Method and device for determining requested driving force of hybrid vehicle

Abstract

The invention discloses a method and a device for determining requested driving force of a hybrid vehicle. The determining method comprises the following steps that the gear condition, the current vehicle speed, the current accelerator pedal opening degree and driving force mapping information of the vehicle are obtained, and the driving force mapping information represents the corresponding relation of the vehicle speed, the accelerator pedal opening degree and the driving force; and if the gear condition is that the vehicle is not in the parking gear or the neutral gear, altitude data and a driving mode of the vehicle are obtained. According to the determination method, the requested driving force can be obtained by adopting different methods based on different driving modes, altitude data and gear conditions, and the current vehicle speed and the current accelerator pedal opening degree can be directly converted into the requirement for the traction force of the whole vehicle.

Description

[0001] This case is a divisional application with application number 202180004583.3, application date May 20, 2021, and name “A method and device for determining the requested driving force of a hybrid vehicle”. Technical Field

[0002] The present invention relates to the field of vehicle technology, and in particular to a method and device for determining a requested driving force of a hybrid vehicle. Background Art

[0003] With the increasingly stringent national regulations on fuel consumption and emissions, as well as the development of electrification systems, hybrid technology is the key to achieving energy conservation and emission reduction. In order to adapt to national policies and meet emission regulations, vehicle manufacturers and parts suppliers are looking for solutions. However, the battery technology of pure electric vehicle technology systems is complex and costly, so hybrid systems are vigorously promoted. This paper studies a dual-motor hybrid system, such as Figure 1 The dual-motor hybrid system has three modes, namely pure electric mode, series mode and parallel mode; in series mode, P2 drives the wheels, the clutch C0 of the automatic transmission is not engaged in series mode, the engine charges the battery through P1, and P2 drives the wheels; in parallel mode, the C0 clutch is engaged, and the engine directly drives the wheels.

[0004] For hybrid vehicles, the vehicles are usually equipped with a high-power motor that can independently drive the vehicle. Therefore, there is a condition where the engine is stopped with vehicle speed. The motor is the only driving force, resulting in an invalid transmission ratio from the engine to the wheel end at this time. The specific process of the request torque / force demand based on the flywheel end adopted in the prior art is as follows: first, the engine crankshaft torque request is obtained by looking up the table based on the accelerator pedal opening and the engine speed, and then the engine crankshaft torque request is converted into a vehicle traction request. However, this method of looking up the table based on the accelerator pedal opening and the engine speed to obtain the required torque value is not suitable for hybrid vehicles. Summary of the invention

[0005] The present invention aims to solve the technical problem that the required driving force of a hybrid vehicle cannot be effectively requested in the prior art.

[0006] In order to solve the above technical problems, the present application discloses, in one aspect, a method for determining a requested driving force of a hybrid vehicle, which comprises the following steps:

[0007] Acquiring the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening, and driving force mapping information, wherein the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening, and the driving force;

[0008] If the gear status is that the vehicle is not in the parking gear or the neutral gear, acquiring the altitude data and the driving mode of the vehicle;

[0009] If the altitude data is greater than or equal to the preset altitude, and the driving mode of the vehicle is engine driven, then obtaining the current engine speed and engine initial torque upper limit mapping information of the vehicle, wherein the engine initial torque upper limit mapping information represents the corresponding relationship between the speed coefficient, the preset engine speed and the engine initial torque upper limit value;

[0010] Determining a current speed coefficient and a current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information;

[0011] If the vehicle meets the preset condition, determining the current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information;

[0012] Get the plateau torque upper limit value corresponding to the current engine speed;

[0013] Determine a torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, wherein the torque deviation value is positively correlated with time;

[0014] Determining a current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value;

[0015] Determining an attenuation coefficient according to the current plateau torque upper limit value and the current initial torque upper limit value;

[0016] The requested driving force of the vehicle is determined according to the damping coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0017] The present application also discloses a control device for requesting driving force, which includes:

[0018] A first acquisition module is used to acquire the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening and driving force mapping information, wherein the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force;

[0019] a second acquisition module, configured to acquire the altitude data and driving mode of the vehicle if the gear status is that the vehicle is not in the parking gear or the neutral gear;

[0020] A judgment module, for obtaining, if the altitude data is greater than or equal to the preset altitude and the driving mode of the vehicle is engine driven, current engine speed and engine initial torque upper limit mapping information of the vehicle, wherein the engine initial torque upper limit mapping information represents a correspondence between a speed coefficient, a preset engine speed and an engine initial torque upper limit value; determining a current speed coefficient and a current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information; and determining a current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information if the vehicle meets a preset condition;

[0021] The third acquisition module is used to obtain the plateau torque upper limit value corresponding to the current engine speed; determine the torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, and the torque deviation value is positively correlated with time; determine the current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value; determine the attenuation coefficient according to the current plateau torque upper limit value and the current initial torque upper limit value; determine the requested driving force of the vehicle according to the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0022] On the other hand, the present application also discloses a device, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by the processor to implement the above-mentioned method for determining the requested driving force.

[0023] On the other hand, the present application further discloses a computer storage medium, in which at least one instruction or at least one program is stored, and the at least one instruction or at least one program is loaded and executed by a processor to implement the above-mentioned method for determining the requested driving force.

[0024] By adopting the above technical solution, the method for determining the requested driving force provided by the present application has the following beneficial effects:

[0025] The present application discloses a method for determining the requested driving force of a hybrid vehicle, which includes the following steps: obtaining the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information, wherein the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force; if the gear status is that the vehicle is not in the parking gear or the neutral gear, then obtaining the altitude data and the driving mode of the vehicle; if the altitude data is less than the preset altitude, then determining the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information. In this case, the present application can obtain the requested driving force of the vehicle by defining the map of the vehicle speed, the accelerator pedal opening and the driving force. In this process, the vehicle status is also determined by judging the gear status of the vehicle and the altitude mode and driving mode. The requested driving force obtained according to these vehicle status is different, so as to meet the different driving characteristics of the driver, and to improve the driving characteristics while avoiding the problem of too long pedal idle travel when the accelerator is large due to the attenuation of the engine torque capacity in high altitude or high temperature environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. 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 creative work.

[0027] Figure 1 An application scenario diagram provided for this application;

[0028] Figure 2 A flowchart of a method for determining a driving force that can be optionally requested for the present application;

[0029] Figure 3 A flowchart of another method for determining driving force optionally requested by the present application;

[0030] Figure 4 A flowchart of another method for determining driving force optionally requested by the present application;

[0031] Figure 5 A flowchart of another method for determining driving force optionally requested by the present application;

[0032] Figure 6 A flowchart of another method for determining driving force optionally requested by the present application;

[0033] Figure 7 This is a schematic diagram of the structure of another optional control device for requesting driving force in the present application;

[0034] Figure 8 A hardware structure block diagram of a server for a method for determining a requested driving force of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0036] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0037] like Figure 1 As shown, Figure 1 This is an application scenario diagram provided by the present application. The scenario includes a hybrid vehicle 10 and a control system 20 for requesting driving force therein, the control system 20 includes a speed measuring device 201, an accelerator pedal opening monitoring device 202, an altitude monitoring module 203, a driving mode control module 204, a gear engaging device 205 and a control unit 206, the control unit 206 is electrically connected to the speed measuring device 201, the accelerator pedal opening monitoring device 202, the altitude monitoring module 203, the driving mode control module 204, and the gear engaging device 205, respectively, the gear engaging device 205 is used to obtain the gear status of the vehicle and The gear status is sent to the control unit 206, the speed measuring device 201 is used to monitor the speed of the vehicle and send the current speed of the vehicle to the control unit 206, the accelerator pedal opening monitoring device 202 is used to monitor the accelerator pedal opening of the vehicle and send the current accelerator pedal opening of the vehicle to the control unit 206, the altitude monitoring module 203 is used to obtain the altitude data of the current position of the vehicle and send the altitude data to the control unit 206, and the driving mode control module 204 is used to monitor the driving mode of the vehicle and send the driving mode to the control unit 206;

[0038] The control unit 206 is used to receive the gear status sent by the gear engaging device 205, the current vehicle speed sent by the speed measuring device 201, and the current accelerator pedal opening sent by the accelerator pedal opening monitoring device 202, and obtain the driving force mapping information stored in its storage unit, the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force, and judge the gear status. If the gear status is that the vehicle is not in the parking gear or the neutral gear, the control unit 206 is also used to receive the altitude data sent by the altitude monitoring module 203 and the driving mode control module 20 4, and judges the altitude data. If the altitude data is less than the preset altitude, the requested driving force of the vehicle is determined based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information, so that the requested driving force obtained by the control system 20 in the present application has better drivability. Since the altitude and gear status are taken into consideration, the problem of too long pedal idle travel when the accelerator is large due to the attenuation of the engine torque capacity in a high altitude or high temperature environment can be avoided, thereby further improving the drivability of the vehicle and improving the sensitivity of the accelerator pedal.

[0039] The present application provides a method for determining a requested driving force of a hybrid vehicle, such as Figure 2 As shown, Figure 2 The present invention provides a flow chart of a method for determining a driving force that can be optionally requested; the method comprises the following steps:

[0040] S201: Obtaining the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening and driving force mapping information, where the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force.

[0041] Optionally, in the present embodiment, the gear status includes the vehicle being in parking gear, neutral gear, forward gear and reverse gear.

[0042] Optionally, in the present embodiment, since the driving force corresponding to the vehicle speed and accelerator pedal opening in different driving modes is different, different driving modes can satisfy the driver's driving feel under different road conditions. Optionally, the driving modes may include the three types mentioned below, namely the first driving mode, the second driving mode and the third driving mode, wherein the three driving modes are arranged in descending order according to fuel consumption as follows: the third driving mode is greater than the second driving mode, which is greater than the first driving mode; optionally, the third driving mode pays more attention to power and can be used in situations requiring uphill driving or overtaking, and the second driving mode is a fuel-saving mode. Of course, the driving modes can be divided into two or four modes as needed.

[0043] Optionally, the content of the driving force mapping information can be classified according to different driving modes, and the driving force mapping information includes first driving force mapping information, second driving force mapping information and third driving mapping information, which correspond to the driving force mapping information in the first driving mode, the second driving mode and the third driving mode respectively.

[0044] Optionally, since the driving feel of the vehicle is different under different altitudes, in order to avoid the problem of too long pedal travel when the throttle is large due to the attenuation of engine torque capacity in high altitude environments, the present application also proposes the technical solution involved below, that is, when the altitude data is greater than the preset altitude data, the vehicle is in a plateau environment, and the driving force mapping information also includes fourth driving force mapping information under the plateau environment.

[0045] Optionally, the contents corresponding to the above four types of driving force mapping information can be expressed as the following four tables, where x: accelerator pedal opening (%); y: vehicle speed (km / h); z: driving force (N):

[0046] Table 1-1 First driving force table corresponding to the first driving force mapping information

[0047]

[0048] Table 1-2 Second driving force table corresponding to the second driving force mapping information

[0049]

[0050] Table 1-3 The third driving force table corresponding to the second driving force mapping information

[0051]

[0052]

[0053] Table 1-4 Fourth driving force table corresponding to the fourth driving force mapping information

[0054]

[0055] Optionally, the driving force data in Table 1-1, Table 1-2, Table 1-3 and Table 1-4 can be calculated based on the driving power, and can be calculated using the formula F=P / V, where F is driving force, P is driving power, and V is vehicle speed. Of course, the data in the above four tables can also be obtained by direct measurement.

[0056] Optionally, the above step S201 includes: obtaining driving power mapping information of the vehicle, the driving power mapping information representing the correspondence between vehicle speed, accelerator pedal opening and driving force; determining driving force mapping information based on the driving power mapping information, the driving force mapping information representing the correspondence between vehicle speed, accelerator pedal opening and driving force; obtaining the gear status of the vehicle, the current vehicle speed and the current accelerator pedal opening.

[0057] Optionally, corresponding to the above driving force mapping information, the driving rate mapping information includes first driving power mapping information, second driving power mapping information, third driving power mapping information and fourth driving power mapping information, and the contents corresponding to the above four driving power mapping information are represented as the following four tables, wherein x: accelerator pedal opening (%); y: vehicle speed (km / h); f: driving power (N):

[0058] Table 2-1 First driving power table corresponding to first driving power mapping information

[0059]

[0060] Table 2-2 Second driving power table corresponding to the second driving power mapping information

[0061]

[0062] Table 2-3 Third driving power table corresponding to the third driving power mapping information

[0063]

[0064] Table 2-4 Fourth driving power table corresponding to fourth driving power mapping information

[0065]

[0066] According to Table 2-1 and formula (1), Table 1-1 can be obtained. According to Table 2-2 and formula (1), Table 1-2 can be obtained. According to Table 2-3 and formula (1), Table 1-3 can be obtained. According to Table 2-4 and formula (1), Table 1-4 can be obtained.

[0067] Optionally, the driving power table can be divided into a zero throttle area, a starting area, a constant power area, a maximum power area, an area between constant power and maximum power, and an area above maximum power, so as to facilitate a better description of the method of collecting data in the driving power table and reflect the beneficial effects of the present application in the future, wherein the zero throttle area corresponds to the area in the driving power table where the accelerator pedal opening is 0. When collecting data in this area, the driving conditions in this area need to meet the following requirements: First, the deceleration feeling when reducing the throttle should be moderate. Too aggressive deceleration may be beneficial to energy recovery, but it will cause the driver to frequently step on the accelerator pedal to maintain the vehicle speed, which is not conducive to the driving experience. Too weak deceleration feeling will cause the driver to frequently step on the brakes to control the vehicle speed, which is not conducive to fuel consumption. On the other hand, when the vehicle is in pure electric mode, the forward rush trend of the vehicle during high-speed gliding 4-to-2 gear shifting should be moderate to ensure a good driving experience for the driver.

[0068] Starting area: corresponds to the area of ​​1-20 km / h in the driving power table. The driving power in this area can be obtained according to P=F×V=m×a×V, where m is the mass of the vehicle and a is the acceleration. The target acceleration under each accelerator pedal opening can be pre-set as needed. Optionally, the target acceleration table corresponding to the starting area of ​​the above four driving power tables is as follows:

[0069] Table 3-1 The first target acceleration table corresponding to the first driving power table

[0070] Accelerator pedal opening (%) 10 15 20 25 30 35 40 50 60 70 80 90 100 <![CDATA[Acceleration (m / s 2 )]]> 0.10 0.22 0.40 0.76 1.15 1.60 2.50 3.40 5.47 7.67 7.67 7.67 7.67

[0071] Table 3-2 The second target acceleration table corresponding to the second driving power table

[0072]

[0073]

[0074] Table 3-3 The third target acceleration table corresponding to the third driving power table

[0075] Accelerator pedal opening (%) 10 15 20 25 30 35 40 50 60 70 80 90 100 <![CDATA[Acceleration (m / s 2 )]]> 0.2 0.45 0.9 1.6 2.5 3.5 4.5 6.64 7.6 7.6 7.6 7.6 7.6

[0076] Table 3-4 The fourth target acceleration table corresponding to the fourth driving power table

[0077] Accelerator pedal opening (%) 10 15 20 25 30 35 40 50 60 70 80 90 100 <![CDATA[Acceleration (m / s 2 )]]> 0.1 0.25 0.5 0.8 1.3 1.75 2.3 3.5 6 7.6 7.6 7.6 7.6

[0078] Constant power zone: The throttle pedal opening is generally selected as 30%. The area determined based on the throttle pedal opening of 30% is the constant power zone, and the vehicle driving power of 100KPH is calculated according to the power balance equation and multiplied by a certain coefficient as the constant power value. For example, the constant power corresponding to the first driving mode = 37kw (vehicle driving power of 100KPH) × 0.958 (coefficient) = 35.5kw; optionally, the corresponding constant power in the second driving mode is 26.8kw; the corresponding constant power in the third driving mode is 35.5kw, and the throttle pedal opening of 25% is selected as the constant power point in the third driving mode.

[0079] Maximum power zone: The method of collecting data in the constant power zone is the same as the above. The accelerator pedal opening in the maximum power zone in the first driving mode and plateau environment is 70%, the accelerator pedal opening in the maximum power zone in the second driving mode is 80%, and the accelerator pedal opening in the maximum power zone in the third driving mode is 60%.

[0080] The area between constant power and maximum power is obtained according to a certain proportional difference. Optionally, the driving power in this area is determined by a linear difference method.

[0081] Area above maximum power: The driving power in this area is equal to the maximum power plus 20.

[0082] From the above description, it can be seen that the application determines the requested driving force based on the gear status, altitude data and driving mode of the vehicle. Optionally, the gear status of the vehicle is divided into two situations. One is that the gear status of the vehicle is that the vehicle is not in the parking gear or neutral gear, that is, the vehicle is in the forward gear or the reverse gear; the second is that the gear status of the vehicle is that the vehicle is in the parking gear or neutral gear. Therefore, optionally, the control process of requesting driving force in the application includes at least the following 3 situations. The first is that the vehicle is not in the parking gear or neutral gear, and the vehicle is in a plain (the altitude data is less than the preset altitude data); the second is that the vehicle is not in the parking gear or neutral gear, and the vehicle is in a plateau (the altitude data is greater than or equal to the preset altitude); the third is that the vehicle is in the parking gear or neutral gear.

[0083] The following is an explanation based on the first case. In an optional embodiment, after step S201, the following steps are included:

[0084] S202: If the gear status is that the vehicle is not in the parking gear or the neutral gear, the altitude data and driving mode of the vehicle are obtained.

[0085] Optionally, the altitude data of the vehicle can be collected through the altitude monitoring module mentioned above, or it can be determined by obtaining the current geographical location information through the Internet; for example, if the vehicle is located in Tibet, China, the altitude data can be directly set to a higher altitude value.

[0086] Optionally, the driving mode can be the three driving modes mentioned above classified according to fuel consumption, namely the first driving mode, the second driving mode and the third driving mode. It can also be classified according to vehicle speed or acceleration response efficiency or a combination thereof as needed.

[0087] S203: If the altitude data is less than the preset altitude, the requested driving force of the vehicle is determined based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information.

[0088] That is to say, when the vehicle is in a plain environment, the driving mode can be directly obtained based on step S201 to determine the corresponding driving force table, and then the requested driving force can be determined from the driving force table according to the current vehicle speed and the current accelerator pedal opening.

[0089] In an optional embodiment, step S203 determines the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information, including: determining the target driving force mapping information according to the driving mode and the driving force mapping information; if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode, then determining the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening and the target driving force mapping information.

[0090] Optionally, the target driving force mapping information is the first driving force table 1-1 mentioned above. Of course, if the target driving force mapping information is the driving force mapping information corresponding to the second driving mode, the third driving mode or the plateau environment, the target driving force mapping information can also be the second driving force table 1-2, the third driving force table 1-3 or the fourth driving force table 1-4 mentioned above.

[0091] In another optional embodiment, Figure 3 As shown, Figure 3 This is another flowchart of a method for determining a driving force that can be optionally requested in the present application. After determining the target driving force mapping information according to the driving mode and the driving force mapping information, the method further includes:

[0092] S301: If the target driving force mapping information is the driving force mapping information corresponding to the second driving mode, the first accelerator pedal correction mapping information is obtained; the first accelerator pedal correction mapping information represents the correspondence between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the second driving mode, and the fuel consumption of the second driving mode is less than that of the first driving mode.

[0093] In this embodiment, the fuel consumption of the second driving mode is less than that of the first driving mode, and the accelerator pedal correction mapping information of the first driving mode is defined as the initial accelerator pedal correction mapping information. When the vehicle is in the second driving mode, the accelerator pedal opening of the first driving mode is used as the basic data for correction, so that the two driving modes can be distinguished by the different accelerator pedal openings at the same vehicle speed to achieve different driving effects. The contents corresponding to the above two accelerator pedal correction mapping information can be as follows: two tables, wherein x: accelerator pedal opening (%); y: vehicle speed (km / h); z: corrected accelerator pedal opening (%):

[0094] Table 4-1 The first accelerator pedal correction table corresponding to the initial accelerator pedal correction mapping information

[0095]

[0096] Table 4-2 First accelerator pedal correction table corresponding to the first accelerator pedal correction mapping information

[0097]

[0098] Optionally, if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode, the requested driving force of the vehicle is determined based on the current vehicle speed, the current accelerator pedal opening and the target driving force mapping information, including: if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode, initial accelerator pedal correction mapping information is obtained; the initial accelerator pedal correction mapping information represents the correspondence between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the first driving mode; the initial corrected accelerator pedal opening is determined according to the current vehicle speed, the current accelerator pedal opening and the initial accelerator pedal correction mapping information; the requested driving force of the vehicle is determined based on the current vehicle speed, the initial corrected accelerator pedal opening and the target driving force mapping information, optionally, when the driving mode is determined to be the first driving mode, the initial corrected accelerator pedal opening can be determined from Table 4-1 according to the current vehicle speed and the current accelerator pedal opening, and then the requested driving force is calculated.

[0099] S302: Determine a first corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the first accelerator pedal correction mapping information.

[0100] Optionally, the first modified rear accelerator pedal opening can be determined from the above Table 4-2 according to the current vehicle speed and the current accelerator pedal opening.

[0101] S303: Determine the requested driving force of the vehicle based on the current vehicle speed, the first corrected accelerator pedal opening and the target driving force mapping information.

[0102] In another optional embodiment, Figure 4 As shown, Figure 4 This is another flowchart of a method for determining a driving force that can be optionally requested in the present application. After determining the target driving force mapping information according to the driving mode and the driving force mapping information, the method further includes:

[0103] S401: If the target driving force mapping information is the driving force mapping information corresponding to the third driving mode, the second accelerator pedal correction mapping information is obtained; the second accelerator pedal correction mapping information represents the correspondence between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the third driving mode, and the fuel consumption of the third driving mode is greater than that of the first driving mode.

[0104] In this embodiment, based on the same reason as above, the second accelerator pedal correction information is corrected based on the data of the accelerator pedal opening of the first driving mode, and the content corresponding to the second accelerator pedal correction mapping information can be expressed as follows:

[0105] Table 4-3 Second accelerator pedal correction table corresponding to the second accelerator pedal correction mapping information

[0106]

[0107]

[0108] S401: Determine a second corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the second accelerator pedal correction mapping information.

[0109] Optionally, the first modified rear accelerator pedal opening can be determined from the above Table 4-3 according to the current vehicle speed and the current accelerator pedal opening.

[0110] S401: Determine the requested driving force of the vehicle based on the current vehicle speed, the second corrected accelerator pedal opening and the target driving force mapping information.

[0111] In an optional embodiment, if the gear status is that the vehicle is not in the parking gear or the neutral gear, after obtaining the altitude data and the driving mode of the vehicle, the method further includes:

[0112] If the altitude data is less than the preset altitude, and the vehicle is in a switching state between any two modes of the first driving mode, the second driving mode and the third driving mode, the requested driving force before switching is determined according to the vehicle speed in the driving mode before switching, the accelerator pedal opening in the driving mode before switching and the driving force mapping information; the requested driving force after switching is determined according to the vehicle speed in the driving mode after switching, the accelerator pedal opening in the driving mode after switching, the driving mode after switching and the driving force mapping information; the requested driving force of the vehicle is determined based on the requested driving force before switching, the requested driving force after switching and the preset difference coefficient. For example, when the vehicle switches from the first driving mode to the second driving mode, the first driving force and the second driving force are determined from Table 1-1 and Table 1-2 by the current vehicle speed and the current accelerator pedal opening, and the requested driving force can be obtained by the formula F=F1×(1-R)+F2×R, where F-requested driving force; F1-first driving force; F2-second driving force; R-difference coefficient.

[0113] Optionally, the range of the preset difference coefficient is 0-1, and the difference coefficient is positively correlated with time. For example, the difference coefficient and time can be in the following relationship: R=kt, k is the coefficient, t is the time, and the unit is second. When k is 0.4, the value of the preset difference coefficient can be 0, 0.4, 0.8, and 1 respectively; of course, according to needs, the relationship between the difference coefficient and time can also be set to R=kt+a, where a is a constant; the above method is adopted so that the value of the preset difference coefficient is continuously increased, so that in the process of switching the vehicle from the first driving mode to the second driving mode, the requested driving force is a gradual change process, thereby improving the stability, comfort and safety of vehicle driving.

[0114] Similarly, if the vehicle is in a switching state of other driving modes, the calculation process of the requested driving force refers to the above-mentioned calculation process of switching from the first driving mode to the second driving mode.

[0115] The above description is based on the first case, that is, when the vehicle is not in the parking gear or the neutral gear, and the vehicle is in a plain environment, the method for determining the requested driving force of the vehicle; the following description will be based on the second case. In another optional embodiment, if Figure 5 As shown, Figure 5 This is a flowchart of another optional method for determining the driving force requested in this application. After step S202, it also includes:

[0116] S501: If the altitude data is greater than or equal to the preset altitude and the vehicle is driven by the engine, the current engine speed and the engine initial torque upper limit mapping information of the vehicle are obtained. The engine initial torque upper limit mapping information represents the correspondence between the speed coefficient, the preset engine speed and the engine initial torque upper limit value.

[0117] Optionally, in this embodiment, the driving mode of the vehicle includes engine driving and engine and motor co-driving; of course, in an actual environment, the driving mode of the vehicle also includes pure motor driving. When the driving mode of the vehicle is pure motor driving, the requested driving force can be determined from Tables 1-4 above based on the current vehicle speed and accelerator pedal opening.

[0118] Optionally, the engine initial torque upper limit mapping information may be the following table:

[0119] Table 5 Engine initial torque upper limit table

[0120]

[0121] It should be noted that the speed coefficient can also be 18 or 19 as needed, and the upper limit value of the initial engine torque is the maximum torque corresponding to the preset engine speed when the vehicle is on a plain.

[0122] S502: Determine a current speed coefficient and a current preset engine speed according to the current engine speed and the mapping information of the engine initial torque upper limit.

[0123] Optionally, the preset engine speed closest to the current engine speed can be determined from Table 5 according to the current engine speed, and determined as the current preset engine speed. The speed coefficient corresponding to the current preset engine speed is the current speed coefficient. For example, if the current engine speed is 1200 rpm, the current preset engine speed is determined to be 1250 rpm, and the current speed coefficient is 2.

[0124] S503: If the vehicle meets the preset conditions, the current engine initial torque upper limit value is determined according to the current engine speed and the engine initial torque upper limit mapping information.

[0125] In an optional embodiment, before step S503, it also includes: obtaining the actual engine torque and the upper limit value of the actual engine torque; the preset conditions include: the average change rate of the engine speed is less than 700 rpm; the actual engine torque is greater than 10 Nm; the upper limit value of the actual engine torque is greater than 0; the difference between the current preset engine speed and the current engine speed is less than 50 rpm, so that the final corresponding upper limit value of the initial engine torque does not deviate much from the actual value; the current speed coefficient is determined based on the historical speed coefficient.

[0126] Optionally, the historical speed coefficient may be a speed coefficient in a previous cycle, or may be determined by taking an average of speed coefficients within the closest preset number of cycles or other mathematical methods.

[0127] It should be noted that the above preset conditions are set to ensure that the engine speed fluctuation during the current driving process of the vehicle is not large and the driving is relatively smooth. Therefore, according to the conditions of different models, the above preset conditions can be other parameters and limits.

[0128] S504: Obtaining a plateau torque upper limit value corresponding to the current engine speed.

[0129] In this embodiment, the plateau torque upper limit value may be obtained by collecting data from the engine through a torque collection device, or may be preset or obtained based on historical data.

[0130] S505: Determine a torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, and the torque deviation value is positively correlated with time.

[0131] Optionally, the torque deviation value is equal to the plateau torque upper limit value corresponding to the current engine speed minus the current engine initial torque upper limit value. If the difference between the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed determines that the torque deviation value is negative, then the absolute value of the difference between the two is taken as the torque deviation value. Optionally, in order to better illustrate the relationship between the torque deviation value and time, the torque deviation value is set to r, and the value range of r is 0-r, r=kt, k is the coefficient, t is the time, and the unit is second.

[0132] S506: Determine a current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value.

[0133] S507: Determine an attenuation coefficient according to the current plateau torque upper limit value and the current initial torque upper limit value.

[0134] Optionally, the ratio of the current plateau torque upper limit value to the current initial torque upper limit value may be used as the attenuation coefficient. Since the torque deviation value is positively correlated with time, the attenuation coefficient is also positively correlated with time.

[0135] S508: Determine the requested driving force of the vehicle according to the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0136] In an optional embodiment, step S508 includes:

[0137] The plain driving force in the current driving mode is determined according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; the plateau driving force is determined according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; the requested driving force is obtained according to the plain driving force in the current driving mode, the plateau driving force and the attenuation coefficient.

[0138] Optionally, the driving force can be determined from Table 1-1, Table 1-2 or Table 1-3 according to the current vehicle speed and the current accelerator pedal opening, and this driving force is the plain driving force. The driving force can be determined from Table 1-4 according to the current vehicle speed and the current accelerator pedal opening, and this driving force is the plateau driving force.

[0139] Optionally, the plain driving force, plateau driving force and attenuation coefficient to determine the requested driving force can be calculated by the formula F=Fg×(1-m)+Fn×m; wherein, F-requested driving force; Fg-plateau driving force; Fn-plain driving force; m-attenuation coefficient.

[0140] In an optional embodiment, after step S502, the method further includes: if the vehicle does not meet the preset condition, determining the requested driving force according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information.

[0141] That is to say, when the vehicle does not meet the above preset conditions, the requested driving force is determined from Table 1-4 based on the current vehicle speed and the current accelerator pedal opening. Of course, as needed, even if the altitude data is greater than or equal to the preset altitude, the requested driving force can be directly obtained based on this method.

[0142] It should be noted that steps S501-S508 are obtained by the vehicle's autonomous judgment and calculation based on step S201. Obtaining the requested driving force through the above method can avoid the problem of too long pedal idle travel when the throttle is large due to the attenuation of engine torque capacity at high altitudes.

[0143] The above is a description based on the second case, that is, a method for determining the requested driving force of a vehicle when the vehicle is not in the parking gear or the neutral gear and the vehicle is in a plateau environment. The following description will be based on the third case.

[0144] In another optional embodiment, Figure 6 As shown, Figure 6 This is a flowchart of another optional method for determining the driving force requested in this application. After step S201, it also includes:

[0145] S601: If the gear status is that the vehicle is in the parking gear or the neutral gear, obtain the driving mode of the vehicle and the driving mode, where the driving mode includes a forward mode and a reverse mode.

[0146] S602: Determine the creep driving force according to the driving mode of the vehicle and the current vehicle speed.

[0147] Optionally, step S602 includes: obtaining creep driving force mapping information, the creep driving force mapping information representing the corresponding relationship between vehicle speed and creep driving force; and determining the creep driving force based on the current vehicle speed, the driving mode of the vehicle and the creep driving force mapping information.

[0148] Optionally, since the driving state of the vehicle is different in different driving modes, the creeping driving force mapping information may include first creeping driving force mapping information and second creeping driving force mapping information, the first creeping driving force mapping information is creeping driving force mapping information in the forward mode, and the second creeping driving force mapping information is creeping driving force mapping information in the reverse mode. Optionally, the contents corresponding to the above two creeping driving force mapping information may be expressed as follows:

[0149] Table 6-1 First creep driving force table corresponding to the first creep driving force mapping information

[0150] Vehicle speed (km / h) 0 1.2 3.2 3.8 4.5 5.6 6.2 Creep driving force(N) 1500 1500 1190 1013 788 274 0

[0151] Table 6-2 First creep driving force table corresponding to the first creep driving force mapping information

[0152] Vehicle speed (km / h) 0 1.2 2 2.5 3 3.5 4 Creep driving force(N) 1500 1500 1300 1100 792 471 0

[0153] Optionally, when the vehicle is in forward mode, the creeping driving force can be determined from Table 6-1 based on the current vehicle speed and the current accelerator pedal opening; when the vehicle is in reverse mode, the creeping driving force can be determined from Table 6-2 based on the current vehicle speed and the current accelerator pedal opening.

[0154] S603: Determine a compensation coefficient according to the creep driving force.

[0155] Optionally, in order to make the vehicle start smoothly and have continuous power during the process of starting with the accelerator or gliding to creeping with the accelerator released, the creeping driving force has a greater weight when it is smaller, and as the creeping driving force gradually increases, the corresponding weight gradually decreases to set a compensation coefficient. Optionally, the corresponding relationship between the creeping driving force and the compensation coefficient can be shown in the following table:

[0156] Table 7 Correspondence between creep driving force and compensation coefficient

[0157] Creep driving force(N) 0 1000 2000 3000 Compensation coefficient 1 0.5 0 0

[0158] S604: Determine an initial requested driving force based on the driving mode, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information.

[0159] In an optional embodiment, step S604 includes:

[0160] A target requested driving force is determined based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information; a sliding force lower limit value is determined based on the driving mode and the current vehicle speed; if the target requested driving force is less than the sliding force lower limit value, the sliding force lower limit value is determined as the initial requested driving force.

[0161] Optionally, the target requested driving force may be first determined based on the driving mode and the driving force mapping information to determine the content of the driving force mapping information. For example, if the driving mode is the first driving mode, the driving force mapping information may be determined to be the first driving force mapping information, and then the target requested driving force may be determined from Table 1-1 based on the current vehicle speed and the current accelerator pedal opening.

[0162] Optionally, in order to make the final requested driving force more accurate, its boundary conditions need to be considered, and the sliding force lower limit value can be determined based on the driving mode and the current vehicle speed, so that if the target driving force is less than the sliding force lower limit value, the sliding force lower limit value is directly determined as the initial requested driving force; Optionally, it can be seen from the above content that the driving mode can include 3 driving modes, namely the first driving mode, the second driving mode and the third driving mode, and the mapping relationship between the sliding force lower limit value and the vehicle speed under different driving modes can be shown in the following table:

[0163] Table 7-1 The first sliding force lower limit value table in the first driving mode

[0164] Vehicle speed (km / h) 1 7 13 25 38 50 63 76 240 Sliding force lower limit (N) 0 -200 -270 -400 -400 -350 -300 -300 -300

[0165] Table 7-2 The lower limit of the second sliding force in the second driving mode

[0166] Vehicle speed (km / h) 1 7 13 25 38 50 63 76 240 Sliding force lower limit (N) 0 -260 -351 -520 -520 -455 -390 -390 -390

[0167] Table 7-3 The third sliding force lower limit value table in the third driving mode

[0168] Vehicle speed (km / h) 1 7 13 25 38 50 63 76 240 Sliding force lower limit (N) 0 -180 -243 -360 -360 -315 -270 -270 -270

[0169] Optionally, when the driving mode is the first driving mode, the sliding force lower limit value can be determined from Table 7-1 based on the current vehicle speed, and the sliding force lower limit value can be compared with the above-mentioned target requested driving force to determine the initial requested driving force.

[0170] In an optional embodiment, after determining the lower limit of the sliding force according to the driving mode and the current vehicle speed, the method further includes:

[0171] If the target requested driving force is greater than the lower limit of the sliding force, the driving wheel mode of the vehicle is obtained, and the driving wheel mode includes motor drive and motor engine joint drive; the driving force upper limit is determined according to the driving wheel mode; if the target requested driving force is greater than or equal to the driving force upper limit, the driving force upper limit is determined as the initial requested driving force, so that the determined initial requested driving force is more accurate.

[0172] Optionally, when the wheels are driven by a motor, the upper limit of the driving force refers to the maximum wheel-end force that the motor can provide; when the wheels are driven by a motor and an engine together, the upper limit of the driving force refers to the maximum wheel-end force that the motor can provide plus the maximum wheel-end force that the engine can provide.

[0173] In an optional embodiment, after determining the upper limit value of the driving force according to the driving wheel mode of the vehicle, the method further includes:

[0174] If the target requested driving force is less than the driving force upper limit value, the target requested driving force is determined as the initial requested driving force.

[0175] S605: Determine the requested driving force according to the initial requested driving force, the creeping driving force and the compensation coefficient.

[0176] Optionally, the initial requested driving force, the creeping driving force and the compensation coefficient determine that the requested driving force can be calculated by the formula F=Fp×h+Fo, wherein F is requested driving force; Fp is creeping driving force; Fo is initial requested driving force; and h is compensation coefficient.

[0177] Optionally, when the vehicle's gear status is that the vehicle is in neutral or parking gear, the current engine speed, current throttle pedal opening and torque mapping information can be obtained, and the torque mapping information characterizes the correspondence between the engine speed, throttle pedal opening and torque, and then based on the current engine speed and the current throttle pedal opening, the current torque can be determined from the above-mentioned torque mapping information, and then the engine speed can be controlled based on the current torque.

[0178] To sum up, in an optional embodiment, the above-mentioned control unit can first obtain the gear status of the vehicle, thereby avoiding the problem of too long pedal idle travel when the accelerator is greatly accelerated due to the attenuation of the engine torque capacity. When the gear status of the vehicle is not in the parking gear or neutral gear, in order to avoid the problem of too long pedal idle travel when the accelerator is greatly accelerated due to the attenuation of the engine torque capacity at high altitudes, the control unit also needs to obtain the vehicle's altitude data. When the altitude data is less than the preset altitude, that is, the vehicle is located on a plain, in order to improve the driving experience, the control unit also needs to obtain the vehicle's driving mode, and determine the target driving force mapping information based on the driving mode, so that the control unit can subsequently determine the requested driving force from the above-mentioned target driving force mapping information based on the vehicle's current speed and the current accelerator pedal opening.

[0179] In another aspect, the present application also discloses a control device for requesting driving force, such as Figure 7 As shown, Figure 7 This is a schematic diagram of the structure of another optional control device for requesting driving force in this application. It includes:

[0180] The first acquisition module 701 is used to acquire the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening and driving force mapping information, where the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force;

[0181] A second acquisition module 702 is used to acquire the altitude data and driving mode of the vehicle if the gear status is that the vehicle is not in the parking gear or the neutral gear;

[0182] The determination module 703 is configured to determine the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information if the altitude data is less than a preset altitude.

[0183] In an optional embodiment, the device comprises:

[0184] The determination mode is also used to determine the target driving force mapping information according to the driving mode and the driving force mapping information; if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode, the requested driving force of the vehicle is determined based on the current vehicle speed, the current accelerator pedal opening and the target driving force mapping information.

[0185] In an optional embodiment, the device comprises:

[0186] The first acquisition module is further used to acquire first accelerator pedal correction mapping information if the target driving force mapping information is driving force mapping information corresponding to the second driving mode; the first accelerator pedal correction mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the second driving mode, and the fuel consumption of the second driving mode is less than the fuel consumption of the first driving mode;

[0187] The determination module is also used to determine a first corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the first accelerator pedal correction mapping information; and determine the requested driving force of the vehicle based on the current vehicle speed, the first corrected accelerator pedal opening and the target driving force mapping information.

[0188] In an optional embodiment, the device comprises:

[0189] The first acquisition module is further used to acquire second accelerator pedal correction mapping information if the target driving force mapping information is driving force mapping information corresponding to the third driving mode; the second accelerator pedal correction mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the third driving mode, and the fuel consumption of the third driving mode is greater than the fuel consumption of the first driving mode;

[0190] The determination module is also used to determine the second corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the second accelerator pedal correction mapping information; and determine the requested driving force of the vehicle based on the current vehicle speed, the second corrected accelerator pedal opening and the target driving force mapping information.

[0191] In an optional embodiment, the device comprises:

[0192] The determination module is also used to determine the requested driving force before switching according to the vehicle speed in the driving mode before switching, the accelerator pedal opening in the driving mode before switching, and the driving force mapping information if the altitude data is less than a preset altitude and the vehicle is in a switching state between any two modes of the first driving mode, the second driving mode, and the third driving mode; determine the requested driving force after switching according to the vehicle speed in the driving mode after switching, the accelerator pedal opening in the driving mode after switching, the driving mode after switching, and the driving force mapping information; and determine the requested driving force of the vehicle based on the requested driving force before switching, the requested driving force after switching, and a preset difference coefficient.

[0193] In an optional embodiment, the preset difference coefficient ranges from 0 to 1, and the difference coefficient is positively correlated with time.

[0194] In an optional embodiment, the device comprises:

[0195] The first acquisition module is further configured to acquire current engine speed and engine initial torque upper limit mapping information of the vehicle if the altitude data is greater than or equal to the preset altitude and the vehicle is driven by the engine, wherein the engine initial torque upper limit mapping information represents a corresponding relationship between a speed coefficient, a preset engine speed and an engine initial torque upper limit value;

[0196] The determination module is also used to determine the current speed coefficient and the current preset engine speed according to the current engine speed and the mapping information of the initial torque upper limit of the engine;

[0197] The second acquisition module is also used to determine the current engine initial torque upper limit value according to the current engine speed and the mapping information of the engine initial torque upper limit if the vehicle meets the preset conditions; and obtain the plateau torque upper limit value corresponding to the current engine speed;

[0198] The judgment module is also used for obtaining the current engine speed and the engine initial torque upper limit mapping information of the vehicle if the altitude data is greater than or equal to the preset altitude and the driving mode of the vehicle is engine driven, wherein the engine initial torque upper limit mapping information represents the corresponding relationship between the speed coefficient, the preset engine speed and the engine initial torque upper limit value; determining the current speed coefficient and the current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information; and determining the current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information if the vehicle meets the preset conditions;

[0199] The third acquisition module is also used to obtain the plateau torque upper limit value corresponding to the current engine speed; determine the torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, wherein the torque deviation value is positively correlated with time; determine the current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value; determine the attenuation coefficient according to the current plateau torque upper limit value and the current initial torque upper limit value; determine the requested driving force of the vehicle according to the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information;

[0200] The determination module is also used to determine a torque deviation value based on the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, and the torque deviation value is positively correlated with time; determine the current plateau torque upper limit value based on the torque deviation value and the current initial torque upper limit value; determine an attenuation coefficient based on the current plateau torque upper limit value and the current initial torque upper limit value; and determine the requested driving force of the vehicle based on the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0201] In an optional embodiment, the device comprises:

[0202] The second acquisition module is also used to obtain the actual engine torque and the upper limit value of the actual engine torque;

[0203] The preconditions include:

[0204] The average rate of change of engine speed is less than 700 rpm;

[0205] The actual torque of the engine is greater than 10 Nm;

[0206] The actual upper limit value of the engine torque is greater than 0;

[0207] The difference between the current preset engine speed and the current engine speed is less than 50 rpm;

[0208] The current speed coefficient is determined based on the historical speed coefficients.

[0209] In an optional embodiment, the device comprises:

[0210] The determination module is also used to determine the plain driving force in the current driving mode according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; determine the plateau driving force according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; and obtain the requested driving force according to the plain driving force in the current driving mode, the plateau driving force and the attenuation coefficient.

[0211] In an optional embodiment, the device comprises:

[0212] The determination module is further configured to determine the requested driving force according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information if the vehicle does not meet the preset condition.

[0213] In an optional embodiment, the device comprises:

[0214] The second acquisition module is further used for acquiring the driving mode of the vehicle and the driving mode if the gear status is that the vehicle is in the parking gear or the neutral gear, and the driving mode includes a forward mode and a reverse mode;

[0215] The determination module is also used to determine the creeping driving force according to the driving mode of the vehicle and the current vehicle speed; determine the compensation coefficient according to the creeping driving force; determine the initial requested driving force based on the driving mode, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; determine the requested driving force according to the initial requested driving force, the creeping driving force and the compensation coefficient.

[0216] In an optional embodiment, the device comprises:

[0217] The determination module is also used to determine the target requested driving force based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information; determine the lower limit value of the sliding force based on the driving mode and the current vehicle speed; if the target requested driving force is less than the lower limit value of the sliding force, determine the lower limit value of the sliding force as the initial requested driving force.

[0218] In an optional embodiment, the device comprises:

[0219] The second acquisition module is further used for acquiring a driving wheel mode of the vehicle if the target requested driving force is greater than the sliding force lower limit value, the driving wheel mode including motor driving and motor engine co-driving;

[0220] The determination module is further used to determine an upper limit value of the driving force according to the driving wheel mode; if the target requested driving force is greater than or equal to the upper limit value of the driving force, the upper limit value of the driving force is determined as the initial requested driving force.

[0221] In an optional embodiment, the device comprises:

[0222] The determination module is further configured to determine the target requested driving force as the initial requested driving force if the target requested driving force is less than the driving force upper limit value.

[0223] The method embodiments provided in the embodiments of the present application can be executed in a computer terminal, a server or a similar computing device. Taking running on a server as an example, Figure 8 The hardware structure block diagram of a server of a method for determining a requested driving force of a hybrid vehicle provided in an embodiment of the present application is shown in FIG. Figure 8As shown, the server 800 may have relatively large differences due to different configurations or performances, and may include one or more central processing units (CPU) 810 (the processor 810 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA), a memory 830 for storing data, and one or more storage media 820 (such as one or more mass storage devices) for storing application programs 823 or data 822. Among them, the memory 830 and the storage medium 820 can be short-term storage or permanent storage. The program stored in the storage medium 820 may include one or more modules, each of which may include a series of instruction operations on the server. Furthermore, the central processing unit 810 can be configured to communicate with the storage medium 820 and execute a series of instruction operations in the storage medium 820 on the server 800. The server 800 may also include one or more power supplies 860, one or more wired or wireless network interfaces 850, one or more input and output interfaces 840, and / or one or more operating systems 821, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, etc.

[0224] The input / output interface 840 may be used to receive or send data via a network. The specific example of the network may include a wireless network provided by a communication provider of the server 800. In one example, the input / output interface 840 includes a network adapter (Network Interface Controller, NIC), which may be connected to other network devices via a base station so as to communicate with the Internet. In one example, the input / output interface 840 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0225] It can be understood by those skilled in the art that Figure 8 The structure shown is only for illustration and does not limit the structure of the above electronic device. Figure 8 More or fewer components as shown, or with Figure 8 Different configurations are shown.

[0226] An embodiment of the present application also provides an electronic device, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the method for determining the requested driving force as described above.

[0227] An embodiment of the present application also provides a storage medium, which can be set in a server to store at least one instruction, at least one program, code set or instruction set related to a data transmission method in an implementation method embodiment, and the at least one instruction, the at least one program, the code set or instruction set is loaded and executed by the processor to implement the above-mentioned method for determining the request driving force.

[0228] Optionally, in this embodiment, the storage medium may be located in at least one of the multiple network servers of the computer network. Optionally, in this embodiment, the storage medium may include, but is not limited to, various media that can store program codes, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk, or an optical disk.

[0229] It should be noted that the above-mentioned sequence of the embodiments of the present application is for description only and does not represent the advantages and disadvantages of the embodiments. The above-mentioned specific embodiments of this specification are described. Other embodiments are within the scope of the attached claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0230] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0231] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0232] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A method for determining a required driving force of a hybrid vehicle, characterized in that: The following steps are involved: Acquiring the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening, and driving force mapping information, wherein the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening, and the driving force; If the gear status is that the vehicle is not in the parking gear or the neutral gear, acquiring the altitude data and the driving mode of the vehicle; If the altitude data is greater than or equal to the preset altitude, and the driving mode of the vehicle is engine driven, then obtaining the current engine speed and engine initial torque upper limit mapping information of the vehicle, wherein the engine initial torque upper limit mapping information represents the corresponding relationship between the speed coefficient, the preset engine speed and the engine initial torque upper limit value; Determining a current speed coefficient and a current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information; If the vehicle meets the preset condition, determining the current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information; Get the plateau torque upper limit value corresponding to the current engine speed; Determine a torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, wherein the torque deviation value is positively correlated with time; Determining a current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value; Determining an attenuation coefficient according to the current plateau torque upper limit value and the current initial torque upper limit value; The requested driving force of the vehicle is determined according to the damping coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

2. The determination method according to claim 1, characterized in that: The determination method further includes: if the altitude data is less than a preset altitude, determining a requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening, the driving mode, and the driving force mapping information.

3. The determination method according to claim 2, characterized in that: The determining the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information includes: determining target driving force mapping information according to the driving mode and the driving force mapping information; If the target driving force mapping information is driving force mapping information corresponding to the first driving mode, the requested driving force of the vehicle is determined based on the current vehicle speed, the current accelerator pedal opening and the target driving force mapping information.

4. The determination method according to claim 3, characterized in that: After the target driving force mapping information is determined according to the driving mode and the driving force mapping information, the method further includes: If the target driving force mapping information is driving force mapping information corresponding to the second driving mode, obtaining first accelerator pedal correction mapping information; the first accelerator pedal correction mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the second driving mode, and the fuel consumption of the second driving mode is less than the fuel consumption of the first driving mode; determining a first corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the first accelerator pedal correction mapping information; determining a requested driving force of the vehicle based on the current vehicle speed, the first corrected accelerator pedal opening, and the target driving force mapping information; If the target driving force mapping information is driving force mapping information corresponding to the third driving mode, obtaining second accelerator pedal correction mapping information; the second accelerator pedal correction mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the third driving mode, and the fuel consumption of the third driving mode is greater than the fuel consumption of the first driving mode; determining a second corrected accelerator pedal opening according to the current vehicle speed, the current accelerator pedal opening and the second accelerator pedal correction mapping information; A requested driving force of the vehicle is determined based on the current vehicle speed, the second corrected accelerator pedal opening, and the target driving force map information.

5. The determination method according to claim 4, characterized in that: If the gear status is that the vehicle is not in the parking gear or the neutral gear, after obtaining the altitude data and the driving mode of the vehicle, the method further includes: if the altitude data is less than a preset altitude and the vehicle is in a switching state between any two of the first driving mode, the second driving mode and the third driving mode, determining a requested driving force before switching according to a vehicle speed in the driving mode before switching, an accelerator pedal opening in the driving mode before switching and the driving force mapping information; determining a requested driving force after switching according to the vehicle speed in the switched driving mode, the accelerator pedal opening in the switched driving mode, the switched driving mode and the driving force mapping information; A requested driving force of the vehicle is determined based on the requested driving force before switching, the requested driving force after switching, and a preset difference coefficient.

6. The determination method according to claim 5, characterized in that: The preset difference coefficient ranges from 0 to 1, and the difference coefficient is positively correlated with time.

7. The determination method according to claim 1, characterized in that: If the vehicle meets the preset condition, before determining the current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information, the method further includes: Obtaining the actual engine torque and the upper limit value of the actual engine torque; The preset conditions include: The average rate of change of engine speed is less than 700 rpm; The actual torque of the engine is greater than 10 Nm; The actual engine torque upper limit value is greater than 0; The difference between the current preset engine speed and the current engine speed is less than 50 rpm; The current speed coefficient is determined according to the historical speed coefficient.

8. The determination method according to claim 7, characterized in that: The step of determining the requested driving force of the vehicle according to the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information includes: Determine the plain driving force in the current driving mode according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; Determine the plateau driving force according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; The requested driving force is obtained according to the plain driving force, the plateau driving force and the attenuation coefficient in the current driving mode.

9. The determination method according to claim 1, characterized in that: After determining the current speed coefficient and the current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information, the method further includes: If the vehicle does not meet the preset condition, the requested driving force is determined according to the current vehicle speed, the current accelerator pedal opening and the driving force mapping information.

10. The determination method according to claim 1, characterized in that: After obtaining the gear status, current vehicle speed, current accelerator pedal opening and driving force mapping information of the vehicle, the method further includes: If the gear status is that the vehicle is in the parking gear or the neutral gear, obtaining the driving mode of the vehicle and the driving mode, wherein the driving mode includes a forward mode and a reverse mode; Determining a creep driving force according to the driving mode of the vehicle and the current vehicle speed; determining a compensation coefficient according to the creep driving force; determining an initial requested driving force based on the driving mode, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information; The requested driving force is determined based on the initial requested driving force, the creep driving force, and the compensation coefficient.

11. The determination method according to claim 10, characterized in that: The determining of the initial requested driving force based on the driving mode, the driving mode, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information includes: determining a target requested driving force according to the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information; Determining a lower limit value of the sliding force according to the driving mode and the current vehicle speed; If the target requested driving force is less than the coasting force lower limit value, the coasting force lower limit value is determined as the initial requested driving force.

12. The determination method according to claim 11, characterized in that: After determining the lower limit of the sliding force according to the driving mode and the current vehicle speed, the method further includes: If the target requested driving force is greater than the sliding force lower limit value, a driving wheel mode of the vehicle is obtained, wherein the driving wheel mode includes motor driving and motor-engine co-driving; Determining an upper limit value of driving force according to the wheel driving mode; If the target requested driving force is greater than or equal to the driving force upper limit value, the driving force upper limit value is determined as the initial requested driving force.

13. The determination method according to claim 12, characterized in that: After determining the upper limit value of the driving force according to the driving wheel mode of the vehicle, the method further includes: If the target requested driving force is smaller than the driving force upper limit value, the target requested driving force is determined as the initial requested driving force.

14. A control device for requesting driving force, characterized in that: include: A first acquisition module is used to acquire the gear status of the vehicle, the current vehicle speed, the current accelerator pedal opening and driving force mapping information, wherein the driving force mapping information represents the corresponding relationship between the vehicle speed, the accelerator pedal opening and the driving force; a second acquisition module, configured to acquire the altitude data and driving mode of the vehicle if the gear status is that the vehicle is not in the parking gear or the neutral gear; a judgment module, configured to obtain mapping information of a current engine speed and an upper limit of an initial engine torque of the vehicle if the altitude data is greater than or equal to the preset altitude and the driving mode of the vehicle is engine driving, wherein the mapping information of the upper limit of the initial engine torque represents a corresponding relationship between a speed coefficient, a preset engine speed and an upper limit of an initial engine torque; Determining a current speed coefficient and a current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information; If the vehicle meets the preset condition, determining the current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information; The third acquisition module is used to obtain the plateau torque upper limit value corresponding to the current engine speed; Determine a torque deviation value according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, wherein the torque deviation value is positively correlated with time; Determining a current plateau torque upper limit value according to the torque deviation value and the current initial torque upper limit value; An attenuation coefficient is determined according to the current plateau torque upper limit value and the current initial torque upper limit value; and a requested driving force of the vehicle is determined according to the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

15. A device, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the method for determining the requested driving force as described in any one of claims 1 to 13.

16. A computer storage medium, characterized in that: The computer storage medium stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the method for determining the requested driving force according to any one of claims 1-13.

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