Power domain controller

Abstract

The present invention discloses a power domain controller. The power domain controller integrates the vehicle electronic and electrical architecture with the vehicle controller integrating the central gateway for domain control. The power domain controller integrates the vehicle controller, the transmission controller, the thermal management controller, and the battery management controller, solving the problem of the regional controller for the integration of the commercial vehicle and the hybrid powertrain. The controller can realize the vehicle function control, be compatible with the 12 / 24V power domain control functions (including motors, engines, AMT), include the vehicle control function, be adapted to various frame models, including pure electric, battery swapping, PHEV, HEV, REEV, and FCV, realize the UDS and OTA functions, meet the requirements of information security regulations, meet the thermal management requirements of the hybrid power system, and at the same time have the function of vehicle torque arbitration and distribution, and solve the problem of unreasonable linkage between vehicle torque control and throttle response.

Description

Technical Field

[0001] The present application relates to the technical field of electric control systems, and particularly refers to a power domain controller. Background Art

[0002] In the field of vehicles, energy-saving and new energy vehicles have received great attention and have been designated as one of the strategic emerging industries. In the process of the electrification and electronic development of automobiles, the industry is constantly exploring new, more streamlined and efficient design solutions and ideas. For traditional commercial trucks, their operating conditions are complex and variable, and the adhesion coefficient of bad road surfaces such as soft road surfaces is relatively low, often resulting in drive wheel slip and insufficient driving force, which not only affects the power performance and passability of the whole vehicle, but also wastes the power of the engine and increases the fuel consumption of the whole vehicle. Therefore, commercial vehicles with multiple power modes have been developed and applied. Currently, the controllers of commercial vehicles usually adopt a distributed controller architecture. Based on the distributed controller architecture of function control, each function module has its own independent controller. With the sharp increase in electric vehicle communication data, independent controllers will lead to poor real-time signal transmission, and multiple independent controllers will increase the complexity of the system.

[0003] That is, the current domestic commercial vehicle technical framework is basically a whole vehicle technical framework system based on function control. There is no mature and reliable mass production of a whole vehicle controller based on power domain control on the market. Moreover, the subsystems of each control function are separated and independent, resulting in an increase in the length of the vehicle wiring harness and an increase in cost. If according to the existing whole vehicle technical framework system, in the face of new energy power forms, the whole vehicle also needs to add a TCU (transmission controller), a thermal management controller, etc., which do not have a competitive advantage in terms of vehicle layout and cost. And currently, the controllers of commercial vehicles also have problems such as being unable to meet the requirements of vehicle torque arbitration and distribution, and the unreasonable linkage between vehicle torque control and throttle response. Summary of the Invention

[0004] In order to overcome the deficiencies of the prior art, the embodiments of the present application provide a power domain controller, which solves the regional controller for the integration of commercial vehicle whole vehicle and hybrid power assembly. The power domain controller can realize the whole vehicle function control and be compatible with the 12 / 24V power domain control function.

[0005] The embodiments of the present invention provide a power domain controller. The power domain controller adopts a whole vehicle controller integrated central gateway sub-domain control for the whole vehicle electronic and electrical architecture. The power domain controller integrates a whole vehicle controller, a transmission controller, a thermal management controller, and a battery management controller.

[0006] According to the power domain controller provided by the embodiments of the present invention, the power domain controller communicates with the communication domain controller, the intelligent driving domain controller, the intelligent cockpit controller, and other domain controllers through a central gateway, and the central gateway is connected through Ethernet, USB, and CAN lines.

[0007] According to the power domain controller provided by the embodiments of the present invention, the power domain controller includes a signal input function, a control output function, a battery management function, a power control function, and a thermal management function;

[0008] Among them, the battery management function includes a high-voltage power management function and a low-voltage power management function; the power control function includes vehicle throttle input and torque arbitration, throttle torque response, torque distribution, energy management, torque selection, and shift control functions.

[0009] According to the power domain controller provided by the embodiments of the present invention, the power domain controller takes over the vehicle throttle control to implement the vehicle throttle input and torque arbitration function; it includes processing the torque request superposition of each assembly and controlling the torque of each level according to the preset torque priority.

[0010] According to the power domain controller provided by the embodiments of the present invention, the torque requests of each assembly include driver driving intention torque, shift torque, creep torque, AEB active braking torque, ESC torque, and motor anti-roll torque; the torque priority is AEB active braking torque > ESC limit torque > driver intention torque > shift torque > motor anti-roll torque > creep torque.

[0011] According to the power domain controller provided by the embodiments of the present invention, the power domain controller calibrates the throttle output characteristics of the power assembly according to requirements to implement the throttle torque response function; it includes setting different corresponding throttle torque responses at different throttle openings and different speeds.

[0012] According to the power domain controller provided by the embodiments of the present invention, the torque distribution function of the power domain controller includes a torque calculation method; the torque calculation method is as follows:

[0013] When the gear is switched from D gear to S gear, multiply the percentage of the current throttle opening by 1.3 times, and the enlarged throttle opening cannot be greater than 100% opening. At the same time, multiply the enlarged throttle opening by the peak torque that the current drive can output, which is the torque demand when the gear is switched from D gear to S gear;

[0014] When the gear is switched from S gear to D gear, multiply the percentage of the current throttle opening by the peak torque that the current drive can output, which is the torque demand when the gear is switched from S gear to D gear.

[0015] According to the power domain controller provided by the embodiments of the present invention, the torque selection function of the power domain controller includes:

[0016] Obtaining the first part of torque: when the vehicle has a first-level fault, setting the actual required torque of the vehicle as the currently calculated torque; when the vehicle has a second-level fault, setting the actual required torque of the vehicle as half of the currently calculated torque; when the vehicle has a third-level fault, setting the actual required torque of the vehicle as 0; wherein, the first-level fault is a minor fault, the second-level fault is a serious fault, and the third-level fault is a fault that affects the safe driving of the vehicle;

[0017] Obtaining the second part of torque: when the vehicle reaches the maximum speed of the gear in the D gear or R gear, setting the required torque of the vehicle to gradually decrease to the torque required to maintain the current maximum speed;

[0018] Obtaining the third part of torque: the torque requirement of ESC;

[0019] The actual required torque at the current moment is the minimum value of the first part of torque, the second part of torque, and the third part of torque requirement.

[0020] According to the power domain controller provided by the embodiments of the present invention, the shift control function of the power domain controller includes the control of the P2 motor of the hybrid vehicle plus the electronically controlled automatic transmission and the control of the electronically controlled automatic transmission of the pure electric vehicle;

[0021] Among them, the control method of the P2 motor of the hybrid vehicle plus the electronically controlled automatic transmission includes: full-process control, shift execution control;

[0022] The control method of the electronically controlled automatic transmission of the pure electric vehicle includes: including shift logic and shift execution control.

[0023] According to the power domain controller provided by the embodiments of the present invention, the energy management function of the power domain controller includes:

[0024] Pure electric mode: in the pure electric mode, the battery provides all the power required by the vehicle. At this time, the required power P of the vehicle dmd is less than the maximum output power P of the battery EV ;

[0025] Engine direct drive mode: in the engine direct drive mode, the engine directly drives the vehicle. At this time, the required power P of the vehicle dmd is greater than the maximum output power P of the battery EV , and less than the engine output power;

[0026] Parallel drive mode: in the parallel drive mode, the engine operates in a high-efficiency range, and the battery outputs power or charges. At this time, the required power P of the vehicle dmdGreater than the limit value T hybrid 。

[0027] The beneficial effects of the present invention are as follows: A power domain controller provided by an embodiment of the present invention integrates an integrated vehicle controller, a transmission controller, a thermal management controller, and a battery management controller based on the control of the power domain. And the vehicle controller integrated central gateway architecture is adopted for domain control, which not only meets the requirements of information security regulations, but also can upgrade the electronic and electrical architecture by replacing the Ethernet gateway. The power domain controller provided by the embodiment of the present invention solves the regional controller for the integration of commercial vehicle whole vehicle and hybrid powertrain. The controller can realize the whole vehicle function control, be compatible with the 12 / 24V power domain control function (including motor, engine, AMT), include the whole vehicle control function, adapt to various frame models, including pure electric, battery swapping, PHEV, HEV, REEV, and FCV, realize the UDS and OTA functions, meet the requirements of information security regulations, and meet the thermal management requirements of the hybrid power system. At the same time, the power domain controller provided by this embodiment also has the function of vehicle torque arbitration and distribution, and solves the problem of unreasonable linkage between vehicle torque control and throttle response. Description of the Drawings

[0028] The following will, by describing in detail the specific embodiments of the present application in conjunction with the drawings, make the technical solutions and other beneficial effects of the present application obvious.

[0029] Figure 1 It is a schematic structural diagram of the power domain controller provided by this embodiment.

[0030] Figure 2 It is a schematic diagram of the throttle driving torque output characteristics corresponding to different speeds of the power domain controller provided by this embodiment.

[0031] Figure 3 It is a power demand diagram of different modes of the power domain controller provided by this embodiment. Specific Embodiments

[0032] The following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present application.

[0033] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present application. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present application, "a plurality of" means two or more, unless otherwise specifically defined.

[0034] The following disclosure provides many different embodiments or examples for implementing different structures of the present application. To simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are only examples and are not intended to limit the present application. In addition, the present application may repeat reference numerals and / or reference letters in different examples. This repetition is for the purpose of simplification and clarity and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0035] The existing controllers of commercial vehicles are mainly based on function control rather than domain control, and the subsystems of each control function are separate and independent, resulting in an increase in the length of the vehicle wiring harness and an increase in cost. If according to the existing architecture system, a commercial vehicle using new energy power needs to add controllers such as a TCU (transmission controller) and a thermal management controller, which does not have a competitive advantage in terms of vehicle layout and cost. The embodiment of the present invention is based on the solution of commercial vehicle power domain control, and divides the vehicle's electronic and electrical architecture into domain control by adopting the architecture of integrating the vehicle controller with the central gateway, which can not only meet the requirements of information security regulations, but also upgrade the electronic and electrical architecture to meet future requirements by replacing the Ethernet gateway. The vehicle control based on the power domain controller can match the vehicle controllers of fuel, pure electric, and hybrid versions for the whole vehicle to meet the requirements of the whole vehicle and power domain control.

[0036] Figure 1 It is a schematic structural diagram of the power domain controller provided in this embodiment.

[0037] Based on this, as Figure 1As shown, this embodiment provides a power domain controller. The power domain controller integrates the vehicle electronic and electrical architecture with the vehicle controller integrating the central gateway for domain control. The power domain controller integrates the vehicle controller, the transmission controller, the thermal management controller, and the battery management controller.

[0038] The power domain controller communicates with the communication domain controller, the intelligent driving domain controller, the intelligent cockpit controller, and other domain controllers through the central gateway. The central gateway is connected via Ethernet, USB, and CAN lines.

[0039] Specifically, as Figure 1 shown, in the power domain controller provided in this embodiment, the power domain controller is connected to the intelligent driving domain controller, the communication domain controller, and the intelligent cockpit through CANFD communication lines. The power domain controller is connected to the electronic control unit ECU, the retarder unit, the electronically controlled automatic transmission AMT, the shift-by-wire, and the UDS diagnostic port unit through CAN communication lines. The UDS diagnostic port unit is connected to the electronic control unit ECU and the electronically controlled automatic transmission AMT through CAN communication lines. The communication domain controller is communicatively connected to the intelligent driving domain controller and the intelligent cockpit.

[0040] Specifically, in one embodiment, the power domain controller includes a signal input function, a control output function, a battery management function, a power control function, and a thermal management function.

[0041] Among them, the battery management function includes a high-voltage power management function and a low-voltage power management function. The power control function includes vehicle throttle input and torque arbitration, throttle torque response, torque distribution, energy management, torque selection, and shift control functions.

[0042] Specifically, the power domain controller takes over the vehicle throttle control to implement the vehicle throttle input and torque arbitration function, including processing the torque request superposition of each assembly and controlling the torque of each level according to the preset torque priority. The torque requests of each assembly include the driver's driving intention torque, shift torque, creep torque, AEB active braking torque, ESC torque, and motor anti-roll torque. The torque priority is AEB active braking torque > ESC limit torque > driver's intention torque > shift torque > motor anti-roll torque > creep torque.

[0043] In one embodiment, the power domain controller takes over the vehicle throttle control, ensuring the throttle response characteristics in vehicle control. During vehicle driving, the power domain controller can superimpose the torque requests of each assembly, safeguard the priority of torque control at each level to meet vehicle control safety, and also take into account the response speed of torque transition to ensure vehicle driving safety and smoothness. Specifically, the sources of vehicle torque requests include driver driving intention torque, shift torque, creep torque, AEB active braking torque, ESC torque, and motor anti-rollback torque. When the vehicle is on a slope and in the process of anti-rollback, the torque superimposition of the whole vehicle controlled by the power domain controller is the motor anti-rollback torque plus the driver intention torque. When the vehicle has side-slip in a curve, at this time, the driver intention torque is limited by the ESC torque, and the torque superimposition of the whole vehicle controlled by the power domain controller shall not exceed the ESC torque. Therefore, the power domain controller can not only meet the requirements of driver-human interaction, but also obtain an excellent driving experience, meeting the requirements of vehicle functional safety and power performance.

[0044] As Figure 2 shown, in one embodiment, the power domain controller calibrates the throttle output characteristics of the power assembly according to requirements to achieve the throttle torque response function; including setting different corresponding throttle torque responses at different throttle openings and different speeds.

[0045] Specifically, the power domain controller can recalibrate the throttle output characteristics of the power assembly according to requirements, so that the torque output of the throttle meets the requirements of vehicle power performance. The functional modules built into the power domain controller provided in this embodiment can be differentially calibrated according to different throttle response requirements, which can improve the driving experience in specific scenarios. As Figure 2 shown, the curves in the figure represent the throttle driving torque output characteristics corresponding to different throttle openings and different speeds. Taking 1500 rpm at the horizontal axis as an example. At the same speed, different throttle openings correspond to different torque percentages. At 50% and 60% throttle openings, there is a torque increase, indicating that a large increase in vehicle torque is required. Below 60% throttle opening, the torque percentage corresponding to the throttle opening is greater than the throttle percentage, and above 70% throttle opening, the torque percentage is equal to the throttle opening percentage.

[0046] In one embodiment, the torque distribution function of the power domain controller includes a torque calculation method; the torque calculation method is:

[0047] When the gear is switched from D gear to S gear, the percentage of the current throttle opening is enlarged by 1.3 times, and the enlarged throttle opening cannot be greater than 100% opening. At the same time, the enlarged throttle opening is multiplied by the peak torque that the current drive can output, which is the torque demand when the gear is switched from D gear to S gear;

[0048] When the gear is switched from S gear to D gear, the percentage of the current throttle opening is multiplied by the peak torque that the current drive can output, which is the torque demand when the gear is switched from S gear to D gear.

[0049] In one embodiment, the torque selection function of the power domain controller includes:

[0050] The first part of torque acquisition: when the vehicle has a first-level fault, set the actual torque demand of the vehicle to the currently calculated torque; when the vehicle has a second-level fault, set the actual torque demand of the vehicle to half of the currently calculated torque; when the vehicle has a third-level fault, set the actual torque demand of the vehicle to 0; wherein, the first-level fault is a minor fault, the second-level fault is a serious fault, and the third-level fault is a fault that affects the safe driving of the vehicle;

[0051] The second part of torque acquisition: when the vehicle reaches the maximum speed of the gear in D gear or R gear, set the required torque of the vehicle to gradually decrease to the torque required to maintain the current maximum speed;

[0052] The third part of torque acquisition: the torque demand of ESC;

[0053] The actual torque demand at the current moment is the minimum value of the first part of torque, the second part of torque, and the third part of torque demand.

[0054] Specifically, the torque selection of the power domain controller is based on the driver's throttle input. After throttle filtering processing, the product of the filtered throttle input and the maximum torque available in real time is used as the driver's required torque. Then, the driver's required torque is arbitrated with the ESC request limit torque, fault limit torque, speed limit torque, etc., and the smaller value is output as the total driving required torque. Among them, the throttle filtering is specifically Kalman filtering.

[0055] In one embodiment, the shift control function of the power domain controller includes the control of the P2 motor and the electronic control automatic transmission for hybrid vehicles and the control of the electronic control automatic transmission for pure electric vehicles;

[0056] Among them, the control method of the P2 motor and the electronic control automatic transmission for hybrid vehicles includes: full-process control, shift execution control;

[0057] The control method of the electronic control automatic transmission for pure electric vehicles includes: shift logic and shift execution control.

[0058] As Figure 3 shown, in one embodiment, the energy management function of the power domain controller includes:

[0059] Pure electric mode, in which the pure electric mode provides all the vehicle demand power by the battery. At this time, the vehicle demand power P dmd is less than the maximum output power P EV of the battery;

[0060] Engine direct drive mode, in which the engine directly drives the vehicle in the engine direct drive mode. At this time, the vehicle demand power P dmd is greater than the maximum output power P EV of the battery and less than the engine output power;

[0061] Parallel drive mode, in which the engine operates in a high-efficiency range in the parallel drive mode, and the battery outputs power or charges. At this time, the vehicle demand power P dmd is greater than the limit value T hybrid .

[0062] Specifically, in one embodiment, according to the working states of the engine and the battery participating, the vehicle mode can divide the operating conditions into three regional modes. The first regional mode is the pure electric mode, in which the pure electric mode provides all the vehicle demand power by the battery. The second regional mode is the engine direct drive mode, in which the engine directly drives the vehicle. The third regional mode is the parallel drive mode, in which the engine operates in a high-efficiency range in the parallel drive mode, the battery outputs power or charges, and the battery plays a role of "peak shaving and valley filling".

[0063] Among them, the demarcation threshold value between the first regional mode and the second regional mode is a fixed power value. That is, when the current vehicle demand power P dmd is less than the maximum output power P EV of the battery, the battery outputs power to meet the vehicle demand power. When the current vehicle demand power P dmd is greater than the maximum output power P EV of the battery, the engine outputs power to meet the vehicle demand power. The second regional mode and the third regional mode use torque as the switching threshold value. When the vehicle demand torque is greater than a certain threshold value T hybrid , the vehicle enters the parallel working mode.

[0064] In one embodiment, a fourth region mode is further included, and the fourth region mode is a series-parallel drive mode. In the fourth region mode, it is the working region of the series mode. This is because the series-parallel configuration has two motors, and the engine and the generator can be used as auxiliary power units to generate electricity in the series mode and supply electric energy to the drive motor and the battery.

[0065] A power domain controller provided by an embodiment of the present invention integrates an integrated vehicle controller, a transmission controller, a thermal management controller, and a battery management controller based on the control of the power domain. And it adopts the integrated vehicle controller integrated central gateway architecture for domain control, which not only meets the requirements of information security regulations, but also can upgrade the electronic and electrical architecture by replacing the Ethernet gateway. The power domain controller provided by the embodiment of the present invention solves the regional controller for the integration of commercial vehicle whole vehicle and hybrid powertrain. The controller can realize the whole vehicle function control, be compatible with the 12 / 24V power domain control function (including motor, engine, AMT), include the whole vehicle control function, be adapted to various frame models, including pure electric, battery swapping, PHEV, HEV, REEV, and FCV, realize the UDS and OTA functions, meet the requirements of information security regulations, and meet the thermal management requirements of the hybrid power system. At the same time, the power domain controller provided by this embodiment also has the function of vehicle torque arbitration and distribution, and solves the problem that the linkage between vehicle torque control and throttle response is unreasonable.

[0066] Although the preferred embodiments of the embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concept. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present invention. Finally, it should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or terminal device including the element.

[0067] The above has introduced the power domain controller provided by the embodiments of the present application in detail. Specific examples are used in this article to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the technical solution and its core idea of the present application; those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A power domain controller, characterized in that, The power domain controller integrates the vehicle electronic and electrical architecture using a vehicle controller integrated with a central gateway for domain control. The power domain controller integrates a vehicle controller, a transmission controller, a thermal management controller, and a battery management controller. The power domain controller includes a power control function, and the power control function includes a torque distribution function. The torque distribution function includes a torque calculation method. The torque calculation method is as follows: When the gear is switched from D gear to S gear, the percentage of the current throttle opening is multiplied by 1.3, and the enlarged throttle opening cannot be greater than 100% opening. At the same time, the enlarged throttle opening is multiplied by the peak torque that the current drive motor can output, which is the torque requirement when the gear is switched from D gear to S gear. When the gear is switched from S gear to D gear, the percentage of the current throttle opening is multiplied by the peak torque that the current drive motor can output, which is the torque requirement when the gear is switched from S gear to D gear. The torque selection function of the power domain controller includes: The first part of torque acquisition. When the vehicle has a first-level fault, the actual torque required by the vehicle is set to the currently calculated torque. When the vehicle has a second-level fault, the actual torque required by the vehicle is set to half of the currently calculated torque. When the vehicle has a third-level fault, the actual torque required by the vehicle is set to 0. Among them, the first-level fault is a minor fault, the second-level fault is a serious fault, and the third-level fault is a fault that affects the safe driving of the vehicle. The second part of torque acquisition. When the vehicle reaches the maximum speed of the gear in D gear or R gear, the required torque of the vehicle is set to gradually decrease to the torque required to maintain the current maximum speed. The third part of torque acquisition, the torque requirement of ESC. The actual torque required at the current moment is the minimum value of the first part of torque, the second part of torque, and the third part of torque requirement.

2. The power domain controller according to claim 1, wherein The power domain controller communicates with the communication domain controller, the intelligent driving domain controller, the intelligent cockpit controller, and other domain controllers through the central gateway. The central gateway is connected through Ethernet, USB, and CAN lines.

3. The power domain controller according to claim 1, characterized in that The power domain controller includes a signal input function, a control output function, a battery management function, a power control function, and a thermal management function. Among them, the battery management function includes a high-voltage power management function and a low-voltage power management function. The power control function includes vehicle throttle input and torque arbitration, throttle torque response, torque distribution, energy management, torque selection, and shift control functions.

4. The power domain controller according to claim 3, characterized in that, The power domain controller takes over the vehicle throttle control to implement the vehicle throttle input and torque arbitration function, including processing the superposition of torque requests from each assembly and controlling the torque at each level according to the preset torque priority.

5. The power domain controller according to claim 4, characterized in that, The torque requests of each assembly include driver driving intention torque, shift torque, creep torque, AEB active braking torque, ESC torque, and motor anti-roll torque. The torque priority is AEB active braking torque > ESC limit torque > driver intention torque > shift torque > motor anti-roll torque > creep torque.

6. The power domain controller according to claim 3, characterized in that The power domain controller calibrates the throttle output characteristics of the powertrain according to requirements to achieve the throttle torque response function; including setting different corresponding throttle torque responses at different throttle openings and different speeds.

7. The power domain controller according to claim 3, wherein The shift control function of the power domain controller includes the control of the P2 motor plus the electronically controlled automatic transmission for hybrid vehicles and the electronically controlled automatic transmission for pure electric vehicles; Among them, the control method of the P2 motor plus the electronically controlled automatic transmission for hybrid vehicles includes: full-process control, shift execution control; The control method of the electronically controlled automatic transmission for pure electric vehicles includes: shift logic and shift execution control.

8. The power domain controller according to claim 3, characterized in that The energy management function of the power domain controller includes: In the pure electric mode, all the vehicle's required power is provided by the battery. At this time, the required power P of the vehicle dmd is less than the maximum output power P of the battery EV ; Engine direct drive mode, in which the vehicle is directly driven by the engine, and at this time the required power P of the vehicle dmd is greater than the maximum output power P of the battery EV and less than the output power of the engine; Parallel drive mode, in which the engine operates in the high-efficiency range and the battery outputs power or charges. At this time, the required torque of the vehicle is greater than the limit value T hybrid .

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