Accelerator pedal map design method, device and equipment considering power retention

Abstract

The application discloses a kind of considering electric quantity keeps accelerator pedal map design method, device and equipment, wherein, method includes to benchmark vehicle model accelerator pedal wheel edge map is scaled, and according to the sliding energy recovery resistance moment of vehicle and the starting climbing torque of vehicle is corrected, and the corrected accelerator pedal wheel edge map is obtained;According to the maximum driving power of range extender and the corrected accelerator pedal wheel edge map, determine range extender drive accelerator pedal wheel edge map;In electric quantity consumption mode, execute corrected accelerator pedal wheel edge map, in electric quantity keeping mode, execute range extender drive accelerator pedal wheel edge map.The present mature vehicle data is used as benchmark to design in energy keeping mode, and range extender drive accelerator pedal wheel edge map is designed, so that the required power of vehicle in energy keeping mode is provided by range extender, battery power can be guaranteed stable, the present application provides a new driving mode, effectively guarantee that vehicle battery has reserve power and power.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, apparatus, and device for designing an accelerator pedal map that takes into account battery power retention. Background Technology

[0002] Limited by battery power and energy density, pure electric vehicles suffer from short driving range and long charging times. Range-extended electric vehicles (REEVs), on the other hand, use a range extender to provide energy to both the battery and the drive motor. They combine the advantages of pure electric vehicles with a longer driving range, offering numerous benefits. In a REEV, the range extender does not directly participate in vehicle propulsion. In pure electric mode, the range extender does not operate. In charging mode, the range extender's output power directly powers the battery. In hybrid mode, the range extender's output power is determined based on the vehicle's power requirements and the battery's capacity, resulting in two scenarios: either both the range extender and battery power the drive motor, improving vehicle performance; or the range extender simultaneously powers both the battery and drive motor, meeting the vehicle's driving power requirements and replenishing the battery. Therefore, the driving strategy differs depending on the driving mode of a REEV.

[0003] The development of existing range-extended vehicles does not take into account the impact of energy management strategies on the drive system, and often only designs one accelerator pedal map, which is not applicable to range-extended vehicles with multiple operating modes. Summary of the Invention

[0004] In view of the above-mentioned defects or improvement needs of the prior art, the purpose of this invention is to provide an accelerator pedal map design method, device, equipment and storage medium that takes into account battery power retention. Based on existing mature vehicle models, the accelerator pedal map is designed, and according to the energy management strategy of range-extended vehicles, accelerator pedal maps with energy retention mode and energy recovery mode are designed respectively.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] As one aspect of the present invention, the present invention provides an accelerator pedal map design method considering battery retention, comprising:

[0007] S100. Based on the ratio of the maximum wheel-side torque of the vehicle to the maximum wheel-side torque of the benchmark vehicle, scale the accelerator pedal wheel-side map of the benchmark vehicle to obtain the initial accelerator pedal wheel-side map of the vehicle.

[0008] S200. The initial accelerator pedal wheel-side map is corrected based on the vehicle's coasting energy recovery resistance torque and the vehicle's starting crawl torque to obtain the corrected accelerator pedal wheel-side map.

[0009] S300. Calculate the initial power corresponding to the torque requirement of each modified wheel edge based on the modified accelerator pedal wheel edge map to obtain the initial power map. Determine the energy retention power map based on the maximum drive power of the range extender and the initial power map. Calculate the range extender drive accelerator pedal wheel edge map based on the energy retention power map.

[0010] S400: In the power consumption mode, the modified accelerator pedal wheel-side map is used as the first executed accelerator pedal wheel-side map; in the power retention mode, the range extender-driven accelerator pedal wheel-side map is used as the second executed accelerator pedal wheel-side map.

[0011] Further, step S100 includes:

[0012] Calculate the ratio of the maximum wheel-side torque of the vehicle to the maximum wheel-side torque of the benchmark vehicle at each vehicle speed. Based on the maximum ratio, scale down the accelerator pedal wheel-side map of the benchmark vehicle to obtain the initial accelerator pedal wheel-side map of the vehicle.

[0013] Further, step S100 includes:

[0014] Calculate the ratio of the maximum wheel-side torque of the vehicle at each vehicle speed to the maximum wheel-side torque of the benchmark model. Based on the ratio at each vehicle speed, scale down the wheel-side torque requirement corresponding to that vehicle speed in the accelerator pedal wheel-side map of the benchmark model, and integrate them to obtain the initial accelerator pedal wheel-side map of the vehicle.

[0015] Further, step S200 includes:

[0016] Based on the driving deceleration resistance torque and coasting resistance torque corresponding to each vehicle speed when the accelerator pedal opening is 0, the coasting energy recovery resistance torque at each vehicle speed is calculated by subtraction.

[0017] The data in the initial accelerator pedal wheelside map where the accelerator pedal opening is 0 are updated to the values ​​of the coasting energy recovery drag torque at each vehicle speed. The zero-value data in the initial accelerator pedal wheelside map are then assigned values ​​through interpolation calculation to form the energy recovery accelerator pedal wheelside map.

[0018] Furthermore, step S200 also includes:

[0019] Based on the creep torque control characteristics, the creep torque is corrected on the energy recovery accelerator pedal wheelside map to form a corrected accelerator pedal wheelside map.

[0020] Furthermore, when the vehicle speed is 0 in the energy recovery accelerator pedal wheel-side map, the difference between the energy recovery wheel-side required torque and the maximum crawling torque corresponding to each throttle opening is calculated.

[0021] Further, in step S300, determining the energy retention power map based on the maximum drive power of the range extender and the initial power map includes:

[0022] The data in the initial power map is updated to form an energy-preserving power map, wherein for any initial power determined based on vehicle speed and accelerator pedal opening:

[0023] If the value of the initial power is less than or equal to the maximum drive power of the range extender, then the value of the initial power is maintained.

[0024] If the value of the initial power is greater than the maximum drive power of the range extender, then the value of the initial power is updated to the maximum drive power of the range extender.

[0025] As another aspect of the present invention, the present invention provides an accelerator pedal map design device that takes into account battery retention, comprising:

[0026] The first module is used to scale the accelerator pedal wheel edge map of the reference model according to the ratio of the maximum wheel edge torque of the vehicle to the maximum wheel edge torque of the reference model, so as to obtain the initial accelerator pedal wheel edge map of the vehicle.

[0027] The second module is used to correct the initial accelerator pedal wheel edge map based on the vehicle's coasting energy recovery resistance torque and the vehicle's starting crawl torque, so as to obtain a corrected accelerator pedal wheel edge map.

[0028] The third module is used to calculate the initial power corresponding to the torque required by each modified wheel edge based on the modified accelerator pedal wheel edge map, to obtain the initial power map, to determine the energy retention power map based on the maximum drive power of the range extender and the initial power map, and to calculate the range extender drive accelerator pedal wheel edge map based on the energy retention power map.

[0029] The fourth module is used to execute the accelerator pedal wheel-side map as the first execution accelerator pedal wheel-side map when the vehicle is in power consumption mode and the range extender-driven accelerator pedal wheel-side map as the second execution accelerator pedal wheel-side map when the vehicle is in power retention mode.

[0030] As another aspect of the present invention, the present invention provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the aforementioned accelerator pedal map design method considering battery retention.

[0031] In another aspect, the present invention provides a computer-readable storage medium storing computer instructions that execute the accelerator pedal map design method considering battery retention.

[0032] The beneficial effects of this invention are:

[0033] This invention provides an accelerator pedal map design method that takes into account battery retention. It obtains the initial accelerator pedal wheel edge map of the vehicle by scaling up the accelerator pedal wheel edge map of a benchmark vehicle. Based on existing mature vehicle data, it provides a fast and reliable data development method for new vehicle models.

[0034] This invention provides a range extender drive accelerator pedal wheelside map based on the maximum drive power of the range extender, suitable for the energy-holding mode of range extender vehicles. Targeting the energy management strategy of range extender vehicles, this range extender drive accelerator pedal wheelside map can effectively control and maintain the vehicle's power output, ensuring that the power demanded by the vehicle in energy-holding mode is provided by the range extender, thus guaranteeing stable battery power. This invention provides a new driving mode that effectively ensures that the vehicle battery has reserve power and energy.

[0035] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0036] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0037] Figure 1 This is a flowchart of the accelerator pedal map design method considering battery retention in an embodiment of the present invention;

[0038] Figure 2 This is a schematic diagram of the accelerator pedal map design device that takes into account battery power retention according to the present invention. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0040] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0041] Those skilled in the art will understand that, unless otherwise stated, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the word “comprising” as used in the specification of this application means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0042] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as in the embodiments of this application.

[0043] This application provides a method, apparatus, device, and storage medium for designing an accelerator pedal map that takes into account battery power retention, applicable to the research and development of accelerator pedal maps for range-extended vehicles.

[0044] On one hand, this application provides an accelerator pedal map design method that considers battery retention, the flowchart of which is as follows: Figure 1 As shown, the accelerator pedal map design method considering battery retention in this embodiment includes steps S100-S400.

[0045] S100. Based on the ratio of the maximum wheel-side torque of the vehicle to the maximum wheel-side torque of the benchmark vehicle, scale down the accelerator pedal wheel-side map of the benchmark vehicle to obtain the initial accelerator pedal wheel-side map of the vehicle.

[0046] In the early stages of vehicle model development, an accelerator pedal map needs to be entered into the vehicle control unit (VCU). Initially, the accelerator pedal map of a newly developed vehicle model can be derived from the accelerator pedal map of an existing project. Specifically, the accelerator pedal wheel-side map of the existing project can be scaled down proportionally based on the maximum wheel-side torque of both the new model and the existing project.

[0047] In this embodiment, there are two methods for scaling. The first method is to calculate the ratio of the maximum wheel-side torque of the vehicle at each speed to the maximum wheel-side torque of the benchmark model. Based on the maximum ratio, the wheel-side map of the accelerator pedal of the benchmark model is scaled down to obtain the initial wheel-side map of the vehicle's accelerator pedal. For example, the wheel-side map of the accelerator pedal of an existing new energy vehicle is shown in Table 1. The maximum wheel-side torque of this existing new energy vehicle at different speeds is shown in Table 2, and the maximum wheel-side torque values ​​of a newly developed new energy vehicle at different speeds are shown in Table 3.

[0048]

[0049] Table 1

[0050] Based on the data in Tables 2 and 3, the ratio calculation shows that among the ratios of the maximum wheel-side torque of the (newly developed) vehicle to the maximum wheel-side torque of the benchmark model at each vehicle speed, the ratio of 42203 / 9800 at 0 km / h is the maximum value among all vehicle speed ratios.

[0051]

[0052] Table 2

[0053]

[0054] Table 3

[0055] Therefore, the wheel-side torque demand data in Table 1 is scaled up according to the ratio 42203 / 9800 to obtain the initial accelerator pedal wheel-side map of the (newly developed) vehicle, as shown in Table 4.

[0056]

[0057] Table 4

[0058] In this embodiment, the second scaling method is to calculate the ratio of the maximum wheel-side torque of the vehicle at each vehicle speed to the maximum wheel-side torque of the benchmark model, and then scale down the wheel-side torque required at that speed in the accelerator pedal wheel-side map of the benchmark model according to the ratio at each vehicle speed, and integrate them to obtain the initial accelerator pedal wheel-side map of the vehicle.

[0059]

[0060] Table 5

[0061] For example, based on the data in Tables 2 and 3, when the vehicle speed is 0 km / h, the required torque at the wheelside of the accelerator pedal in the benchmark model at a speed of 0 km / h is proportionally scaled down according to the ratio 42203 / 9800; when the vehicle speed is 20 km / h, the required torque at the wheelside of the accelerator pedal in the benchmark model at a speed of 20 km / h is proportionally scaled down according to the ratio 32574 / 9800, and so on. All the scaled data are integrated to obtain the initial accelerator pedal wheelside map of the (newly developed) vehicle, as shown in Table 5.

[0062] S200. Based on the vehicle's coasting energy recovery resistance torque and the vehicle's starting crawl torque, the initial accelerator pedal wheel-side map is corrected to obtain the corrected accelerator pedal wheel-side map.

[0063] In the development of new vehicle models, the accelerator pedal map design, besides reflecting the driver's acceleration intention, also needs to consider economy and drivability. In daily driving, when the vehicle is stationary and the brake is released without pressing the accelerator, the system can determine that the vehicle needs to accelerate, and the vehicle will receive acceleration. Almost all passenger cars have implemented this function. Similarly, when the vehicle is moving at a speed, releasing the accelerator without pressing the brake can determine that the vehicle needs to decelerate, providing the vehicle with a drivable deceleration, resulting in better drivability. At the same time, this deceleration can be provided by both coasting resistance and coasting capacity recovery, resulting in better economy. Even without coasting capacity, when the vehicle releases the accelerator without pressing the brake, the vehicle will still experience a small deceleration due to the existence of coasting resistance.

[0064] Considering the above factors, in this embodiment, the gliding energy recovery resistance torque at each vehicle speed is calculated by subtracting the drivability deceleration resistance torque and gliding resistance torque corresponding to each vehicle speed when the accelerator pedal opening is 0; the data in the initial accelerator pedal wheel-side map where the accelerator pedal opening is 0 are updated to the value of the gliding energy recovery resistance torque at each vehicle speed; and the zero-value data in the initial accelerator pedal wheel-side map is assigned a value through interpolation calculation to form the energy recovery accelerator pedal wheel-side map.

[0065] Specifically, taking the data from the initial accelerator pedal wheel-side map in Table 5 as an example, firstly, the drivability deceleration can be obtained from competitor vehicle data analysis or from the driver's subjective experience requirements. A set of drivability deceleration data is shown in Table 6. The sliding resistance torque is calculated based on the sliding resistance; specific values ​​are shown in Table 7.

[0066]

[0067] Table 6

[0068]

[0069] Table 7

[0070] Table 6 shows the drivability deceleration torque calculated using formulas based on the drivability deceleration at various vehicle speeds. The calculation formulas include:

[0071]

[0072] in, For driving deceleration resistance, For the overall vehicle quality, To reduce drivability, For driving deceleration resistance torque, This is the rolling radius of the wheel.

[0073]

[0074] Table 8

[0075] In this embodiment, the coasting energy recovery resistance torque is equal to the value of the drivability deceleration resistance torque minus the value of the coasting resistance torque. The coasting energy recovery resistance torque at each vehicle speed is calculated by subtracting the data from Tables 6 and 7. The data in the initial accelerator pedal wheel-side map in Table 5 where the accelerator pedal opening is 0 are updated to the values ​​of the coasting energy recovery resistance torque at each vehicle speed. The zero-value data in the initial accelerator pedal wheel-side map are then assigned values ​​through interpolation calculations to form the energy recovery accelerator pedal wheel-side map, as shown in Table 8.

[0076] During a stationary start-up, releasing the brake without pressing the accelerator will provide forward momentum to the vehicle. This momentum control is executed by the creep torque map control. Creep torque map control is only related to vehicle speed; the lower the vehicle speed, the greater the creep torque. Once a certain speed is reached, creep torque map control ceases. In this embodiment, based on the creep torque control characteristics, the creep torque is corrected on the energy recovery accelerator pedal wheel-side map to form a corrected accelerator pedal wheel-side map. This includes calculating the difference between the required energy recovery wheel-side torque and the maximum creep torque for each throttle opening at a vehicle speed of 0 in the energy recovery accelerator pedal wheel-side map.

[0077] Specifically, the vehicle is set to have no creep torque after 6 km / h, and the maximum creep torque is 800 Nm at 0 km / h. Therefore, the energy recovery wheel-side torque requirement needs to be subtracted from the corresponding maximum creep torque in the original 0 km / h row in Table 8 to obtain a new 0 km / h row. In addition, a 6 km / h row is added after the new 0 km / h row as a transition. The wheel-side torque requirement value in the new 6 km / h row is the same as that in the original 0 km / h row, forming a corrected accelerator pedal wheel-side map as shown in Table 9.

[0078] S300. Calculate the initial power corresponding to the required torque of each wheel side based on the corrected accelerator pedal wheel side map, obtain the initial power map, determine the energy holding power map according to the maximum driving power of the range extender and the initial power map, and calculate the range extender driving accelerator pedal wheel side map according to the energy holding power map.

[0079] Among them, determining the energy holding power map according to the maximum driving power of the range extender and the initial power map includes: updating the data in the initial power map to form the energy holding power map. Among them, for any initial power determined according to the vehicle speed and the accelerator pedal opening: if the value of the initial power is less than or equal to the maximum driving power of the range extender, keep the value of the initial power; if the value of the initial power is greater than the maximum driving power of the range extender, update the value of the initial power to the maximum driving power of the range extender.

[0080]

[0081] Table 9

[0082] The range-extended electric vehicle obtains the forward power by the rotation of the drive motor. The energy source of the drive motor can be provided jointly by the power battery and the range extender, or can be provided separately by the power battery and the range extender (the range extender includes an engine and a generator). When the power battery is out of power or the power battery needs to maintain the current high power for reserve use, the vehicle driving mode is selected as the energy holding mode at this time, and the driving energy required by the drive motor is provided separately by the range extender.

[0083] The design of the corrected accelerator pedal wheel side map in Table 9 is obtained based on the fact that the energy of the drive motor is provided jointly by the power battery and the range extender. At this time, the vehicle driving mode selection is the energy consumption mode. Therefore, it is necessary to consider further modifying the corrected accelerator pedal wheel side map. Assume that the maximum driving power transmitted to the wheel side by the range extender considering the transmission efficiency is P1, and the maximum driving power transmitted to the wheel side by the drive motor considering the transmission efficiency is P2. If P1 < P2, it means that providing the driving power separately by the range extender in the energy holding mode will limit the power output of the drive motor; if P1 ≥ P2, it means that providing the driving power separately by the range extender in the energy holding mode will not limit the power output of the drive motor.

[0084]

[0085] Table 10

[0086] In this embodiment, the maximum driving power transmitted to the wheel side by the range extender considering the transmission efficiency is 180 kW. Convert the corrected wheel side required torque corresponding to each vehicle speed and each throttle opening in Table 9 into the initial power corresponding to each vehicle speed and each throttle opening, and obtain the initial power map as shown in Table 10.

[0087]

[0088] Table 11

[0089] When the maximum drive power P1 transmitted to the wheel by the range extender considering transmission efficiency is less than the maximum drive power P2 transmitted to the wheel by the drive motor considering transmission efficiency, and energy retention needs to be considered, the initial power values ​​for non-zero vehicle speeds in Table 10 are processed one by one: the initial power values ​​greater than the maximum drive power (180kW) transmitted to the wheel by the range extender considering transmission efficiency are updated to the maximum drive power (180kW) of the range extender, resulting in an energy retention power map, as shown in Table 11. Furthermore, based on the data in Table 11, the energy retention power corresponding to each non-zero vehicle speed and each throttle opening is converted into the wheel-side torque requirement corresponding to each vehicle speed and each throttle opening. The data for zero vehicle speed still uses the data in Table 9. Finally, the wheel-side map of the range extender driving the accelerator pedal is obtained, as shown in Table 12.

[0090] S400: In the power consumption mode, the accelerator pedal wheel-side map is first executed by correcting the accelerator pedal wheel-side map; in the power retention mode, the range extender drives the accelerator pedal wheel-side map as the second execution of the accelerator pedal wheel-side map.

[0091]

[0092] Table 12

[0093] On the other hand, embodiments of this application also provide an accelerator pedal map design device that takes into account battery retention, as shown in the schematic diagram below. Figure 2 As shown, the accelerator pedal map setting device considering battery retention in this embodiment includes a first module, a second module, a third module, and a fourth module.

[0094] The first module is used to scale the accelerator pedal wheel edge map of the benchmark vehicle according to the ratio of the maximum wheel edge torque of the vehicle to the maximum wheel edge torque of the benchmark vehicle, so as to obtain the initial accelerator pedal wheel edge map of the vehicle.

[0095] The second module is used to correct the initial accelerator pedal wheel-side map based on the vehicle's coasting energy recovery resistance torque and the vehicle's starting crawl torque, thus obtaining the corrected accelerator pedal wheel-side map.

[0096] The third module is used to calculate the initial power corresponding to the torque required by each modified wheel edge based on the modified accelerator pedal wheel edge map, to obtain the initial power map. The energy retention power map is determined based on the maximum drive power of the range extender and the initial power map, and the range extender drive accelerator pedal wheel edge map is calculated based on the energy retention power map.

[0097] The fourth module is used to first execute the accelerator pedal wheel-side map when the vehicle is in power consumption mode by correcting the accelerator pedal wheel-side map; and secondly execute the accelerator pedal wheel-side map when the vehicle is in power retention mode by driving the range extender to drive the accelerator pedal wheel-side map.

[0098] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the accelerator pedal map design method considering battery retention as described in this application.

[0099] This application also provides a computer-readable storage medium that stores computer instructions that, when executed, implement the accelerator pedal map design method considering battery retention in this application embodiment.

[0100] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0101] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. An accelerator pedal map design method considering battery retention, characterized in that, include: S100. Based on the ratio of the maximum wheel-side torque of the vehicle to the maximum wheel-side torque of the benchmark vehicle, scale the accelerator pedal wheel-side map of the benchmark vehicle to obtain the initial accelerator pedal wheel-side map of the vehicle. S200. Based on the vehicle's coasting energy recovery drag torque and the vehicle's starting crawl torque, the initial accelerator pedal wheel-side map is corrected to obtain a corrected accelerator pedal wheel-side map, specifically including: Based on the driving deceleration resistance torque and coasting resistance torque corresponding to each vehicle speed when the accelerator pedal opening is 0, the coasting energy recovery resistance torque at each vehicle speed is calculated by subtraction. The data in the initial accelerator pedal wheelside map where the accelerator pedal opening is 0 are updated to the values ​​of the coasting energy recovery drag torque at each vehicle speed. The zero-value data in the initial accelerator pedal wheelside map are then assigned values ​​through interpolation calculation to form the energy recovery accelerator pedal wheelside map. S300. Based on the modified accelerator pedal wheelside map, calculate the initial power corresponding to the torque requirement of each modified wheelside to obtain an initial power map. Determine the energy retention power map based on the maximum drive power of the range extender and the initial power map, and calculate the range extender drive accelerator pedal wheelside map based on the energy retention power map; wherein, determining the energy retention power map based on the maximum drive power of the range extender and the initial power map includes: The data in the initial power map is updated to form an energy-preserving power map, wherein for any initial power determined based on vehicle speed and accelerator pedal opening: If the value of the initial power is less than or equal to the maximum drive power of the range extender, then the value of the initial power is maintained. If the value of the initial power is greater than the maximum drive power of the range extender, then the value of the initial power is updated to the maximum drive power of the range extender; S400: In the power consumption mode, the modified accelerator pedal wheel-side map is used as the first executed accelerator pedal wheel-side map; in the power retention mode, the range extender-driven accelerator pedal wheel-side map is used as the second executed accelerator pedal wheel-side map.

2. The accelerator pedal map design method considering battery retention according to claim 1, characterized in that, Step S100 includes: Calculate the ratio of the maximum wheel-side torque of the vehicle to the maximum wheel-side torque of the benchmark vehicle at each vehicle speed. Based on the maximum ratio, scale down the accelerator pedal wheel-side map of the benchmark vehicle to obtain the initial accelerator pedal wheel-side map of the vehicle.

3. The accelerator pedal map design method considering battery retention according to claim 1, characterized in that, Step S100 includes: Calculate the ratio of the maximum wheel-side torque of the vehicle at each vehicle speed to the maximum wheel-side torque of the benchmark model. Based on the ratio at each vehicle speed, scale down the wheel-side torque requirement corresponding to that vehicle speed in the accelerator pedal wheel-side map of the benchmark model, and integrate them to obtain the initial accelerator pedal wheel-side map of the vehicle.

4. The accelerator pedal map design method considering battery retention according to any one of claims 1-3, characterized in that, Step S200 also includes: Based on the creep torque control characteristics, the creep torque is corrected on the energy recovery accelerator pedal wheelside map to form a corrected accelerator pedal wheelside map.

5. The accelerator pedal map design method considering battery retention according to claim 4, characterized in that, When the vehicle speed is 0 in the energy recovery accelerator pedal wheel-side map, the difference between the energy recovery wheel-side required torque and the maximum creeping torque corresponding to each throttle opening is calculated.

6. An accelerator pedal map design device that considers battery power retention, characterized in that, include: The first module is used to scale the accelerator pedal wheel edge map of the reference model according to the ratio of the maximum wheel edge torque of the vehicle to the maximum wheel edge torque of the reference model, so as to obtain the initial accelerator pedal wheel edge map of the vehicle. The second module is used to correct the initial accelerator pedal wheel edge map based on the vehicle's coasting energy recovery resistance torque and the vehicle's starting crawl torque, so as to obtain a corrected accelerator pedal wheel edge map. The second module is specifically used for: Based on the driving deceleration resistance torque and coasting resistance torque corresponding to each vehicle speed when the accelerator pedal opening is 0, the coasting energy recovery resistance torque at each vehicle speed is calculated by subtraction. The data in the initial accelerator pedal wheelside map where the accelerator pedal opening is 0 are updated to the values ​​of the coasting energy recovery drag torque at each vehicle speed. The zero-value data in the initial accelerator pedal wheelside map are then assigned values ​​through interpolation calculation to form the energy recovery accelerator pedal wheelside map. Based on the creep torque control characteristics, the creep torque is corrected on the energy recovery accelerator pedal wheelside map to form a corrected accelerator pedal wheelside map; The third module is used to calculate the initial power corresponding to the torque required by each modified wheel edge based on the modified accelerator pedal wheel edge map, to obtain the initial power map, to determine the energy retention power map based on the maximum drive power of the range extender and the initial power map, and to calculate the range extender drive accelerator pedal wheel edge map based on the energy retention power map. The third module is specifically used for: The data in the initial power map is updated to form an energy-preserving power map, wherein for any initial power determined based on vehicle speed and accelerator pedal opening: If the value of the initial power is less than or equal to the maximum drive power of the range extender, then the value of the initial power is maintained. If the value of the initial power is greater than the maximum drive power of the range extender, then the value of the initial power is updated to the maximum drive power of the range extender; The fourth module is used to execute the accelerator pedal wheel-side map as the first execution accelerator pedal wheel-side map when the vehicle is in power consumption mode and the range extender-driven accelerator pedal wheel-side map as the second execution accelerator pedal wheel-side map when the vehicle is in power retention mode.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the accelerator pedal map design method considering battery retention as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that execute the accelerator pedal map design method considering battery retention as described in any one of claims 1-5.

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