a current candidate base torque gradient value that matches the current vehicle torque request and the current front axle transmission gear from a target torque gradient mapping table; the target torque gradient mapping table stores a matching relationship between the vehicle torque request, the front axle transmission gear, and the candidate base torque gradients;

[0184] Get the current accelerator pedal opening;

[0185] Determining a current correction value that matches the current accelerator pedal opening from a target correction mapping table; the target correction mapping table stores a matching relationship between the accelerator pedal opening and the correction value;

[0186] The current candidate basic torque gradient value is multiplied by the current correction value to obtain the current basic torque gradient value.

[0187] In a possible implementation, the basic gradient value determination module 32 is specifically configured to:

[0188] If the current engine start-stop operating condition is the second motor starting operating condition, obtaining the current vehicle requested torque, and determining a second torque gradient value that matches the current vehicle requested torque from the second torque gradient mapping table as the current base torque gradient value;

[0189] The second torque gradient mapping table stores a matching relationship between the vehicle requested torque and the second torque gradient under the second motor starting condition.

[0190] In a possible implementation, the basic gradient value determination module 32 is specifically configured to:

[0191] If the current start-stop operating condition of the engine is a no-start-stop request operating condition, the current basic torque gradient value is determined to be a second preset torque gradient value.

[0192] In a possible implementation, the second obtaining module 33 is specifically configured to:

[0193] Obtain the current engine water temperature, the current speed of the hybrid vehicle, and the current slope of the road on which the hybrid vehicle is located;

[0194] Based on the current water temperature, current vehicle speed and current slope, a correction factor for the current basic torque gradient value is obtained.

[0195] In a possible implementation, the second obtaining module 33 is specifically configured to:

[0196] Determining a first correction factor that matches the current water temperature from a first correction mapping table; the first correction mapping table stores a matching relationship between the engine water temperature and the first correction factor;

[0197] Determining a second correction factor that matches the current vehicle speed from a second correction mapping table; the second correction mapping table stores a matching relationship between the vehicle speed and the second correction factor;

[0198] Determining a third correction factor that matches the absolute value of the current slope from a third correction mapping table; the third correction mapping table stores a matching relationship between the absolute value of the slope and the third correction factor;

[0199] The correction factor of the current basic torque gradient value is obtained by multiplying a first correction factor matching the current water temperature, a second correction factor matching the current vehicle speed, and a third correction factor matching the absolute value of the current slope.

[0200] In a possible implementation, the correction module 34 is specifically configured to:

[0201] The current basic torque gradient value is multiplied by the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

[0202] The present application also provides a computer program product having program code, which, when executed in a corresponding processor, controller, computing device, or electronic device, performs the steps of any of the above-mentioned hybrid vehicle torque gradient determination method embodiments, such as Figure 1 S101 to S104 shown. Those skilled in the art will appreciate that the methods and devices proposed in the embodiments of the present application and their associated equipment can be implemented in various forms of hardware, software, firmware, a dedicated processor, or a combination thereof. The dedicated processor may include an application specific integrated circuit (ASIC), a reduced instruction set computer (RISC), and / or a field programmable gate array (FPGA). The proposed methods and devices are preferably implemented as a combination of hardware and software. The software is preferably installed on a program storage device as an application. It is typically based on a machine with a computer platform having hardware, such as one or more central processing units (CPUs), a random access memory (RAM), and one or more input / output (I / O) interfaces. An operating system is also typically installed on the computer platform. The various processes and functions described herein may be part of an application, or a portion thereof may be executed by an operating system.

[0203] Figure 3 Schematic diagram of an electronic device provided in an embodiment of the present application. Figure 3 As shown, the electronic device 4 of this embodiment includes: a processor 40, a memory 41, and a computer program 42 stored in the memory 41 and executable on the processor 40. When the processor 40 executes the computer program 42, the steps in the above-mentioned embodiments of the method for determining the torque gradient of a hybrid vehicle are implemented, for example Figure 1 Alternatively, when the processor 40 executes the computer program 42, the functions of the modules / units in the above-mentioned device embodiments are realized, for example, Figure 2 Functions of the modules / units 31 to 34 are shown.

[0204] For example, the computer program 42 may be divided into one or more modules / units, which are stored in the memory 41 and executed by the processor 40 to complete / implement the solution provided by the present application. The one or more modules / units may be a series of computer program instruction segments that can complete specific functions, and the instruction segments are used to describe the execution process of the computer program 42 in the electronic device 4. For example, the computer program 42 may be divided into Figure 2 Modules / units 31 to 34 are shown.

[0205] The electronic device 4 may be a vehicle controller or other device. The electronic device 4 may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will understand that Figure 3 It is only an example of the electronic device 4 and does not constitute a limitation of the electronic device 4. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the electronic device may also include input and output devices, network access devices, buses, etc.

[0206] The processor 40 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0207] The memory 41 may be an internal storage unit of the electronic device 4, such as a hard disk or memory of the electronic device 4. The memory 41 may also be an external storage device of the electronic device 4, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 4. Furthermore, the memory 41 may include both an internal storage unit of the electronic device 4 and an external storage device. The memory 41 is used to store the computer program and other programs and data required by the electronic device. The memory 41 may also be used to temporarily store data that has been output or is about to be output.

[0208] Corresponding to the above-mentioned electronic device, an embodiment of the present application further provides a vehicle, which includes the above-mentioned electronic device and has the same beneficial effects as the above-mentioned electronic device.

[0209] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0210] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0211] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0212] In the embodiments provided in the present application, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely schematic. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0213] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0214] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0215] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application can implement all or part of the processes in the above-mentioned embodiment method by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, it can implement the steps of each embodiment of the hybrid vehicle torque gradient determination method. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practices in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practices, computer-readable media does not include electrical carrier signals and telecommunication signals.

[0216] In addition, the embodiments shown in the drawings of the present application or the features of the various embodiments mentioned in this specification are not necessarily to be understood as independent embodiments. Rather, each feature described in one example of an embodiment can be combined with one or more other desired features from other embodiments to produce other embodiments not described in words or with reference to the drawings.

[0217] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A method for determining a torque gradient of a hybrid vehicle, characterized in that: include: Get the current start-stop status of the hybrid vehicle's engine; obtaining a current basic torque gradient value based on a current start / stop operating condition of the engine; Get the correction factor of the current basic torque gradient value; Correcting the current basic torque gradient value according to the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient; The final value of the current torque gradient is used to perform gradient filtering on the front axle output torque.

2. The method for determining the torque gradient of a hybrid vehicle according to claim 1, characterized in that: The obtaining of the current basic torque gradient value based on the current start-stop operating condition of the engine includes: If the current start-stop operating condition of the engine is a stop-to-start operating condition, obtaining a current vehicle request torque, and determining a first torque gradient value that matches the current vehicle request torque from a first torque gradient mapping table as a current basic torque gradient value; The first torque gradient mapping table stores a matching relationship between the vehicle requested torque and the first torque gradient under a stop-start condition; If the current start-stop operating condition of the engine is a shutdown operating condition, the current basic torque gradient value is determined to be a first preset torque gradient value.

3. The method for determining the torque gradient of a hybrid vehicle according to claim 1, characterized in that: The obtaining of the current basic torque gradient value based on the current start-stop operating condition of the engine includes: If the current start-stop operating condition of the engine is the first motor starting operating condition, determining the current start type and selecting a target torque gradient mapping table and a target correction mapping table that match the current start type; wherein each start type under the first motor starting operating condition is matched with a torque gradient mapping table and a correction mapping table; Get the current vehicle requested torque and the current front axle gearbox gear position; determining a current candidate basic torque gradient value that matches the current vehicle request torque and the current front axle transmission gear from the target torque gradient mapping table; the target torque gradient mapping table stores a matching relationship between the vehicle request torque, the front axle transmission gear, and the candidate basic torque gradients; Get the current accelerator pedal opening; Determining a current correction value that matches the current accelerator pedal opening from the target correction mapping table; the target correction mapping table stores a matching relationship between the accelerator pedal opening and the correction value; The current candidate basic torque gradient value is multiplied by the current correction value to obtain the current basic torque gradient value.

4. The method for determining the torque gradient of a hybrid vehicle according to claim 1, wherein: The obtaining of the current basic torque gradient value based on the current start-stop operating condition of the engine includes: If the current start-stop operating condition of the engine is the second motor starting operating condition, obtaining a current vehicle request torque, and determining a second torque gradient value that matches the current vehicle request torque from a second torque gradient mapping table as a current basic torque gradient value; The second torque gradient mapping table stores a matching relationship between the vehicle requested torque and the second torque gradient under the second motor starting condition.

5. The method for determining the torque gradient of a hybrid vehicle according to claim 1, characterized in that: The obtaining of the current basic torque gradient value based on the current start-stop operating condition of the engine includes: If the current start-stop operating condition of the engine is a no-start-stop request operating condition, the current basic torque gradient value is determined to be a second preset torque gradient value.

6. The method for determining the torque gradient of a hybrid vehicle according to claim 1, characterized in that: The obtaining of the correction factor of the current basic torque gradient value includes: obtaining a current water temperature of the engine, a current speed of the hybrid vehicle, and a current slope of a road on which the hybrid vehicle is located; Based on the current water temperature, current vehicle speed and current slope, a correction factor for the current basic torque gradient value is obtained.

7. The method for determining the torque gradient of a hybrid vehicle according to claim 6, characterized in that: The correction factor for the current basic torque gradient value is obtained based on the current water temperature, the current vehicle speed, and the current slope, including: Determining a first correction factor that matches the current water temperature from a first correction mapping table; wherein the first correction mapping table stores a matching relationship between the engine water temperature and the first correction factor; Determining a second correction factor that matches the current vehicle speed from a second correction mapping table; wherein the second correction mapping table stores a matching relationship between the vehicle speed and the second correction factor; Determining a third correction factor that matches the absolute value of the current slope from a third correction mapping table; the third correction mapping table stores a matching relationship between the absolute value of the slope and the third correction factor; The correction factor of the current basic torque gradient value is obtained by multiplying a first correction factor matching the current water temperature, a second correction factor matching the current vehicle speed, and a third correction factor matching the absolute value of the current slope.

8. The method for determining the torque gradient of a hybrid vehicle according to any one of claims 1 to 7, characterized in that: The correction factor of the current basic torque gradient value is used to correct the current basic torque gradient value to obtain the final value of the current torque gradient, including: The current basic torque gradient value is multiplied by the correction factor of the current basic torque gradient value to obtain the final value of the current torque gradient.

9. A hybrid vehicle torque gradient determination device, characterized in that: include: A first acquisition module is used to obtain the current start-stop operating condition of the hybrid vehicle engine; a basic gradient value determination module, configured to obtain a current basic torque gradient value based on a current start / stop condition of the engine; A second acquisition module is used to obtain a correction factor of the current basic torque gradient value; a correction module, configured to correct the current basic torque gradient value according to a correction factor of the current basic torque gradient value to obtain a final value of the current torque gradient; The final value of the current torque gradient is used to perform gradient filtering on the front axle output torque.

10. A vehicle comprising an electronic device, the electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the method for determining the torque gradient of a hybrid vehicle as claimed in any one of claims 1 to 8 are implemented.

11. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for determining the torque gradient of a hybrid vehicle as claimed in any one of claims 1 to 8 are implemented.

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