Method and apparatus for determining requested driving force of hybrid vehicle

Abstract

The application discloses a method and device for determining requested driving force of a hybrid vehicle. The method comprises the following steps: obtaining gear status, current vehicle speed, current accelerator pedal opening and driving force mapping information of the vehicle, wherein the driving force mapping information represents the corresponding relationship among vehicle speed, accelerator pedal opening and driving force; if the gear status is that the vehicle is not in the parking gear or the neutral gear, obtaining altitude data and driving mode of the vehicle. The method can obtain the requested driving force by using different methods based on different driving modes, altitude data and gear status, and the application can directly convert the current vehicle speed and the current accelerator pedal opening into the demand for the vehicle traction force.

Description

[0001] This application is a divisional application of application No. 202180004583.3, titled "Method and device for determining requested driving force of hybrid vehicle", filed on May 20, 2021. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a method and device for determining the requested driving force of a hybrid vehicle. BACKGROUND

[0003] At present, the battery technology of the pure electric vehicle technology system is complex and the cost is high, so the hybrid power system is widely promoted. The research in this paper is a dual-motor hybrid system, as shown in the figure. The dual-motor hybrid system has three modes, namely pure electric mode, series mode and parallel mode; in series mode, P2 drives the wheels, and in series mode, the clutch C0 of the automatic transmission is not combined, the engine charges the battery through P1, and P2 drives the wheels; in parallel mode, the C0 clutch is combined, and the engine directly drives the wheels. Figure 1

[0004] For a hybrid vehicle, the vehicle is usually equipped with a high-power motor that can independently drive the vehicle to run, so there is a condition that the engine stops when the vehicle speed is brought, and only the motor provides driving force, which leads to invalid transmission ratio from the engine to the wheel end. 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 based on the accelerator pedal opening degree and the engine speed, and then the engine crankshaft torque request is converted into the whole vehicle traction force request, but this demand torque value based on the accelerator pedal opening degree and the engine speed is not suitable for hybrid vehicles. SUMMARY

[0005] The present application solves the technical problem that the prior art cannot effectively request the driving force of a hybrid vehicle.

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

[0007] Obtain the gear position, current vehicle speed, current throttle pedal opening degree and driving force mapping information of the vehicle, wherein the driving force mapping information represents the corresponding relationship between vehicle speed, throttle pedal opening degree and driving force;

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

[0009] ​If the altitude data is greater than or equal to a preset altitude, and the driving mode of the vehicle is engine driving, the current engine speed of the vehicle and engine initial torque upper limit mapping information are acquired, the engine initial torque upper limit mapping information representing a corresponding relationship among a speed coefficient, a preset engine speed and an engine initial torque upper limit value;

[0010] A current speed coefficient and a current preset engine speed are determined according to the current engine speed and the engine initial torque upper limit mapping information.

[0011] If the vehicle meets a preset condition, a current engine initial torque upper limit value is determined according to the current engine speed and the engine initial torque upper limit mapping information.

[0012] A plateau torque upper limit value corresponding to the current engine speed is acquired.

[0013] A torque deviation value is determined according to the current engine initial torque upper limit value and the plateau torque upper limit value corresponding to the current engine speed, the torque deviation value being positively correlated with time.

[0014] A current plateau torque upper limit value is determined according to the torque deviation value and the current engine initial torque upper limit value.

[0015] A decay coefficient is determined according to the current plateau torque upper limit value and the current engine initial torque upper limit value.

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

[0017] The application also discloses, in another aspect, a requested driving force control device, which comprises:

[0018] A first acquisition module is configured to acquire the gear condition, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information of the vehicle, the driving force mapping information representing a corresponding relationship among the vehicle speed, the accelerator pedal opening and the driving force.

[0019] A second acquisition module is configured to acquire the altitude data and the driving mode of the vehicle if the gear condition is that the vehicle is not in the parking gear or the neutral gear.

[0020] determining a current engine speed coefficient and a current preset engine speed according to the current engine speed and the engine initial torque upper limit mapping information; 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 satisfies a preset condition;

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

[0022] In another aspect, the present application also discloses a device, which comprises a processor and a memory, and 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 realize the above-mentioned method for determining a requested driving force.

[0023] In another aspect, the present application also discloses a computer storage medium, which stores at least one instruction or at least one program, and the at least one instruction or the at least one program are loaded and executed by a processor to realize the above-mentioned method for determining a requested driving force.

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

[0025] The application discloses a method for determining a requested driving force of a hybrid vehicle, comprising the following steps: acquiring a gear state, a current vehicle speed, a current accelerator pedal opening degree and driving force mapping information of the vehicle, wherein the driving force mapping information represents a corresponding relationship among the vehicle speed, the accelerator pedal opening degree and the driving force; if the gear state is that the vehicle is not in a parking gear or a neutral gear, acquiring altitude data and a driving mode of the vehicle; and if the altitude data is less than a preset altitude, determining the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening degree, the driving mode and the driving force mapping information. In this way, the requested driving force of the vehicle can be obtained by defining a map of the vehicle speed, the accelerator pedal opening degree and the driving force, and in the process, the state of the vehicle is determined by judging the gear state, the altitude mode and the driving mode of the vehicle, and the requested driving force is different according to the state of the vehicle, so as to meet different driving properties of the driver, and the problem that the pedal idle stroke is too long when the accelerator pedal is stepped on with a large force due to the attenuation of the engine torque capacity in a high-altitude or high-temperature environment is avoided while the driving property is improved. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0027] Figure 1 An application scenario diagram provided by the present application;

[0028] Figure 2 A flowchart of an optional method for determining a requested driving force of the present application;

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

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

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

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

[0033] Figure 7 A structural schematic diagram of another optional control device for determining a requested driving force of the present application;

[0034] Figure 8 A hardware structure block diagram of a server of a request driving force determination method 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 clearly and completely described in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0036] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or server including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0037] As Figure 1 shown, Figure 1 An application scenario provided in the present application. The scenario includes a hybrid vehicle 10 and a request driving force control system 20 located therein, the control system 20 includes a speed measuring device 201, a throttle pedal opening monitoring device 202, an altitude monitoring module 203, a driving mode control module 204, a gear shifting device 205 and a control unit 206, the control unit 206 is electrically connected with the speed measuring device 201, the throttle pedal opening monitoring device 202, the altitude monitoring module 203, the driving mode control module 204 and the gear shifting device 205 respectively, the gear shifting device 205 is used to obtain the gear position of the vehicle and send the gear position to the control unit 206, the speed measuring device 201 is used to monitor the vehicle speed and send the current vehicle speed to the control unit 206, the throttle pedal opening monitoring device 202 is used to monitor the throttle pedal opening of the vehicle and send the current throttle 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 location of the vehicle and send the altitude data to the control unit 206, 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 configured to receive the gear state sent by the gear shifting 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 the storage unit thereof, the driving force mapping information representing the corresponding relationship among the vehicle speed, the accelerator pedal opening, and the driving force, and judge the gear state, if the gear state is that the vehicle is not in the parking gear or the neutral gear, the control unit 206 is further configured to receive the altitude data sent by the altitude monitoring module 203 and the driving mode sent by the driving mode control module 204, and judge the altitude data, if the altitude data is less than the preset altitude, 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, so that the requested driving force obtained by the control system 20 of the application has better drivability, since the altitude and the gear state are considered, the problem that the pedal dead stroke is too long when the engine torque capacity decays at high altitude or in a high-temperature environment can be avoided, and the drivability and the accelerator pedal sensitivity of the vehicle are further improved.

[0039] The application provides a method for determining the requested driving force of a hybrid vehicle, as shown in Figure 2 Figure 2 The application provides a flowchart of an optional method for determining the requested driving force; the flowchart comprises the following steps:

[0040] S201: Obtain the gear state, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information of the vehicle, the driving force mapping information representing the corresponding relationship among the vehicle speed, the accelerator pedal opening, and the driving force.

[0041] Optionally, in the embodiment, the gear state comprises that the vehicle is in the parking gear, the neutral gear, the forward gear, and the reverse gear.

[0042] Optionally, in the embodiment, since the driving force corresponding to the vehicle speed and the accelerator pedal opening is different in different driving modes, different driving modes can meet the driving feeling of the driver in different road conditions, optionally, the driving mode can comprise three modes mentioned below, i.e., the first driving mode, the second driving mode, and the third driving mode, wherein, the three driving modes are arranged in the order of the fuel consumption from large to small 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 the situation of needing to climb a slope or overtake, the second driving mode is the fuel-saving mode, and of course, according to the need, the driving mode can also be divided into two or four modes.

[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 force mapping information, which correspond to driving force mapping information in the first driving mode, the second driving mode and the third driving mode respectively.

[0044] Optionally, because the driving feeling of the vehicle is different under different altitudes, in order to avoid the problem that the pedal idle stroke is too long when the throttle is large due to the attenuation of the engine torque capacity in the high altitude environment, the application also proposes the technical solution related below, that is, when the altitude data is greater than the preset altitude data, the vehicle is in the plateau environment, and the driving force mapping information further includes fourth driving force mapping information in the plateau environment.

[0045] Optionally, the content corresponding to the above four driving force mapping information can be represented as the following four tables, wherein x: throttle opening degree (%); 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: Third driving force table corresponding to the second driving force mapping information

[0051]

[0052] Table 1-4: Fourth driving force table corresponding to the fourth driving force mapping information

[0053]

[0054] Optionally, the driving force data in the table 1-1, the table 1-2, the table 1-3 and the table 1-4 can be calculated based on the driving power, and the formula F=P / V can be used for calculation, wherein F-driving force, P-driving power, and V-vehicle speed. Of course, the data in the above four tables can also be directly measured.

[0055] Optionally, the above step S201 includes: obtaining driving power mapping information of the vehicle, the driving power mapping information representing the corresponding relationship among vehicle speed, throttle opening degree and driving force; determining the driving force mapping information according to the driving power mapping information, the driving force mapping information representing the corresponding relationship among vehicle speed, throttle opening degree and driving force; obtaining the gear condition, the current vehicle speed and the current throttle opening degree of the vehicle.

[0056] Optionally, the drive rate mapping information includes first drive power mapping information, second drive power mapping information, third drive power mapping information and fourth drive power mapping information corresponding to the above-mentioned drive power mapping information. The contents corresponding to the above-mentioned four kinds of drive power mapping information are shown in the following four tables, wherein x: accelerator pedal opening degree (%); y: vehicle speed (km / h); f: drive power (N):

[0057] Table 2-1: first drive power table corresponding to the first drive power mapping information

[0058]

[0059] Table 2-2: second drive power table corresponding to the second drive power mapping information

[0060]

[0061] Table 2-3: third drive power table corresponding to the third drive power mapping information

[0062]

[0063] Table 2-4: fourth drive power table corresponding to the fourth drive power mapping information

[0064]

[0065] 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.

[0066] Optionally, the drive power table can be divided into a zero accelerator zone, a starting zone, a constant power zone, a maximum power zone, a zone between the constant power zone and the maximum power zone, and a zone above the maximum power zone, so as to better describe the way of collecting data in the drive power table and embody the beneficial effects of the present application. The zero accelerator zone corresponds to the region where the accelerator pedal opening degree is 0 in the drive power table. When collecting data in this region, the driving conditions of this region need to meet the following requirements: on the one hand, the deceleration feeling should be moderate. Too aggressive deceleration feeling may be beneficial to energy recovery, but it will cause the driver to need to frequently press the accelerator pedal to maintain the vehicle speed, which is not conducive to driving experience. Too weak deceleration feeling will cause the driver to frequently press the brake 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 front rush tendency of the vehicle should be moderate when the vehicle is downshifted from 4th gear to 2nd gear at high speed, so as to ensure good driving experience of the driver.

[0067] Starting area: corresponding to the driving power table in the vehicle speed of 1-20 km / h, the driving power in this area can be obtained according to P=F×V=m×a×V, wherein 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:

[0068] Table 3-1 first target acceleration table corresponding to the first driving power table

[0069]

[0070] Table 3-2 second target acceleration table corresponding to the second driving power table

[0071]

[0072] Table 3-3 third target acceleration table corresponding to the third driving power table

[0073]

[0074] Table 3-4 fourth target acceleration table corresponding to the fourth driving power table

[0075]

[0076] Constant power area: the accelerator pedal opening generally selected is 30%, and the area determined based on the accelerator pedal opening of 30% is the constant power area, and the vehicle driving power of 100KPH is multiplied by a certain coefficient to calculate 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 constant power corresponding to the second driving mode is 26.8kw; the constant power corresponding to the third driving mode is 35.5kw, and the accelerator pedal opening of 25% is selected as the constant power point in the third driving mode.

[0077] Maximum power area: the accelerator pedal opening of the maximum power area in the first driving mode and the plateau environment is 70%, the accelerator pedal opening of the maximum power area in the second driving mode is 80%, and the accelerator pedal opening of the maximum power area in the third driving mode is 60%, which is the same as the way of collecting data of the constant power area.

[0078] Constant power and maximum power area: according to a certain proportional difference, optionally, the driving power in this area is determined by linear difference.

[0079] Above the maximum power area: the driving power in this area is equal to the maximum power plus 20.

[0080] As can be known from the above description, the request driving force is determined according to the gear condition of the vehicle, the altitude data and the driving mode. Optionally, the gear condition of the vehicle is divided into two cases. One is that the gear condition of the vehicle is that the vehicle is not in the parking gear or the neutral gear, that is, the vehicle is in the forward gear or the reverse gear. The other is that the gear condition of the vehicle is that the vehicle is in the parking gear or the neutral gear. Therefore, optionally, the control process of the request driving force of the application includes at least the following three cases. The first case is that the vehicle is not in the parking gear or the neutral gear and the vehicle is in the plain (the altitude data is less than the preset altitude data). The second case is that the vehicle is not in the parking gear or the neutral gear and the vehicle is in the plateau (the altitude data is greater than or equal to the preset altitude). The third case is that the vehicle is in the parking gear or the neutral gear.

[0081] The following is described based on the first case. In an optional embodiment, after step S201, the following steps are included.

[0082] S202: If the gear condition is that the vehicle is not in the parking gear or the neutral gear, the altitude data and the driving mode of the vehicle are obtained.

[0083] Optionally, the altitude data of the vehicle can be collected by the altitude monitoring module mentioned above, or can be determined by acquiring the current geographic location information through networking.

[0084] Optionally, the driving mode can be the three driving modes classified according to fuel consumption mentioned above, that is, the first driving mode, the second driving mode and the third driving mode. According to needs, it can also be classified according to speed or acceleration response efficiency or a combination thereof.

[0085] S203: If the altitude data is less than the preset altitude, the request driving force of the vehicle is determined based on the current speed, the current throttle pedal opening, the driving mode and the driving force mapping information.

[0086] That is, when the vehicle is in the plain environment, the driving mode can be directly obtained based on step S201 to determine the corresponding driving force table, and then the request driving force is determined from the driving force table according to the current speed and the current throttle pedal opening.

[0087] In an optional embodiment, the request driving force of the vehicle is determined based on the current speed, the current throttle pedal opening, the driving mode and the driving force mapping information in step S203, 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, the request driving force of the vehicle is determined based on the current speed, the current throttle pedal opening and the target driving force mapping information.

[0088] Optionally, the target driving force mapping information is the first driving force table 1-1 as described above. Of course, if the target driving force mapping information is the second driving mode, the third driving mode, or the corresponding driving force mapping information in a highland 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 as described above.

[0089] In another optional embodiment, as shown in Figure 3 Figure 3 is a flowchart of another optional method for determining the requested driving force of the present application. After the target driving force mapping information is determined according to the driving mode and the driving force mapping information, the method further includes:

[0090] S301: If the target driving force mapping information is the corresponding driving force mapping information in the second driving mode, obtain the 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 degree, and the corrected accelerator pedal opening degree in the second driving mode, and the fuel consumption of the second driving mode is less than that of the first driving mode.

[0091] In the present 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 degree of the first driving mode is used as the basis data for correction, so that the two driving modes can be distinguished by different accelerator pedal opening degrees at the same vehicle speed to achieve different driving effects. The corresponding contents of the two accelerator pedal correction mapping information can be as follows Table 4-1 and Table 4-2, wherein x: accelerator pedal opening degree (%); y: vehicle speed (km / h); z: corrected accelerator pedal opening degree (%):

[0092] Table 4-1: First accelerator pedal correction table corresponding to initial accelerator pedal correction mapping information

[0093]

[0094] Table 4-2: First accelerator pedal correction table corresponding to first accelerator pedal correction mapping information

[0095]

[0096] ​Optionally, if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode, then 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, then obtaining initial accelerator pedal correction mapping information; the initial accelerator pedal correction mapping information represents the correspondence between the vehicle speed, accelerator pedal opening, and corrected accelerator pedal opening in the first driving mode; determining the initial corrected accelerator pedal opening based on the current vehicle speed, the current accelerator pedal opening, and the initial accelerator pedal correction mapping information; determining the requested driving force of the vehicle 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 based on the current vehicle speed and the current accelerator pedal opening, and then the requested driving force can be calculated.

[0097] S302: Determine the first corrected accelerator pedal opening based on the current vehicle speed, the current accelerator pedal opening, and the first accelerator pedal correction mapping information.

[0098] Optionally, the first corrected accelerator pedal opening can be determined from Table 4-2 above based on the current vehicle speed and the current accelerator pedal opening.

[0099] 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.

[0100] In another alternative embodiment, such as Figure 4 As shown, Figure 4 This is a flowchart of another optional method for determining the driving force requested in this application. After determining the target driving force mapping information based on the driving mode and the driving force mapping information, the method further includes:

[0101] S401: If the target driving force mapping information is the driving force mapping information corresponding to the third driving mode, then obtain the second accelerator pedal correction mapping information; the second accelerator pedal correction mapping information represents the correspondence between the vehicle speed, 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.

[0102] In this embodiment, for the same reasons mentioned above, the second accelerator pedal correction information is corrected based on the accelerator pedal opening data of the first driving mode. The content corresponding to the second accelerator pedal correction mapping information can be represented as follows:

[0103] Table 4-3 Second Accelerator Pedal Correction Table Corresponding to Second Accelerator Pedal Correction Mapping Information

[0104]

[0105] S401: determining a second modified accelerator pedal opening degree according to the current vehicle speed, the current accelerator pedal opening degree and the second accelerator pedal correction mapping information.

[0106] Optionally, the first modified accelerator pedal opening degree can be determined from the above table 4-3 according to the current vehicle speed and the current accelerator pedal opening degree.

[0107] S401: determining the requested driving force of the vehicle based on the current vehicle speed, the second modified accelerator pedal opening degree and the target driving force mapping information.

[0108] In an optional embodiment, if the gear condition 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 comprises:

[0109] If the altitude data is less than the preset altitude, and the vehicle is in a switching state from any two of the first driving mode, the second driving mode and the third driving mode, then determining a requested driving force before switching according to the vehicle speed in the driving mode before switching, the accelerator pedal opening degree 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 driving mode after switching, the accelerator pedal opening degree in the driving mode after switching, the driving mode after switching and the driving force mapping information; determining 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. For example, when the vehicle is switched 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 according to the current vehicle speed and the current accelerator pedal opening degree, and then the requested driving force can be calculated by the formula F=F1×(1-R)+F2×R, wherein F is the requested driving force, F1 is the first driving force, F2 is the second driving force, and R is the difference coefficient.

[0110] Optionally, the preset difference coefficient ranges from 0 to 1, and the difference coefficient is positively correlated with time. For example, the relationship between the difference coefficient and time can be R=kt, k is a coefficient, t is time, and the unit is second. When k is 0.4, the preset difference coefficient can be 0, 0.4, 0.8 and 1 in turn. Of course, the relationship between the difference coefficient and time can also be set as R=kt+a, a is a constant. In this way, the value of the preset difference coefficient is constantly increasing, so that the requested driving force gradually changes during the process of switching the vehicle from the first driving mode to the second driving mode, thereby improving the stability, comfort and safety of vehicle driving.

[0111] Similarly, if the vehicle is in the switching state of other driving modes, the calculation process of the requested driving force refers to the above calculation process of switching from the first driving mode to the second driving mode.

[0112] The above description is based on the first case, i.e., when the vehicle is not in the parking gear or the neutral gear, and the vehicle is in the plain environment, the determination method of the requested driving force of the vehicle; the following will be described based on the second case. In another optional embodiment, as shown in Figure 5 Figure 5 is a flowchart of another optional determination method of the requested driving force of the application. After step S202, it further includes:

[0113] S501: If the altitude data is greater than or equal to the preset altitude, and the driving mode of the vehicle is engine driving, then the current engine speed and engine initial torque upper limit mapping information of the vehicle are obtained, 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.

[0114] Optionally, in the embodiment, the driving mode of the vehicle includes engine driving, engine and motor co-driving; of course, in the 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 based on the current vehicle speed and the accelerator pedal opening degree from the above table 1-4.

[0115] Optionally, the engine initial torque upper limit mapping information can be the following table content:

[0116] Table 5 Engine initial torque upper limit table

[0117]

[0118] It should be noted that the speed coefficient can also be 18 or 19, etc. according to the need, and the engine initial torque upper limit value is the maximum torque corresponding to the preset engine speed when the vehicle is in the plain.

[0119] S502: Determine 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.

[0120] Optionally, the preset engine speed closest to the current engine speed can be determined from table 5, and the current preset engine speed is determined as the current preset engine speed, and the speed coefficient corresponding to the current preset engine speed is the current speed coefficient, for example, if the current engine speed is 1200 revolutions per minute, the determined current preset engine speed is 1250 revolutions per minute, and the current speed coefficient is 2.

[0121] ​S503: If the vehicle meets the preset condition, 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.

[0122] In an optional embodiment, before step S503, the method further comprises: obtaining an engine actual torque and an engine actual torque upper limit value; the preset condition comprises: an average change rate of the engine speed is less than 700 revolutions per minute; the engine actual torque is greater than 10 newton-meters; the engine actual torque upper limit value is greater than 0; a difference between the current preset engine speed and the current engine speed is less than 50 revolutions per minute, so that the deviation between the final engine initial torque upper limit value and the actual value is not large; and the current speed coefficient is determined according to a historical speed coefficient.

[0123] Optionally, the historical speed coefficient can be a speed coefficient in the last period, or a speed coefficient in the nearest preset period number, which is determined by averaging or other mathematical methods.

[0124] It should be noted that the above preset condition is set to ensure that the engine speed fluctuation during the current driving process of the vehicle is not large, and the driving is stable, and therefore, the above preset condition can be other parameters and limits according to different vehicle models.

[0125] S504: Obtain a highland torque upper limit value corresponding to the current engine speed.

[0126] In the embodiment, the highland torque upper limit value can be obtained by collecting the engine by a torque collection device, or can be preset, or obtained based on historical data.

[0127] S505: Determine a torque deviation value according to the current engine initial torque upper limit value and the highland torque upper limit value corresponding to the current engine speed, and the torque deviation value is positively related to time.

[0128] Optionally, the torque deviation value is equal to the highland torque upper limit value corresponding to the current engine speed minus the current engine initial torque upper limit value, and if the difference between the current engine initial torque upper limit value and the highland torque upper limit value corresponding to the current engine speed is negative, the absolute value of the difference 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 as r, the value range of r is 0-r, r=kt, k is a coefficient, and t is time, the unit is second.

[0129] S506: Determine a current highland torque upper limit value according to the torque deviation value and the current engine initial torque upper limit value.

[0130] S507: determining a decay coefficient according to the current plateau torque upper limit value and the current engine initial torque upper limit value.

[0131] Optionally, the ratio of the current plateau torque upper limit value and the current engine initial torque upper limit value can be taken as the decay coefficient. Since the torque deviation value is positively correlated with time, the decay coefficient is also positively correlated with time.

[0132] S508: determining the requested driving force of the vehicle according to the decay coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0133] In an optional embodiment, step S508 comprises:

[0134] determining a 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; determining a plateau driving force according to the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information; and obtaining the requested driving force according to the plain driving force in the current driving mode, the plateau driving force, and the decay coefficient.

[0135] Optionally, the driving force determined from Table 1-1, Table 1-2, or Table 1-3 according to the current vehicle speed and the current accelerator pedal opening is the plain driving force, and the driving force determined from Table 1-4 according to the current vehicle speed and the current accelerator pedal opening is the plateau driving force.

[0136] Optionally, the plain driving force and the plateau driving force, and the decay coefficient determining the requested driving force can be calculated by the formula F=Fg×(1-m)+Fn×m; wherein F is the requested driving force; Fg is the plateau driving force; Fn is the plain driving force; and m is the decay coefficient.

[0137] In an optional embodiment, after step S502, the method further comprises: if the vehicle does not satisfy 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.

[0138] That is, when the vehicle does not satisfy the preset condition, the requested driving force is determined from Table 1-4 according to the current vehicle speed and the current accelerator pedal opening. Of course, according to the needs, 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.

[0139] It should be noted that steps S501-S508 are calculated by the vehicle according to step S201, and the requested driving force obtained by the above method can avoid the problem that the pedal idle stroke is too long when the engine torque capability decays at high altitude.

[0140] The above is the description based on the second case, i.e., the determination method of the requested driving force of the vehicle not in the parking gear or the neutral gear and the vehicle in the plateau environment. The following will be described based on the third case.

[0141] In another optional embodiment, as shown in Figure 6 Figure 6 is a flowchart of another optional determination method of the requested driving force of the present application. After step S201, it further includes:

[0142] S601: If the gear condition is that the vehicle is in the parking gear or the neutral gear, the driving mode of the vehicle and the driving mode are obtained, and the driving mode includes the forward mode and the reverse mode.

[0143] S602: The crawling driving force is determined according to the driving mode of the vehicle and the current vehicle speed.

[0144] Optionally, step S602 includes: obtaining crawling driving force mapping information, the crawling driving force mapping information representing the corresponding relationship between the vehicle speed and the crawling driving force; and determining the crawling driving force based on the current vehicle speed, the driving mode of the vehicle and the crawling driving force mapping information.

[0145] Optionally, since the driving state of the vehicle is different under different driving modes, the crawling driving force mapping information can include first crawling driving force mapping information and second crawling driving force mapping information, the first crawling driving force mapping information being the crawling driving force mapping information under the forward mode, and the second crawling driving force mapping information being the crawling driving force mapping information under the reverse mode. Optionally, the contents corresponding to the above two kinds of crawling driving force mapping information can be represented as follows:

[0146] Table 6-1 First crawling driving force table corresponding to the first crawling driving force mapping information

[0147]

[0148] Table 6-2 First crawling driving force table corresponding to the first crawling driving force mapping information

[0149]

[0150] Optionally, when the vehicle is in the forward mode, the crawling driving force can be determined from Table 6-1 based on the current vehicle speed and the current accelerator pedal opening degree, and when the vehicle is in the reverse mode, the crawling driving force can be determined from Table 6-2 based on the current vehicle speed and the current accelerator pedal opening degree.

[0151] S603: The compensation coefficient is determined according to the crawling driving force.

[0152] ​Optionally, in order to make the vehicle start smoothly and power continuously in the process of starting by the accelerator or coasting to creeping, the compensation coefficient is set according to the case that the weight of the creeping driving force is large when the creeping driving force is small, and the weight gradually decreases as the creeping driving force gradually increases. Optionally, the corresponding relationship between the creeping driving force and the compensation coefficient can be shown in the following table:

[0153] Table 7: Corresponding table of creeping driving force and compensation coefficient

[0154]

[0155] S604: Determine the initial request driving force based on the driving mode, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information.

[0156] In an optional embodiment, step S604 comprises:

[0157] Determine the target request driving force according to the current vehicle speed, the current accelerator pedal opening, the driving mode and the driving force mapping information; determine the coasting force lower limit value according to the driving mode and the current vehicle speed; if the target request driving force is less than the coasting force lower limit value, determine the coasting force lower limit value as the initial request driving force.

[0158] Optionally, the target request driving force can be determined according to the driving mode and the driving force mapping information first, for example, if the driving mode is the first driving mode, the driving force mapping information can be determined as the first driving force mapping information, and then the target request driving force is determined based on the current vehicle speed and the current accelerator pedal opening from Table 1-1.

[0159] Optionally, in order to make the final request driving force more accurate, the boundary condition needs to be considered, and the coasting 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 coasting force lower limit value, the coasting force lower limit value is directly determined as the initial request driving force. Optionally, as known from the above content, the driving mode can include three driving modes, i.e. the first driving mode, the second driving mode and the third driving mode, and the mapping relationship between the coasting force lower limit value and the vehicle speed in different driving modes can be shown in the following table:

[0160] Table 7-1: First coasting force lower limit value table in the first driving mode

[0161]

[0162] Table 7-2: Second coasting force lower limit value table in the second driving mode

[0163]

[0164] Table 7-3 Third sliding force lower limit value table in third driving mode

[0165]

[0166] 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 is compared with the target request driving force to determine the initial request driving force.

[0167] In an optional embodiment, after the sliding force lower limit value is determined according to the driving mode and the current vehicle speed, the method further comprises:

[0168] If the target request driving force is greater than the sliding force lower limit value, the driving wheel mode of the vehicle is obtained, the driving wheel mode comprising motor driving and motor-engine combined driving; a driving force upper limit value is determined according to the driving wheel mode; if the target request 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 request driving force, so that the determined initial request driving force is more accurate.

[0169] Optionally, when the driving wheel mode is motor driving, the driving force upper limit value refers to the maximum wheel end force that the motor can provide, and when the driving wheel mode is motor-engine combined driving, the driving force upper limit value refers to the maximum wheel end force that the motor can provide plus the maximum wheel end force that the engine can provide.

[0170] In an optional embodiment, after the driving force upper limit value is determined according to the driving wheel mode of the vehicle, the method further comprises:

[0171] If the target request driving force is less than the driving force upper limit value, the target request driving force is determined as the initial request driving force.

[0172] S605: The request driving force is determined according to the initial request driving force, the creep driving force and the compensation coefficient.

[0173] Optionally, the initial request driving force, the creep driving force and the compensation coefficient determining the request driving force can be calculated by the formula F=Fp×h+Fo, wherein F- request driving force; Fp- creep driving force; Fo- initial request driving force; h- compensation coefficient.

[0174] Optionally, when the gear state of the vehicle is that the vehicle is in neutral gear or parking gear, the current engine speed, the current accelerator pedal opening degree and torque mapping information are acquired, the torque mapping information representing the corresponding relationship among the engine speed, the accelerator pedal opening degree and the torque, and then the current torque is determined from the torque mapping information based on the current engine speed and the current accelerator pedal opening degree, and then the engine speed can be controlled based on the current torque.

[0175] In summary, in an optional embodiment, the control unit can avoid the problem that the accelerator pedal dead stroke is too long when the high-temperature environment causes the engine torque capability to attenuate and the accelerator pedal is depressed to a large extent by first acquiring the gear state of the vehicle, and when the gear state of the vehicle is not in the parking gear or the neutral gear, the control unit also needs to acquire the altitude data of the vehicle to avoid the problem that the accelerator pedal dead stroke is too long when the high altitude causes the engine torque capability to attenuate and the accelerator pedal is depressed to a large extent, and when the altitude data is less than the preset altitude, i.e., the vehicle is located on the plain, the control unit also needs to acquire the driving mode of the vehicle to improve the driving experience, 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 target driving force mapping information based on the current vehicle speed and the current accelerator pedal opening degree of the vehicle.

[0176] In another aspect, the application also discloses a control device for requesting driving force, as shown in Figure 7 , and as shown in Figure 7 , which is a structural schematic diagram of another optional control device for requesting driving force of the application. It comprises:

[0177] The first acquisition module 701 is configured to acquire the gear state of the vehicle, the current vehicle speed, the current accelerator pedal opening degree and the driving force mapping information, and the driving force mapping information represents the corresponding relationship among the vehicle speed, the accelerator pedal opening degree and the driving force.

[0178] The second acquisition module 702 is configured to acquire the altitude data and the driving mode of the vehicle if the gear state is that the vehicle is not in the parking gear or the neutral gear.

[0179] 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 degree, the driving mode and the driving force mapping information if the altitude data is less than the preset altitude.

[0180] In an optional embodiment, the device comprises:

[0181] The determination mode is further configured to determine the target driving force mapping information according to the driving mode and the driving force mapping information, and determine the requested driving force of the vehicle based on the current vehicle speed, the current accelerator pedal opening degree and the target driving force mapping information if the target driving force mapping information is the driving force mapping information corresponding to the first driving mode.

[0182] In an optional embodiment, the apparatus comprises:

[0183] The first obtaining module is further configured to obtain first accelerator pedal correction mapping information if the target driving force mapping information is corresponding driving force mapping information in a second driving mode; the first accelerator pedal correction mapping information represents a corresponding relationship among vehicle speed, accelerator pedal opening degree and corrected accelerator pedal opening degree in the second driving mode, and fuel consumption in the second driving mode is less than fuel consumption in the first driving mode.

[0184] The determining module is further configured to determine a first corrected accelerator pedal opening degree according to the current vehicle speed, the current accelerator pedal opening degree 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 degree and the target driving force mapping information.

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

[0186] The first obtaining module is further configured to obtain second accelerator pedal correction mapping information if the target driving force mapping information is corresponding driving force mapping information in a third driving mode; the second accelerator pedal correction mapping information represents a corresponding relationship among vehicle speed, accelerator pedal opening degree and corrected accelerator pedal opening degree in the third driving mode, and fuel consumption in the third driving mode is greater than fuel consumption in the first driving mode.

[0187] The determining module is further configured to determine a second corrected accelerator pedal opening degree according to the current vehicle speed, the current accelerator pedal opening degree 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 degree and the target driving force mapping information.

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

[0189] The determining module is further configured to determine a pre-switching requested driving force according to vehicle speed in a pre-switching driving mode, accelerator pedal opening degree in the pre-switching driving mode and the driving force mapping information if the altitude data is less than a preset altitude and the vehicle is in a switching state of any two modes selected from the first driving mode, the second driving mode and the third driving mode; determine a post-switching requested driving force according to vehicle speed in a post-switching driving mode, accelerator pedal opening degree in the post-switching driving mode, the post-switching driving mode and the driving force mapping information; and determine the requested driving force of the vehicle based on the pre-switching requested driving force, the post-switching requested driving force and a preset difference coefficient.

[0190] In an optional embodiment, the preset difference coefficient ranges from 0 to 1, and the difference coefficient is positively correlated with time.

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

[0192] The first obtaining module is further configured to, if the altitude data is greater than or equal to the preset altitude and the driving mode of the vehicle is engine driving, obtain current engine speed of the vehicle and engine initial torque upper limit mapping information, the engine initial torque upper limit mapping information representing a corresponding relationship among a speed coefficient, a preset engine speed and an engine initial torque upper limit value.

[0193] The determining module is further configured to determine 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.

[0194] The second obtaining module is further configured to, if the vehicle meets a preset condition, determine a current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information, and obtain a plateau torque upper limit value corresponding to the current engine speed.

[0195] The determining module is further configured to, if the altitude data is greater than or equal to the preset altitude and the driving mode of the vehicle is engine driving, obtain current engine speed of the vehicle and engine initial torque upper limit mapping information, the engine initial torque upper limit mapping information representing a corresponding relationship among a speed coefficient, a preset engine speed and an engine initial torque upper limit value; determine 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 if the vehicle meets a preset condition, determine a current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information.

[0196] The third obtaining module is further configured to obtain a 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, the torque deviation value being positively correlated with time, determine a current plateau torque upper limit value according to the torque deviation value and the current engine initial torque upper limit value, determine a decay coefficient according to the current plateau torque upper limit value and the current engine initial torque upper limit value, and determine the requested driving force of the vehicle according to the decay coefficient, the current vehicle speed, the current accelerator pedal opening degree and the driving force mapping information.

[0197] The determining module is further configured to determine a torque deviation value according to the current engine initial torque upper limit value and the highland torque upper limit value corresponding to the current engine speed, the torque deviation value being positively correlated with time; determine a current highland torque upper limit value according to the torque deviation value and the current engine initial torque upper limit value; determine a decay coefficient according to the current highland torque upper limit value and the current engine initial torque upper limit value; and determine the requested driving force of the vehicle according to the decay coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0198] In an optional embodiment, the apparatus comprises:

[0199] The second obtaining module is further configured to obtain an engine actual torque and an engine actual torque upper limit value.

[0200] The preset condition comprises:

[0201] An average change rate of the engine speed is less than 700 revolutions per minute;

[0202] The engine actual torque is greater than 10 newton-meters;

[0203] The engine actual torque upper limit value is greater than 0;

[0204] A difference between the current preset engine speed and the current engine speed is less than 50 revolutions per minute;

[0205] The current speed coefficient is determined according to a historical speed coefficient.

[0206] In an optional embodiment, the apparatus comprises:

[0207] The determining module is further configured to determine a 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 a highland 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 highland driving force, and the decay coefficient.

[0208] In an optional embodiment, the apparatus comprises:

[0209] The determining module is further configured to, if the vehicle does not satisfy the preset condition, determine the requested driving force according to the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

[0210] In an optional embodiment, the apparatus comprises:

[0211] The second obtaining module is further configured to, if the gear condition is that the vehicle is in a parking gear or a neutral gear, obtain a driving mode and the driving mode of the vehicle, the driving mode comprising a forward mode and a reverse mode.

[0212] The determining module is further configured to determine a crawling driving force according to the driving mode of the vehicle and the current vehicle speed, determine a compensation coefficient according to the crawling driving force, 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, and determine the requested driving force according to the initial requested driving force, the crawling driving force and the compensation coefficient.

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

[0214] The determining module is further configured to determine 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, determine a coasting force lower limit value according to the driving mode and the current vehicle speed, and determine the coasting force lower limit value as the initial requested driving force if the target requested driving force is less than the coasting force lower limit value.

[0215] In an optional embodiment, the apparatus comprises:

[0216] The second obtaining module is further configured to obtain a driving wheel mode of the vehicle if the target requested driving force is greater than the coasting force lower limit value, the driving wheel mode comprising motor driving and motor-engine joint driving.

[0217] The determining module is further configured to determine a driving force upper limit value according to the driving wheel mode, and determine the driving force upper limit value as the initial requested driving force if the target requested driving force is greater than or equal to the driving force upper limit value.

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

[0219] The determining 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.

[0220] The method embodiments provided by the embodiments of the present application can be executed in a computer terminal, a server or a similar computing device. Taking the case of running on a server as an example, Figure 8 A hardware structure block diagram of a server of a determination method of a requested driving force of a hybrid vehicle provided by the embodiments of the present application. As shown in Figure 8As shown, the server 800 can vary significantly due to different configurations or performance. It may include one or more central processing units (CPUs) 810 (CPUs 810 may include, but are not limited to, microprocessors such as MCUs or programmable logic devices such as FPGAs), a memory 830 for storing data, and one or more storage media 820 (e.g., one or more mass storage devices) for storing application programs 823 or data 822. The memory 830 and storage media 820 may be temporary or persistent storage. The program stored in the storage media 820 may include one or more modules, each module may include a series of instruction operations on the server. Furthermore, the CPU 810 may be configured to communicate with the storage media 820 and execute the series of instruction operations stored in the storage media 820 on the server 800. Server 800 may also include one or more power supplies 860, one or more wired or wireless network interfaces 850, one or more input / output interfaces 840, and / or one or more operating systems 821, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, etc.

[0221] The input / output interface 840 can be used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of server 800. In one example, the input / output interface 840 includes a network interface controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the input / output interface 840 may be a radio frequency (RF) module used for wireless communication with the Internet.

[0222] Those skilled in the art will understand that Figure 8 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, server 800 may also include... Figure 8 The more or fewer components shown, or having the same Figure 8 The different configurations shown.

[0223] Embodiments of this application also provide an electronic device including a processor and a memory, wherein the memory stores at least one instruction, at least one program, code set, or instruction set, the at least one instruction, the at least one program, the code set, or the instruction set being loaded and executed by the processor to implement the request drive determination method as described above.

[0224] The embodiment of the present application further provides a storage medium which can be arranged in a server to save at least one instruction, at least one program, a code set or an instruction set related to a data transmission method in the method embodiment, 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 realize the above-mentioned request driving force determination method.

[0225] Optionally, in the embodiment, the storage medium can be located in at least one network server of a plurality of network servers of a computer network. Optionally, in the embodiment, the storage medium can include, but is not limited to, a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk and various storage program codes.

[0226] It should be noted that the above-mentioned sequence of the embodiments of the present application is only for description, not representing the advantages and disadvantages of the embodiments. The above-mentioned embodiments of the present application are described. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be executed in different order from 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, multi-task processing and parallel processing are possible or can be advantageous.

[0227] Each embodiment in the present specification is described in a progressive manner, and the same or similar parts of each embodiment can be referred to each other. Each embodiment focuses on the difference 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 part of the method embodiment.

[0228] Those skilled in the art can understand that all or part of the above-mentioned steps of the embodiments can be completed by hardware, or by program to instruct the relevant hardware, and the program can be stored in a computer readable storage medium, and the above-mentioned storage medium can be a read-only memory, a magnetic disk or an optical disk.

[0229] The above-mentioned is only the preferred embodiment of the present application, and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method of determining a requested driving force of a hybrid vehicle, characterized by, The method comprises the following steps: obtaining gear status, current vehicle speed, current accelerator pedal opening and driving force mapping information of the vehicle, the driving force mapping information representing the corresponding relationship among vehicle speed, accelerator pedal opening and driving force; if the gear status is that the vehicle is not in the parking gear or the neutral gear, obtaining the altitude data and the driving mode of the vehicle; if the altitude data is greater than or equal to a preset altitude and the driving mode of the vehicle is the engine driving mode, obtaining the current engine speed and the engine initial torque upper limit mapping information of the vehicle, the engine initial torque upper limit mapping information representing the corresponding relationship among 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; if the vehicle meets a 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; obtaining the plateau torque upper limit value corresponding to the current engine speed; determining 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, the torque deviation value being positively correlated with time; determining the current plateau torque upper limit value according to the torque deviation value and the current engine initial torque upper limit value; determining the attenuation coefficient according to the current plateau torque upper limit value and the current engine initial torque upper limit value; 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.

2. The determination method according to claim 1, characterized in that, The determining method further comprises: if the altitude data is less than the preset altitude, 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.

3. The determination method according to claim 2, characterized in that, The determining method further comprises: 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, 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.

4. The determination method according to claim 3, characterized in that, The determining method further comprises: if the target driving force mapping information is the driving force mapping information corresponding to the second driving mode, obtaining the first accelerator pedal correction mapping information; the first accelerator pedal correction mapping information representing the corresponding relationship among the vehicle speed, the accelerator pedal opening and the corrected accelerator pedal opening in the second driving mode, the fuel consumption of the second driving mode being less than that of the first driving mode; determining the 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 a third driving mode, obtaining second accelerator pedal correction mapping information, the second accelerator pedal correction mapping information representing a correspondence between vehicle speed, accelerator pedal opening and corrected accelerator pedal opening in the third driving mode, the third driving mode having a fuel consumption greater than that of the first driving mode; determining a second corrected accelerator pedal opening based on the current vehicle speed, the current accelerator pedal opening and the second accelerator pedal correction mapping information; determining a 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.

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

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 of claim 1, wherein, before the current engine initial torque upper limit value is determined based on the current engine speed and the engine initial torque upper limit mapping information if the vehicle meets a preset condition, the method further comprises: obtaining an engine actual torque and an engine actual torque upper limit value; the preset condition comprises: an average change rate of engine speed is less than 700 revolutions per minute; the engine actual torque is greater than 10 newton-meters; the engine actual torque upper limit value is greater than 0; a difference between the current preset engine speed and the current engine speed is less than 50 revolutions per minute; the current speed coefficient is determined based on a historical speed coefficient.

8. The determination method according to claim 7, characterized in that, determining the requested driving force of the vehicle based on the attenuation coefficient, the current vehicle speed, the current accelerator pedal opening, the driving force mapping information, comprises: determining a plain driving force in the current driving mode based on the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; determining a highland driving force based on the current vehicle speed, the current accelerator pedal opening and the driving force mapping information; obtaining the requested driving force based on the plain driving force in the current driving mode, the highland driving force and the attenuation coefficient.

9. The determination method of claim 1, wherein, The method further comprises: If the vehicle does not satisfy 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.

10. The determination method of claim 1, wherein, The method further comprises: If the gear condition is that the vehicle is in the parking gear or the neutral gear, obtaining the driving mode and the driving mode of the vehicle, the driving mode comprising the forward mode and the reverse mode; Determining the crawling driving force according to the driving mode and the current vehicle speed of the vehicle; Determining the compensation coefficient according to the crawling driving force; Determining 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; Determining the requested driving force according to the initial requested driving force, the crawling driving force and the compensation coefficient.

11. The determination method according to claim 10, characterized in that, The method of determining 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 comprises: Determining the 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 the coasting force lower limit value 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, determining the coasting force lower limit value as the initial requested driving force.

12. The determination method according to claim 11, characterized in that, The method further comprises: If the target requested driving force is greater than the coasting force lower limit value, obtaining the driving wheel mode of the vehicle, the driving wheel mode comprising the motor driving and the motor-engine common driving; Determining the driving force upper limit value according to the driving wheel mode; If the target requested driving force is greater than or equal to the driving force upper limit value, determining the driving force upper limit value as the initial requested driving force.

13. The determination method according to claim 12, characterized in that, The method further comprises: If the target requested driving force is less than the driving force upper limit value, determining the target requested driving force as the initial requested driving force.

14. A control device that requests driving force, characterized by The method comprises: The first obtaining module is configured to obtain the gear condition, the current vehicle speed, the current accelerator pedal opening and the driving force mapping information of the vehicle, the driving force mapping information representing the corresponding relationship among the vehicle speed, the accelerator pedal opening and the driving force; The second obtaining module is configured to obtain the altitude data and the driving mode of the vehicle if the gear condition is that the vehicle is not in the parking gear or the neutral gear; The judging module is configured to obtain 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 the engine driving, the engine initial torque upper limit mapping information representing the corresponding relationship among 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 preset conditions, determining a current engine initial torque upper limit value according to the current engine speed and the engine initial torque upper limit mapping information; a third obtaining module, configured to obtain a highland torque upper limit value corresponding to the current engine speed; determining a torque deviation value according to the current engine initial torque upper limit value and the highland torque upper limit value corresponding to the current engine speed, the torque deviation value being positively correlated with time; determining a current highland torque upper limit value according to the torque deviation value and the current engine initial torque upper limit value; determining a decay coefficient according to the current highland torque upper limit value and the current engine initial torque upper limit value, and determining the requested driving force of the vehicle according to the decay coefficient, the current vehicle speed, the current accelerator pedal opening, and the driving force mapping information.

15. An apparatus, comprising a processor and a memory, the memory storing at least one instruction, at least one program, a code set or an instruction set, the at least one instruction, the at least one program, the code set or the instruction set being loaded and executed by the processor to implement the method for determining the requested driving force according to any one of claims 1 to 13.

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

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