Vehicle parameter adjusting method and device

Abstract

The invention discloses a vehicle parameter adjusting method and device, and belongs to the field of vehicle control. The method includes determining a wheel end demand torque of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle; determining a driving mode based on vehicle parameters of the vehicle, and determining a wheel end actual torque of the vehicle by using the driving mode and the vehicle parameters; calculating a deviation value between the actual torque of the wheel end and the required torque of the wheel end, and determining adjustment parameters of the vehicle under the condition that the deviation value meets an adjustment condition; and adjusting the vehicle based on the adjustment parameter. According to the method, the actual wheel end torque of the vehicle is calculated through the multiple vehicle parameters in the different driving modes, and the accuracy of the determined actual wheel end torque is improved; under the condition that the deviation value of the actual wheel end torque and the wheel end demand torque of the vehicle meets the adjusting condition, the adjusting parameters of the vehicle can be determined, the vehicle is controlled through the adjusting parameters, and the stability and safety of the vehicle are improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle control, and particularly to a method and a device for adjusting vehicle parameters. Background Art

[0002] With the rapid development of the automotive industry, hybrid electric vehicles, as a type of vehicle that combines the advantages of traditional fuel vehicles and pure electric vehicles, have received extensive attention in the market. The total wheel-end torque is controlled by a three-speed dedicated hybrid transmission to control the vehicle's driving.

[0003] In the related art, for a three-speed dedicated hybrid transmission, there are many gear combinations and corresponding power modes. In different power modes, when the vehicle parameters required for calculating the wheel-end torque meet ASIL C (Automotive Safety Integrity Level C), the available vehicle parameters are few, resulting in inaccurate calculation of the wheel-end torque, affecting the accuracy of vehicle parameter adjustment, and thus affecting the stability and safety of the vehicle. Summary of the Invention

[0004] The embodiments of the present application provide a method and a device for adjusting vehicle parameters, which can improve the stability and safety of the vehicle. The technical solutions are as follows:

[0005] On the one hand, the embodiments of the present application provide a method for adjusting vehicle parameters, the method comprising:

[0006] Determining a wheel-end demand torque of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle;

[0007] Determining a driving mode based on vehicle parameters of the vehicle, and determining a wheel-end actual torque of the vehicle by using the driving mode and the vehicle parameters, where the vehicle parameters include at least one of an actual torque of a clutch, a rotational speed of an engine, an actual torque of the engine, an actual torque of a front drive motor TMF, a speed ratio corresponding to an actual gear of the TMF, an actual torque of a driving generator ISG, and an engine drag torque;

[0008] Calculating a deviation value between the wheel-end actual torque and the wheel-end demand torque, and determining an adjustment parameter of the vehicle when the deviation value meets an adjustment condition;

[0009] Adjusting the vehicle based on the adjustment parameter.

[0010] On the other hand, the embodiments of the present application provide a device for adjusting vehicle parameters, the device comprising:

[0011] A determining module, configured to determine a wheel-end demand torque of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle;

[0012] The determining module is further configured to determine a driving mode based on vehicle parameters of the vehicle, and determine the actual wheel-end torque of the vehicle by using the driving mode and the vehicle parameters, where the vehicle parameters include at least one of the actual torque of a clutch, the rotational speed of an engine, the actual torque of the engine, the actual torque of a front drive motor TMF, the gear ratio corresponding to the actual gear of the TMF, the actual torque of a drive generator ISG, and the engine drag torque.

[0013] The determining module is further configured to calculate a deviation value between the actual wheel-end torque and the required wheel-end torque, and determine an adjustment parameter of the vehicle when the deviation value meets an adjustment condition.

[0014] An adjustment module is configured to adjust the vehicle based on the adjustment parameter.

[0015] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory. At least one program code is stored in the memory and is loaded and executed by the processor to enable the computer device to implement the adjustment method for vehicle parameters described in any one of the above.

[0016] On the other hand, a computer-readable storage medium is further provided. At least one program code is stored in the computer-readable storage medium and is loaded and executed by a processor to enable a computer to implement the adjustment method for vehicle parameters described in any one of the above.

[0017] On the other hand, a computer program or a computer program product is further provided. At least one computer instruction is stored in the computer program or the computer program product and is loaded and executed by a processor to enable a computer to implement any one of the above adjustment methods for vehicle parameters.

[0018] The technical solution provided by the embodiment of the present application at least brings the following beneficial effects:

[0019] The present application determines the driving mode of the vehicle through vehicle parameters, and calculates the actual wheel-end torque of the vehicle by using multiple vehicle parameters under different driving modes, improving the accuracy of the determined actual wheel-end torque; when the deviation value between the actual wheel-end torque and the required wheel-end torque of the vehicle meets the adjustment condition, the adjustment parameter of the vehicle can be determined, and the vehicle is controlled by using the adjustment parameter, improving the stability and safety of the vehicle. Description of the Drawings

[0020] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0021] Figure 1 It is a schematic diagram of an implementation environment provided by an embodiment of the present application;

[0022] Figure 2 It is a flowchart of a method for adjusting vehicle parameters provided by an embodiment of the present application;

[0023] Figure 3 It is a schematic diagram of a vehicle provided by an embodiment of the present application;

[0024] Figure 4 It is a schematic diagram of a device for adjusting vehicle parameters provided by an embodiment of the present application;

[0025] Figure 5 It is a schematic diagram of the structure of a server provided by an embodiment of the present application. Detailed implementation manners

[0026] To make the objectives, technical solutions, and advantages of the present application clearer, the following further describes the embodiments of the present application in detail with reference to the accompanying drawings.

[0027] It should be noted that the terms "first", "second", etc. in the present application are used to distinguish similar objects and do not necessarily describe a specific order or sequence. It should be understood that such terms can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0028] Figure 1 It is a schematic diagram of an implementation environment provided by an embodiment of the present application. As Figure 1 shown, the implementation environment may include a vehicle 101 and a vehicle control system 102. The vehicle control system 102 is used to control the vehicle 101 to perform corresponding operations. The vehicle control system 102 may be located in the vehicle 101. For example, the vehicle control system 102 is an in-vehicle terminal; the vehicle control system 102 may also be located outside the vehicle 101. For example, the vehicle control system 102 is a cloud control system.

[0029] The vehicle control system 102 can be an independent server. Alternatively, the vehicle control system 102 can also be a server cluster composed of multiple servers that respectively implement different functions. Alternatively, the vehicle control system 102 can also be a cloud computing center.

[0030] The vehicle 101 can be a vehicle with a three-speed hybrid dedicated transmission. The three-speed hybrid dedicated transmission integrates the power of an Integrated Starter and Generator (ISG), a front drive motor (TMF), and an engine, and uses multiple gears (usually three) to achieve different transmission ratios, enabling the vehicle to output different torques in different driving modes and controlling the vehicle movement with different torques.

[0031] The vehicle 101 can also have a communication function. A communication module supporting wireless communication technology or wired communication technology can be set in the vehicle 101, and the vehicle 101 performs data interaction with the vehicle control system 102 through the communication module.

[0032] Based on the above Figure 1 shown implementation environment, an embodiment of the present application provides a method for adjusting vehicle parameters. As Figure 2 shown, taking this method applied to the vehicle control system as an example, this method can include steps 201 to 204.

[0033] In step 201, determine the wheel-end required torque of the vehicle based on at least one of the driving mode, driving parameters, or system request of the vehicle.

[0034] In an exemplary embodiment of the present application, taking the vehicle as a vehicle with a three-speed hybrid dedicated transmission as an example. The wheel-end required torque refers to the torque that the driving wheels theoretically need to transfer from the power system (engine / motor) to the wheels to overcome the driving resistance, achieve acceleration, or maintain a specific driving state during the vehicle driving process. The wheel-end required torque is the target value that the vehicle control system needs to achieve, reflecting the driver's intention and the vehicle driving requirements. In different driving modes, the wheel-end required torque of the vehicle can be determined in different ways.

[0035] After the vehicle starts, the driver can select a driving mode through the center console, steering wheel, touch screen, etc. The driving mode can include a manual driving mode and an assisted driving mode, where the default driving mode of the vehicle can be the manual driving mode.

[0036] In an embodiment of the present application, when the driving mode is the manual driving mode, the driving parameters include at least one of the vehicle speed, gear position, or throttle pedal opening. Based on the vehicle speed, gear position, and throttle pedal opening of the vehicle, the pedal torque and creep torque of the vehicle are determined, and the wheel-end required torque of the vehicle is determined based on the pedal torque and creep torque.

[0037] Exemplarily, the vehicle speed can be obtained in real time by a vehicle speed sensor on the vehicle. The vehicle speed sensor is usually installed on the wheel or drive shaft and can measure the driving speed of the vehicle; the gear position can be obtained by a gear position sensor of the transmission. The gear position sensor can detect the current gear position of the transmission in real time, such as the forward gear position, reverse gear position, etc.; the throttle pedal opening can be obtained by a throttle pedal position sensor. The position sensor can detect the depression degree of the throttle pedal in real time, thereby generating a corresponding pedal torque. For example, the depression degree of the throttle pedal can be output in the form of a percentage or a voltage signal, and different percentages or voltage signals can correspond to different pedal torques.

[0038] After determining the vehicle speed, gear position, and throttle pedal opening of the vehicle, the pedal torque and creep torque can be determined based on the vehicle speed, gear position, and throttle pedal opening of the vehicle. Among them, the pedal torque refers to the torque requested by the driver by depressing the throttle pedal, which reflects the driver's acceleration intention; the creep torque refers to the small torque provided to maintain the smoothness of the vehicle when the vehicle is driving at a low speed or stationary. The creep torque is usually used to provide the necessary power when the vehicle starts, stops, or drives at a low speed to prevent the vehicle from stalling or shaking.

[0039] The pedal torque can be calculated based on the throttle pedal opening, current vehicle speed, and gear position through the vehicle's dynamics model and engine characteristic curve. The creep torque can be determined according to the vehicle speed and gear position. For example, when the vehicle speed is lower than a speed threshold (such as 3 km / h) and the throttle opening is close to 0, it is determined that the vehicle enters the creep mode; the transmission ratio is determined according to the current gear position of the vehicle, and then the creep torque of the vehicle is determined by using the vehicle weight and the tire and road surface friction coefficient.

[0040] The wheel-end required torque can be determined for the pedal torque and creep torque. For example, when the pedal torque is positive, the wheel-end required torque is the maximum value of the pedal torque and creep torque; when the pedal torque is negative, the wheel-end required torque is the minimum value of the pedal torque and creep torque.

[0041] In another embodiment of the present application, when the driving mode is the assisted driving mode, the system request includes a request for cruise torque, and the wheel-end required torque of the vehicle is determined based on the request for cruise torque. The cruise torque is the required torque for the drive wheel end determined according to the vehicle speed and driving environment parameters when the vehicle is in the cruise state.

[0042] Exemplarily, when the vehicle is in the assisted driving mode, the wheel end required torque can be the cruise torque. The cruise torque is used to overcome the driving resistance and maintain the target vehicle speed. The cruise torque is the required torque of the drive wheel end determined according to the vehicle speed and the driving environment parameters when the vehicle is in the cruise state.

[0043] When it is detected that the vehicle decelerates by stepping on the brake switch, the braking energy recovery torque can be generated. The braking energy recovery torque is the negative torque that converts kinetic energy into electrical energy through motor power generation and stores it in the battery system when the vehicle decelerates. The braking energy recovery torque is the braking torque determined according to at least one of the vehicle parameters or the driving parameters of the vehicle. When the vehicle is decelerating, the wheel end required torque can be the braking energy recovery torque.

[0044] In the embodiments of the present application, when the vehicle is in different driving modes (manual driving mode, assisted driving mode), the wheel end required torque of the vehicle is determined based on the driving parameters or the request of the cruise torque, which can improve the accuracy of the determined wheel end required torque.

[0045] In the exemplary embodiment of the present application, the Hybrid Control Unit (HCU) serves as the control center of the hybrid power system and is used to control the vehicle. For example, the HCU can control the operation of power components such as the engine, motor, and battery. Among them, the HCU controls the vehicle in the way of the three-layer architecture of the Electronic Gas System (EGAS). The three-layer architecture of EGAS includes a function layer (L1), a monitoring layer (L2), and a controller monitoring layer (L3). Among them, the function layer can generate the wheel end required torque, and the monitoring layer can verify the wheel end required torque generated by the function layer to determine the final wheel end required torque.

[0046] The process of determining the final wheel end required torque can include: determining the first wheel end required torque of the function layer of the vehicle based on at least one of the driving mode, driving parameters, or system request of the vehicle; using the first wheel end required torque of the function layer, the safety limit parameters of the vehicle, and the management parameters of the vehicle to determine the second wheel end required torque of the monitoring layer; when the first wheel end required torque of the function layer is within the reference range, using the first wheel end required torque of the function layer as the wheel end required torque; or, when the first wheel end required torque of the function layer is outside the reference range, using the second wheel end required torque of the monitoring layer as the wheel end required torque.

[0047] Exemplarily, the process of obtaining the first-round wheel-end demand torque of the function layer has been described in the above text of step 201 and will not be elaborated here. The safety limit parameters of the vehicle may include the limit range of the wheel-end torque (to prevent motor overload or damage to mechanical components) and the motor speed limit (to avoid over-speed operation of the motor); the management parameters of the vehicle may include, but are not limited to, the correction parameters of the wheel-end demand torque and the priority of the wheel-end demand torque, which are used to correct the first-round wheel-end demand torque generated by the function layer. After correcting the first-round wheel-end demand torque of the function layer, the first-round wheel-end demand torque of the function layer can be compared with the second-round wheel-end demand torque of the monitoring layer to determine whether the first-round wheel-end demand torque of the function layer is within the reference range, where the reference range can be a reasonable wheel-end torque range and can be set based on the actual situation of the vehicle.

[0048] For example, when the actual wheel-end torque is positive, the first-round wheel-end demand torque of the function layer is less than the second-round wheel-end demand torque of the monitoring layer, that is, the difference between the first-round wheel-end demand torque of the function layer and the second-round wheel-end demand torque of the monitoring layer is less than 0; when the actual wheel-end torque is negative, the first-round wheel-end demand torque of the function layer is greater than the second-round wheel-end demand torque of the monitoring layer, that is, the difference between the first-round wheel-end demand torque of the function layer and the second-round wheel-end demand torque of the monitoring layer is greater than 0. Determine whether the first-round wheel-end demand torque of the function layer is within the reasonable range (reference range) based on the sign of the first-round wheel-end demand torque of the function layer and the difference between the first-round wheel-end demand torque of the function layer and the second-round wheel-end demand torque of the monitoring layer.

[0049] If the first-round wheel-end demand torque of the function layer is within the reasonable range (reference range), the first-round wheel-end demand torque of the function layer can be used as the final wheel-end demand torque; if the first-round wheel-end demand torque of the function layer is outside the reasonable range (reference range), the second-round wheel-end demand torque of the monitoring layer can be used as the final wheel-end demand torque.

[0050] The embodiment of the present application uses the second-round wheel-end demand torque of the monitoring layer to verify the first-round wheel-end demand torque of the function layer, and determines the wheel-end demand torque through the first-round wheel-end demand torque of the function layer and the reference range. The determined first-round wheel-end demand torque is within the safe range, thus ensuring the safety and stability of the vehicle during driving.

[0051] Optionally, during the process that the monitoring layer uses the second-round end demand torque to verify the first-round end demand torque of the functional layer, it is necessary to determine whether the driving parameters corresponding to the calculation of the first-round end demand torque of the functional layer, such as the throttle pedal opening, vehicle speed, gear position, etc., meet the requirements of ASIL C. If the driving parameters meet the requirements of ASIL C, the second-round end demand torque of the monitoring layer is determined based on the priority corresponding to the driving parameters; if the driving parameters do not meet the requirements of ASIL C, the priority that does not meet the requirements of ASIL C can be downgraded, and the second-round end demand torque of the monitoring layer is determined using the driving parameters after the downgrading process.

[0052] During the process of calculating the second-round end demand torque of the vehicle, perform ASIL C verification on the driving parameters to ensure the reliability of the driving parameters (such as the brake pedal and throttle opening), and prevent dangerous torque output caused by sensor failures; when the driving parameters do not meet ASIL C, avoid HCU failure through downgrading processing to ensure the basic safety functions of the vehicle.

[0053] In step 202, determine the driving mode based on the vehicle parameters of the vehicle, and use the driving mode and vehicle parameters to determine the actual wheel-end torque of the vehicle. The vehicle parameters include at least one of the actual torque of the clutch, the engine speed, the actual torque of the engine, the actual torque of the front drive motor TMF, the speed ratio corresponding to the actual gear position of the TMF, the actual torque of the drive generator ISG, and the engine drag torque.

[0054] In an exemplary embodiment of the present application, after determining the wheel-end demand torque, the wheel-end actual torque can also be determined. The wheel-end actual torque refers to the torque value actually transmitted by the vehicle's power system to the drive wheels, which is the torque finally acting on the wheels after the engine / motor output torque is transmitted through the transmission system (transmission, drive shaft, etc.). The calculation of the vehicle's wheel-end actual torque needs to combine the driving mode and vehicle parameters, where the vehicle parameters include but are not limited to the actual torque of the clutch, the engine speed, the actual torque of the engine, the actual torque of the front drive motor TMF, the speed ratio corresponding to the actual gear position of the TMF, the actual torque of the drive generator ISG, and the engine drag torque.

[0055] Among them, the actual torque of the clutch is the torque transmitted by the clutch (i.e., the torque between the engine and the transmission); the engine speed is the rotational speed of the engine crankshaft; the actual torque of the engine is the torque currently output by the engine; the actual torque of the front drive motor TMF is the torque output by the front drive motor (TMF); the gear ratio corresponding to the actual gear of the TMF, which can also be referred to as the transmission ratio at the current gear of the TMF, i.e., the ratio of the input shaft speed to the output shaft speed; the actual torque of the integrated starter generator ISG is the torque output by the integrated starter generator (ISG), which is usually used for auxiliary drive or energy recovery; the engine drag torque refers to the torque generated when the engine is driven to rotate by an external force under specific conditions. For example, when the vehicle moves due to inertia or goes downhill, the wheels may drive the engine to rotate in reverse through the transmission system. At this time, the engine is actually passive and in a dragged state. In this case, the engine may have a certain resistance, or may generate negative torque, i.e., drag torque, due to internal friction, compression stroke and other factors.

[0056] Optionally, before the monitoring layer calculates the actual torque at the second wheel end, it can determine whether the levels of all the vehicle parameters obtained meet the level requirements. For example, signals such as the actual torque of the TMF, the actual torque of the ISG, and the actual torque of the clutch need to meet the level requirements of ASIL C, while the actual torque of the engine and the actual engine speed need to meet the level requirements of ASIL B. Different vehicle parameters are assigned different safety level requirements according to their impact on vehicle safety to ensure the accuracy and reliability of the calculation results.

[0057] In an exemplary embodiment of the present application, the vehicle parameters obtained by the monitoring layer need to be stored in a safe range and cannot be tampered with by parameters of a lower ASIL level to ensure the integrity and security of the monitoring layer data, prevent parameters of a lower safety level from interfering with or damaging key data, and thus affect the normal operation and safety performance of the system.

[0058] In one embodiment, the memory area can be protected by setting different access permissions for the Memory Protection Unit (MPU). For example, in the HCU system, the storage area of the monitoring layer variables can be set to read-only or only allowed to be accessed by specific high-ASIL level programs using the hardware MPU, thereby preventing tampering by parameters of a lower ASIL level.

[0059] In another embodiment, the monitoring layer variables can be stored in duplicate through a variable dual - storage method, with one copy serving as the primary storage and the other as the backup storage. During the operation of the system, the consistency of the data in the two storages is regularly checked. If data inconsistency is found, it indicates that there may be a tampering situation. At this time, corresponding measures can be taken, such as using the backup data to restore the primary storage data, etc., to ensure the security and reliability of the variables.

[0060] In an exemplary embodiment of the present application, before determining the actual wheel - end torque, the driving mode can also be determined based on vehicle parameters, and then the actual wheel - end torque of the vehicle can be determined using the driving mode and vehicle parameters. The situations for determining the actual wheel - end torque of the vehicle include but are not limited to situations one to ten.

[0061] In situation one, when the first clutch torque is less than the first clutch torque threshold and / or the second clutch torque is less than the second clutch torque threshold, the driving mode is the TMF driving mode or the first recovery mode, and the actual wheel - end torque is determined based on the actual torque of the TMF and the speed ratio corresponding to the actual gear of the TMF.

[0062] Exemplarily, the first clutch and the second clutch are used to control the gears of the vehicle transmission. The first clutch torque threshold and the second clutch torque threshold can be the same or different, and the first clutch torque threshold and the second clutch torque threshold can be set based on the actual situation of the vehicle. For example, both the first clutch torque threshold and the second clutch torque threshold can be 5 Nm (Newton - meter).

[0063] That is to say, when the first clutch torque T 1 <5 Nm and / or the second clutch torque T 2 <5 Nm, the driving mode of the vehicle is the TMF driving mode or the first recovery mode, and the first recovery mode refers to the energy recovery mode. At this time, the actual wheel - end torque (T 实际 ) is the product of the actual torque of the TMF (T TMF ) and the speed ratio (G TMF ) corresponding to the actual gear of the TMF, that is, T 实际 =T TMF ×G TMF .

[0064] Figure 3 is a schematic diagram of a vehicle provided by an embodiment of the present application. As Figure 3 shown, the first clutch C1 and the second clutch C2 are used to control the connection between the motor and the transmission, and the gears of the vehicle can be controlled by controlling the first clutch C1 and the second clutch C2.

[0065] When the torque of the first clutch is greater than or equal to the first clutch torque threshold and / or the torque of the second clutch is greater than or equal to the second clutch torque threshold, and the torque of the third clutch is less than the third clutch torque threshold, the driving mode is determined based on the actual torque of the ISG, and thus the actual wheel-end torque of the vehicle is calculated based on the driving mode determined by the actual torque of the ISG.

[0066] Exemplarily, the third clutch can be used to control the start and stop of the engine. Combined with Figure 3 , when the third clutch C3 is closed, the engine starts; when the third clutch C3 is opened, the engine stops. The third clutch torque threshold can be the same as or different from the first clutch torque threshold or the second clutch torque threshold, and the third clutch torque threshold can be set based on the actual situation of the vehicle. For example, the third clutch torque threshold can be set to 5 Nm (Newton-meter). That is, when the torque of the first clutch T 1 ≥5 Nm and / or the torque of the second clutch T 2 ≥5 Nm, and the torque of the third clutch T 3 <5 Nm, the driving mode of the vehicle is determined based on the actual torque of the ISG. Calculating the actual wheel-end torque of the vehicle based on the driving mode determined by the actual torque of the ISG includes Case 2 and Case 3.

[0067] Case 2, when the actual torque of the ISG is greater than or equal to the ISG torque threshold, the driving mode is the ISG driving mode. The process of determining the actual wheel-end torque of the vehicle using the driving mode and vehicle parameters includes: determining the base torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; taking the product of the absolute value of the actual torque of the ISG and the minimum value of the torque of the first clutch and the gear ratio corresponding to the first clutch as the first auxiliary torque; taking the product of the absolute value of the actual torque of the ISG and the minimum value of the torque of the second clutch and the gear ratio corresponding to the second clutch as the second auxiliary torque; and determining the sum of the base torque, the first auxiliary torque, and the second auxiliary torque as the actual wheel-end torque of the vehicle.

[0068] Exemplarily, the ISG torque threshold can be 0. When the actual torque of the ISG ≥0, the driving mode is the ISG driving mode. At this time, the base torque is T TMF ×G TMF , T TMF is the actual torque of the TMF, G TMF is the gear ratio corresponding to the actual gear of the TMF. Determine the minimum value between the absolute value of the actual torque T ISG of the ISG and the torque T 1 of the first clutch, and then calculate the minimum value between the absolute value of T ISG and the torque T 1 of the first clutch and the gear ratio G corresponding to the first clutch.1 The product is the first auxiliary torque, i.e., min(|T ISG |, T 1 ) × G 1 , where min() is the minimum value function, || is the absolute value function, T ISG is the actual torque of the ISG, T 1 is the first clutch torque, and G 1 is the speed ratio corresponding to the first clutch. Determine the minimum value between the absolute value of the actual torque T ISG of the ISG and the second clutch torque T 2 , and then calculate the product of the minimum value between the absolute value of T ISG and the second clutch torque T 2 and the speed ratio G 2 corresponding to the second clutch to obtain the second auxiliary torque, i.e., min(|T ISG |, T 2 ) × G 2 , T 2 is the second clutch torque, and G 2 is the speed ratio corresponding to the second clutch. Then calculate the actual wheel-end torque (T 实际 ), where the actual wheel-end torque (T 实际 ) is the sum of the base torque, the first auxiliary torque, and the second auxiliary torque, i.e., T 实际 = T TMF × G TMF + min(|T ISG |, T 1 ) × G 1 + min(|T ISG |, T 2 ) × G 2 . It should be noted that the ISG torque threshold in this application is for illustrative purposes and can be set based on the actual situation of the vehicle. This application does not make any limitations in this regard.

[0069] Case 3: When the actual torque of the ISG is less than the ISG torque threshold, the driving mode is the ISG torque recovery mode. The process of determining the actual wheel-end torque of the vehicle using the driving mode and vehicle parameters includes: determining the base torque based on the product of the actual torque of the TMF and the speed ratio corresponding to the actual gear of the TMF; taking the product of the minimum value between the absolute value of the actual torque of the ISG and the first clutch torque and the speed ratio corresponding to the first clutch as the first auxiliary torque; taking the product of the minimum value between the absolute value of the actual torque of the ISG and the second clutch torque and the speed ratio corresponding to the second clutch as the second auxiliary torque; and determining the difference between the base torque, the first auxiliary torque, and the second auxiliary torque as the actual wheel-end torque of the vehicle.

[0070] It should be noted that the calculation processes of the basic torque, the first auxiliary torque, and the second auxiliary torque have been described in Case 2. You can refer to the relevant descriptions in Case 2, and will not be elaborated here. That is, the actual torque T at the wheel end of the vehicle 实际 satisfies: T 实际 = T TMF ×G TMF - min(|T ISG |, T 1 ) × G 1 - min(|T ISG |, T 2 ) × G 2 .

[0071] In an exemplary embodiment of the present application, the driving mode of the vehicle can be determined based on the first clutch torque, the second clutch torque, the third clutch torque, the engine speed, and the actual engine torque. When the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is less than the speed threshold, and the actual engine torque is less than the engine torque threshold, the driving mode is determined based on the actual torque of the ISG, the starting inertia of the engine, and the third clutch torque.

[0072] Exemplarily, the speed threshold can be set to 700 rpm (revolutions per minute), and the engine torque threshold can be set to 0 Nm. That is, when the first clutch torque T 1 ≥5 Nm and / or the second clutch torque T 2 ≥5 Nm, the third clutch torque T 3 ≥5 Nm, the engine speed < 700 rpm, and the actual engine torque < 0 Nm, the driving mode of the vehicle is determined based on the actual torque of the ISG, the starting inertia of the engine, and the third clutch torque. Among them, the starting inertia of the engine refers to the inertial resistance torque that needs to be overcome during the starting process of the engine, reflecting the inertia size that the engine needs to overcome from rest to operation. The driving mode determined based on the actual torque of the ISG, the starting inertia of the engine, and the third clutch torque calculates the actual torque at the wheel end of the vehicle, including Case 4 and Case 5.

[0073] In Case 4, when the difference between the actual torque of the ISG and the minimum value of the starting inertia of the engine and the torque of the third clutch is greater than or equal to the first threshold, the vehicle is in the ISG driving the vehicle and engine mode. The process of determining the actual wheel-end torque of the vehicle using the driving mode and vehicle parameters includes: determining the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determining the first absolute value of the difference between the actual torque of the ISG and the minimum value of the engine's drag torque and the torque of the third clutch, and determining the third auxiliary torque by multiplying the first absolute value by the product of the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch; determining the fourth auxiliary torque by multiplying the first absolute value by the product of the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch; and determining the sum of the basic torque, the third auxiliary torque, and the fourth auxiliary torque as the actual wheel-end torque of the vehicle.

[0074] Exemplarily, the first threshold can be 0, that is, when the first clutch torque T 1 ≥5 Nm and / or the second clutch torque T 2 ≥5 Nm, the third clutch torque T 3 ≥5 Nm, the engine speed < 700 rpm, the actual torque of the engine < 0 Nm, and the actual torque of the ISG T ISG - min (the starting inertia I of the engine, the torque of the third clutch T 3 ) ≥ 0, the vehicle is in the ISG driving the vehicle and engine mode, that is, the ISG drives the vehicle while starting the engine. At this time, the basic torque is T TMF × G TMF , T TMF is the actual torque of the TMF, and G TMF is the gear ratio corresponding to the actual gear of the TMF. Then determine the first absolute value of the difference between the actual torque T ISG of the ISG and the minimum value of the engine's drag torque T DS and the torque of the third clutch T 3 , that is, |T ISG - min (T DS , T 3 )|, and then determine the product of the minimum value between the first absolute value and the first clutch torque T 1 and the gear ratio G 1 corresponding to the first clutch to obtain the third auxiliary torque, that is, min (|T ISG - min (T DS , T 3 )|, T 1 ) × G 1 ; similarly, the fourth auxiliary torque can be obtained, that is, min (|T ISG - min (T DS , T3 )|, T 2 )×G 2 . The actual torque at the wheel end (T 实际 ) is the sum of the basic torque, the third auxiliary torque, and the fourth auxiliary torque, that is, T 实际 = T TMF ×G TMF + min(|T ISG - min(T DS , T 3 )|, T 1 )×G 1 + min(|T ISG - min(T DS , T 3 )|, T 2 )×G 2 .

[0075] Case 5. When the difference between the actual torque of the ISG and the minimum value of the engine's starting inertia and the third clutch torque is less than the first threshold, the vehicle is in the ISG recovery and engine starting mode.. The process of determining the actual torque at the wheel end of the vehicle using the driving mode and vehicle parameters includes: determining the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determining the first absolute value of the difference between the actual torque of the ISG and the minimum value of the engine's reverse drag torque and the third clutch torque, and determining the third auxiliary torque by multiplying the first absolute value by the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch; determining the fourth auxiliary torque by multiplying the first absolute value by the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch; and determining the difference between the basic torque, the third auxiliary torque, and the fourth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0076] For example, when the first clutch torque T 1 ≥ 5 Nm and / or the second clutch torque T 2 ≥ 5 Nm, the third clutch torque T 3 ≥ 5 Nm, the engine speed < 700 rpm, the actual torque of the engine < 0 Nm, and the actual torque of the ISG T ISG - min(engine starting inertia I, third clutch torque T 3 ) < 0, the vehicle is in the ISG recovery and engine starting mode, that is, the ISG recovers the wheel end torque while starting the engine. The actual torque at the wheel end (T 实际 ) is the difference between the basic torque, the third auxiliary torque, and the fourth auxiliary torque. Among them, the calculation processes of the basic torque, the third auxiliary torque, and the fourth auxiliary torque have been described in Case 4, and the relevant descriptions in Case 4 can be referred to and will not be elaborated here. That is, the actual torque at the wheel end of the vehicle T 实际 = TTMF ×G TMF -min(|T ISG -min(T DS ,T 3 )|,T 1 )×G 1 -min(|T ISG -min(T DS ,T 3 )|,T 2 )×G 2 。

[0077] In an exemplary embodiment of the present application, when the torque of the first clutch is greater than or equal to the first clutch torque threshold and / or the torque of the second clutch is greater than or equal to the second clutch torque threshold, the torque of the third clutch is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold, and the actual torque of the engine is less than the engine torque threshold, the driving mode is determined based on the actual torque of the ISG, the actual torque of the engine, and the torque of the third clutch.

[0078] Exemplarily, the engine torque threshold can be set to 0 Nm. That is, when the torque of the first clutch T 1 ≥5 Nm and / or the torque of the second clutch T 2 ≥5 Nm, the torque of the third clutch T 3 ≥5 Nm, the engine speed ≥ 700 rpm, and the actual torque of the engine < 0 Nm, the driving mode of the vehicle is determined based on the actual torque of the ISG, the actual torque of the engine, and the torque of the third clutch. The driving mode determined based on the actual torque of the ISG, the actual torque of the engine, and the torque of the third clutch calculates the actual torque at the wheel end of the vehicle, including Case 6 and Case 7.

[0079] Case 6: When the difference between the actual torque of the ISG and the minimum value of the actual torque of the engine and the torque of the third clutch is greater than or equal to the second threshold, the vehicle is in the ISG driving mode and the engine is idling. The process of determining the actual torque at the wheel end of the vehicle using the driving mode and vehicle parameters includes: determining the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determining the second absolute value of the difference between the actual torque of the ISG and the minimum value of the actual torque of the engine and the torque of the third clutch, and determining the fifth auxiliary torque by multiplying the second absolute value by the minimum value of the torque of the first clutch and the gear ratio corresponding to the first clutch; determining the sixth auxiliary torque by multiplying the second absolute value by the minimum value of the torque of the second clutch and the gear ratio corresponding to the second clutch; and determining the sum of the basic torque, the fifth auxiliary torque, and the sixth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0080] Exemplarily, the second threshold may be 0, that is, when the first clutch torque T 1 ≥5 Nm and / or the second clutch torque T 2 ≥5 Nm, the third clutch torque T 3 ≥5 Nm, the engine speed < 700 rpm, the actual engine torque < 0 Nm, and the actual ISG torque T ISG -min(engine starting inertia I, the third clutch torque T 3 )≥0, the vehicle is in the ISG drive mode and the engine is idling, that is, the ISG drives the vehicle while dragging the engine to idle. At this time, the base torque is T TMF ×G TMF , where T TMF is the actual torque of the TMF, and G TMF is the speed ratio corresponding to the actual gear of the TMF. Then, determine the second absolute value of the difference between the actual ISG torque T ISG and the minimum of the actual engine torque T f and the third clutch torque T 3 , that is, |T ISG -min(T f , T 3 )|. Then, determine the product of the minimum value between the second absolute value and the first clutch torque T 1 and the speed ratio G 1 corresponding to the first clutch to obtain the fifth auxiliary torque, that is, min(|T ISG -min(T f , T 3 )|, T 1 )×G 1 ; similarly, the sixth auxiliary torque can be obtained, that is, min(|T ISG -min(T f , T 3 )|, T 2 )×G 2 . The actual wheel-end torque (T 实际 ) is the sum of the base torque, the fifth auxiliary torque, and the sixth auxiliary torque, that is, T 实际 =T TMF ×G TMF +min(|T ISG -min(T f , T 3 )|, T 1 )×G 1 +min(|T ISG -min(T f , T 3 )|, T 2 )×G 2 .

[0081] In Case 7, when the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque is less than the second threshold, the vehicle is in the ISG recovery and engine idle mode. The process of determining the actual wheel-end torque of the vehicle using the driving mode and vehicle parameters includes: determining the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determining the second absolute value of the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque, and determining the fifth auxiliary torque by multiplying the second absolute value by the product of the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch; determining the sixth auxiliary torque by multiplying the second absolute value by the product of the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch; and determining the actual wheel-end torque of the vehicle by taking the difference between the basic torque and the fifth auxiliary torque and the sixth auxiliary torque.

[0082] For example, when the actual torque T ISG - min(actual torque T of the engine f , third clutch torque T 3 ) < 0, the vehicle is in the ISG driving and engine idle mode, that is, the ISG recovers energy while dragging the engine to idle. The actual wheel-end torque (T 实际 ) is the difference between the basic torque, the fifth auxiliary torque, and the sixth auxiliary torque. Among them, the calculation processes of the basic torque, the fifth auxiliary torque, and the sixth auxiliary torque have been described in Case 6, and the relevant descriptions in Case 6 can be referred to and will not be elaborated here. That is, the actual wheel-end torque of the vehicle, namely T 实际 = T TMF × G TMF - min(|T ISG - min(T f , T 3 )|, T 1 ) × G 1 - min(|T ISG - min(T f , T 3 )|, T 2 ) × G 2 .

[0083] In an exemplary embodiment of the present application, when the first clutch torque is greater than or equal to the first clutch torque threshold, the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold, and the actual torque of the engine is greater than or equal to the engine torque threshold, the driving mode of the vehicle is determined based on at least one of the vehicle gear, the actual torque of the ISG, the actual torque of the engine, and the third clutch torque.

[0084] Exemplarily, the engine torque threshold can be set to 0 Nm. That is, when the first clutch torque T 1 ≥ 5 Nm and / or the second clutch torque T 2 ≥ 5 Nm, the third clutch torque T 3 ≥ 5 Nm, the engine speed ≥ 700 rpm, and the actual engine torque ≥ 0 Nm, the drive mode of the vehicle, the gear of the vehicle, the actual torque of the ISG, the actual torque of the engine, and the third clutch torque are determined. Calculating the actual wheel-end torque of the vehicle based on the drive mode determined by the gear of the vehicle includes cases eight to ten.

[0085] Case eight, when the gear is in the forward gear and the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque is greater than or equal to the second threshold, the drive mode of the vehicle is the engine and ISG drive mode, or the engine drive mode. The process of determining the actual wheel-end torque of the vehicle using the drive mode and vehicle parameters includes: determining the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determining the third absolute value of the sum of the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque, and determining the seventh auxiliary torque by multiplying the third absolute value by the gear ratio corresponding to the second clutch; determining the eighth auxiliary torque by multiplying the product of the third absolute value and the minimum value among the second clutch torques by the gear ratio corresponding to the second clutch; and determining the actual wheel-end torque of the vehicle as the sum of the basic torque, the seventh auxiliary torque, and the eighth auxiliary torque.

[0086] For example, when the gear of the vehicle is in the forward gear, i.e., the D gear, and the actual torque T ISG - min(actual torque T f of the engine, third clutch torque T 3 ) ≥ 0, the vehicle is in the engine drive and ISG drive mode, that is, both the engine and the ISG are driving the vehicle, or part of the actual engine torque is used for ISG power generation while driving the wheel ends. At this time, the basic torque is T TMF × G TMF , T TMF is the actual torque of the TMF, G TMF is the gear ratio corresponding to the actual gear of the TMF. Then determine the third absolute value |T ISG + min(T f , T 3 )| of the sum of the actual torque T ISG of the ISG and the minimum value between the actual torque T f of the engine and the third clutch torque T 3 , and then determine the third absolute value and the first clutch torque T 1The product of the minimum value among them and the speed ratio G corresponding to the first clutch 1 to obtain the seventh auxiliary torque, that is, min(|T ISG + min(T f , T 3 )|, T 1 ) × G 1 ; Similarly, the eighth auxiliary torque can be obtained, that is, min(|T ISG + min(T f , T 3 )|, T 2 ) × G 2 . The actual torque at the wheel end (T 实际 ) is the sum of the base torque, the seventh auxiliary torque, and the eighth auxiliary torque, that is, T 实际 = T TMF × G TMF + min(|T ISG + min(T f , T 3 )|, T 1 ) × G 1 + min(|T ISG + min(T f , T 3 )|, T 2 ) × G 2 .

[0087] Case 9, when the vehicle is in the forward gear and the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the torque of the third clutch is less than the third threshold, the vehicle is in the engine power generation and ISG recovery mode. The process of determining the actual torque at the wheel end of the vehicle using the driving mode and vehicle parameters includes: determining the base torque based on the product of the actual torque of the TMF and the speed ratio corresponding to the actual gear of the TMF; determining the third absolute value of the sum of the actual torque of the ISG and the minimum value among the actual torque of the engine and the torque of the third clutch, and determining the seventh auxiliary torque by multiplying the third absolute value by the speed ratio corresponding to the second clutch; determining the eighth auxiliary torque by multiplying the product of the third absolute value and the minimum value among the second clutch torques by the speed ratio corresponding to the second clutch; and determining the difference between the base torque, the seventh auxiliary torque, and the eighth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0088] For example, the third threshold can be 0. When the vehicle is in the forward gear, that is, the D gear, and the actual torque of the ISG T ISG - min(actual torque of the engine T f , torque of the third clutch T 3 ) < 0, the vehicle is in the engine power generation and ISG recovery mode, that is, the engine torque is completely used for ISG power generation, and the ISG recovers the torque at the wheel end. The actual torque at the wheel end (T实际 ) is the difference between the base torque, the seventh auxiliary torque, and the eighth auxiliary torque. Among them, the calculation processes of the base torque, the seventh auxiliary torque, and the eighth auxiliary torque have been described in Case VIII, and the relevant descriptions in Case VIII can be referred to and will not be elaborated here. That is, the actual torque at the wheel end of the vehicle, namely T 实际 = T TMF ×G TMF - min(|T ISG + min(T f , T 3 )|, T 1 )×G 1 - min(|T ISG + min(T f , T 3 )|, T 2 )×G 2 .

[0089] Case X: When the gear is in the reverse gear, the vehicle is in the hybrid drive and recovery mode, and the calculation process of the actual torque at the wheel end of the vehicle is the same as that in Case VIII.

[0090] For example, when the gear of the vehicle is in the reverse gear, that is, the R gear, and the vehicle is in the hybrid drive and recovery mode, that is, the signs of the driving torque and the recovery torque of the vehicle are the same. The process of calculating the actual torque at the wheel end of the vehicle in Case X is the same as that in Case VIII, and the relevant descriptions in Case VIII can be referred to and will not be elaborated here.

[0091] The embodiments of the present application cover various vehicle operating conditions. By judging parameters such as the actual torque of the clutch, the engine speed, the actual torque of the engine, and the gear, the driving mode under different conditions can be accurately determined. According to the characteristics of different driving modes, a targeted torque calculation formula is adopted, fully considering factors such as the torque contributions of various power sources (such as TMF, ISG, engine) and the speed ratio of the transmission system, improving the accuracy of determining the actual torque at the wheel end, and helping the vehicle to achieve more accurate power control and smoother driving.

[0092] Step 203: Calculate the deviation value between the actual torque at the wheel end and the required torque at the wheel end. When the deviation value meets the adjustment condition, determine the adjustment parameters of the vehicle.

[0093] In the exemplary embodiment of the present application, the required torque at the wheel end represents the target torque, and the actual torque at the wheel end represents the actual output torque. There may be differences between the two due to the limitations of the vehicle control system or the influence of environmental factors. After determining the actual torque at the wheel end, the monitoring layer can determine whether the vehicle meets the adjustment condition according to the deviation value between the total actual torque at the wheel end and the required torque at the wheel end.

[0094] Exemplarily, when the actual torque at the wheel end is positive and the deviation value between the actual torque at the wheel end and the required torque at the wheel end is greater than or equal to the first wheel-end torque threshold, or when the actual torque at the wheel end is negative and the deviation value between the actual torque at the wheel end and the required torque at the wheel end is less than or equal to the second wheel-end torque threshold, it is determined that the deviation value meets the adjustment condition, and the adjustment parameter is determined based on at least one of the vehicle parameters or driving parameters. The adjustment parameter includes at least one of the required torque of the engine, the required torque of the ISG, the required torque of the TMF, or the required gear.

[0095] For example, when the actual torque at the wheel end is positive and the deviation value between the actual torque at the wheel end and the required torque at the wheel end is greater than or equal to the first wheel-end torque threshold, and the first wheel-end torque threshold is positive, it is determined that the vehicle is in unexpected acceleration, and the monitoring layer will generate an unexpected excessive acceleration fault; when the actual torque at the wheel end is positive and the deviation value between the actual torque at the wheel end and the required torque at the wheel end is less than or equal to the second wheel-end torque threshold, and the second wheel-end torque threshold is negative, it is determined that the vehicle is in unexpected deceleration, and the monitoring layer will generate an unexpected excessive deceleration fault. It should be noted that the first wheel-end torque threshold and the second wheel-end torque threshold can be set based on the actual situation of the vehicle, and the present application does not limit this.

[0096] When the monitoring layer generates an unexpected excessive acceleration fault or an excessive deceleration fault, it is considered that the deviation value meets the adjustment condition, and the adjustment parameter can be determined based on the vehicle parameters and driving parameters. Among them, the adjustment parameter is used to adjust the vehicle operating state so that the actual torque at the wheel end approaches the required torque at the wheel end; the adjustment parameter includes at least one of the required torque of the engine, the required torque of the ISG, the required torque of the TMF, or the required gear.

[0097] In step 204, the vehicle is adjusted based on the adjustment parameter.

[0098] In the exemplary embodiment of the present application, after determining the adjustment parameter, the vehicle control system will send these parameters to the corresponding actuators, such as the engine control unit (ECU), the ISG control unit, the TMF control unit, and the transmission control unit. The actuator adjusts the torque output of the engine, ISG, and TMF and the gear of the transmission in real time according to the received adjustment parameter, thereby changing the actual torque at the wheel end.

[0099] Exemplarily, the vehicle is controlled to enter a safe state by adjusting parameters. For example, the required torque of the engine, the required torque of the ISG, and the required torque of the TMF in the adjusted parameters can be 0 Nm, and the required gear is neutral. That is to say, the HCU can cut off the power output, the engine control unit (ECU) adjusts the torque of the engine to 0 Nm, the ISG control unit adjusts the torque of the ISG to 0 Nm, the TMF control unit adjusts the torque of the TMF to 0 Nm, and the transmission control unit adjusts the gear of the vehicle to neutral.

[0100] In this application, the driving mode of the vehicle is determined based on vehicle parameters, and the actual wheel-end torque of the vehicle is calculated using multiple vehicle parameters in different driving modes, improving the accuracy of the determined actual wheel-end torque; when the deviation value between the actual wheel-end torque and the required wheel-end torque of the vehicle meets the adjustment condition, the adjustment parameters of the vehicle can be determined, and the vehicle is controlled using the adjustment parameters, improving the stability and safety of the vehicle.

[0101] In an exemplary embodiment of this application, the controller monitoring layer L3 can also monitor the status of the monitoring layer L2 to ensure the reliability of the operation of the monitoring layer L2. For example, the controller monitoring layer L3 can check whether the program of the monitoring layer is running normally, whether the data is accurate and reliable, etc. If it is found that the monitoring layer L2 has a fault or anomaly, the controller monitoring layer L3 can take corresponding measures, such as restarting the program of the monitoring layer L2, switching to a standby monitoring module, etc., to ensure the safety and stability of the entire system.

[0102] Optionally, when the monitoring layer uses the CAN (Controller Area Network) bus for data transmission, E2E (end-to-end) data protection is required. The CAN bus is a commonly used communication bus in vehicle electronic systems. During data transmission, it may be interfered with or attacked, resulting in problems such as data loss and tampering. E2E data protection can effectively ensure the integrity and authenticity of the data, ensuring that the receiving party can receive accurate data. Among them, the transmitted data can include but is not limited to the driving parameters of the vehicle, vehicle parameters, and adjustment parameters.

[0103] For example, E2E data protection can adopt the methods of encryption and verification. When sending data, the data is encrypted to generate an encrypted data packet and a check code is added. After receiving the data, the receiving party first verifies the check code. If the check code is correct, it means that the data has not been corrupted during transmission; then the encrypted data packet is decrypted to obtain the original data. In this way, it can effectively prevent the data from being tampered with or forged during transmission, ensuring the secure and reliable communication between vehicle control units.

[0104] This application also provides a control device for vehicle torque. Figure 4It is a schematic diagram of an adjustment device for vehicle parameters provided by an embodiment of the present application. As Figure 4 shown, the device includes:

[0105] A determination module 401, configured to determine the wheel-end required torque of the vehicle based on at least one of the driving mode, driving parameters, or system requests of the vehicle;

[0106] The determination module 401 is further configured to determine the driving mode based on the vehicle parameters of the vehicle, and determine the actual wheel-end torque of the vehicle by using the driving mode and the vehicle parameters. The vehicle parameters include at least one of the actual torque of the clutch, the engine speed, the actual torque of the engine, the actual torque of the front drive motor TMF, the speed ratio corresponding to the actual gear of the TMF, the actual torque of the drive generator ISG, and the engine drag torque;

[0107] The determination module 401 is further configured to calculate the deviation value between the actual wheel-end torque and the required wheel-end torque, and determine the adjustment parameter of the vehicle when the deviation value meets the adjustment condition;

[0108] An adjustment module 402, configured to adjust the vehicle based on the adjustment parameter.

[0109] In a possible implementation, the vehicle parameters include the actual torque of the clutch. The actual torque of the clutch includes the first clutch torque and the second clutch torque. The determination module 401 is configured to, when the first clutch torque is less than the first clutch torque threshold and the second clutch torque is less than the second clutch torque threshold, the driving mode is the TMF driving mode or the first recovery mode, and determine the actual wheel-end torque based on the actual torque of the TMF and the speed ratio corresponding to the actual gear of the TMF.

[0110] In a possible implementation, the vehicle parameters include the actual torque of the clutch. The actual torque of the clutch includes the first clutch torque, the second clutch torque, and. The determination module 401 is configured to, when the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, and the third clutch torque is less than the third clutch torque threshold, determine the driving mode based on the actual torque of the ISG;

[0111] In a possible implementation, when the actual torque of the ISG is greater than or equal to the ISG torque threshold, the driving mode is the ISG driving mode; when the actual torque of the ISG is less than the ISG torque threshold, the driving mode is the ISG torque recovery mode.

[0112] In a possible implementation, a determination module 401 is configured to determine a base torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; use the product of the absolute value of the actual torque of the ISG and the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch as the first auxiliary torque; use the product of the absolute value of the actual torque of the ISG and the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch as the second auxiliary torque; in the case where the driving mode is the ISG driving mode, determine the sum of the base torque, the first auxiliary torque, and the second auxiliary torque as the actual torque at the wheel end of the vehicle; in the case where the driving mode is the ISG torque recovery mode, determine the difference between the base torque, the first auxiliary torque, and the second auxiliary torque as the actual torque at the wheel end of the vehicle.

[0113] In a possible implementation, the vehicle parameters include the actual torque of the clutch, and the actual torque of the clutch includes the first clutch torque, the second clutch torque, and the third clutch torque. The determination module 401 is configured to determine the driving mode based on the actual torque of the ISG, the starting inertia of the engine, and the third clutch torque when the first clutch torque is greater than or equal to the first clutch torque threshold, the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is less than the speed threshold, and the actual torque of the engine is less than the engine torque threshold.

[0114] In a possible implementation, when the difference between the actual torque of the ISG and the minimum value of the starting inertia of the engine and the third clutch torque is greater than or equal to the first threshold, the driving mode of the vehicle is the ISG driving the vehicle and the engine mode; when the difference between the actual torque of the ISG and the minimum value of the starting inertia of the engine and the third clutch torque is less than the first threshold, the driving mode of the vehicle is the ISG recovery and engine starting mode.

[0115] In a possible implementation, the determination module 401 is configured to determine a base torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determine the first absolute value of the difference between the actual torque of the ISG and the minimum value of the engine's drag torque and the third clutch torque, and use the product of the first absolute value and the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch as the third auxiliary torque; use the product of the first absolute value and the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch as the fourth auxiliary torque; in the case where the driving mode is the ISG driving the vehicle and the engine mode, determine the sum of the base torque, the third auxiliary torque, and the fourth auxiliary torque as the actual torque at the wheel end of the vehicle; in the case where the driving mode is the ISG recovery and engine starting mode, determine the difference between the base torque, the third auxiliary torque, and the fourth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0116] In a possible implementation, the vehicle parameters include the actual torque of the clutch. The actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determining module 401 is configured to determine a driving mode based on the actual torque of the ISG, the actual torque of the engine, and the third clutch torque when the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold, and the actual torque of the engine is less than the engine torque threshold.

[0117] In a possible implementation, when the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque is greater than or equal to the second threshold, the driving mode of the vehicle is ISG driving and the engine is in an idling mode; when the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque is less than the second threshold, the driving mode of the vehicle is ISG recuperation and the engine is in an idling mode.

[0118] In a possible implementation, the determining module 401 is configured to determine a basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear of the TMF; determine a second absolute value of the difference between the actual torque of the ISG and the minimum value among the actual torque of the engine and the third clutch torque, and determine the product of the second absolute value and the minimum value of the first clutch torque and the gear ratio corresponding to the first clutch as a fifth auxiliary torque; determine the product of the second absolute value and the minimum value of the second clutch torque and the gear ratio corresponding to the second clutch as a sixth auxiliary torque; when the driving mode is ISG driving and the engine is in an idling mode, determine the sum of the basic torque, the fifth auxiliary torque, and the sixth auxiliary torque as the actual torque at the wheel end of the vehicle; when the driving mode is ISG recuperation and the engine is in an idling mode, determine the difference between the basic torque and the fifth auxiliary torque and the sixth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0119] In a possible implementation, the vehicle parameters include the actual torque of the clutch. The actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determination module 401 is configured to determine the driving mode of the vehicle based on at least one of the gear position of the vehicle, the actual torque of the ISG, the actual torque of the engine, and the third clutch torque when the first clutch torque is greater than or equal to the first clutch torque threshold, the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold, and the actual torque of the engine is greater than or equal to the engine torque threshold.

[0120] In a possible implementation, when the gear position is a forward gear and the sum value of the minimum value among the actual torque of the ISG, the actual torque of the engine, and the third clutch torque is greater than or equal to the third threshold, the driving mode of the vehicle is the engine and ISG driving mode or the engine driving mode; when the gear position is a forward gear and the sum value of the minimum value among the actual torque of the ISG, the actual torque of the engine, and the third clutch torque is less than the third threshold, the driving mode of the vehicle is the engine power generation and ISG recovery mode; when the gear position is a reverse gear, the driving mode of the vehicle is the hybrid driving and recovery mode.

[0121] In a possible implementation, the determination module 401 is configured to determine the basic torque based on the product of the actual torque of the TMF and the gear ratio corresponding to the actual gear position of the TMF; determine the third absolute value of the sum value of the minimum value among the actual torque of the ISG, the actual torque of the engine, and the third clutch torque, and determine the seventh auxiliary torque as the product of the third absolute value and the gear ratio corresponding to the second clutch; determine the eighth auxiliary torque as the product of the minimum value among the third absolute value and the second clutch torque and the gear ratio corresponding to the second clutch; when the driving mode is the engine and ISG driving mode or the engine driving mode or the hybrid driving and recovery mode, determine the sum value of the basic torque, the seventh auxiliary torque, and the eighth auxiliary torque as the actual torque at the wheel end of the vehicle; when the driving mode is the engine power generation and ISG recovery mode, determine the difference between the basic torque, the seventh auxiliary torque, and the eighth auxiliary torque as the actual torque at the wheel end of the vehicle.

[0122] In a possible implementation, a determination module 401 is configured to determine a first-round end demand torque of a functional layer of the vehicle based on at least one of a driving mode of the vehicle, driving parameters, or a system request; determine a second-round end demand torque of a monitoring layer by using the first-round end demand torque of the functional layer, a safety limit parameter of the vehicle, and a management parameter of the vehicle; use the first-round end demand torque of the functional layer as the wheel end demand torque when the first-round end demand torque of the functional layer is within a reference range; or use the second-round end demand torque of the monitoring layer as the wheel end demand torque when the first-round end demand torque of the functional layer is outside the reference range.

[0123] In a possible implementation, the driving parameters include at least one of a vehicle speed, a gear position, or an accelerator pedal opening; the system request includes a request for a cruise torque; the determination module 401 is configured to, when the driving mode is a manual driving mode, determine a pedal torque and a creep torque of the vehicle based on the vehicle speed, the gear position, and the accelerator pedal opening of the vehicle, and determine the wheel end demand torque of the vehicle based on the pedal torque and the creep torque; or

[0124] when the driving mode is an assisted driving mode, determine the wheel end demand torque of the vehicle based on the request for the cruise torque, where the cruise torque is the torque required at the drive wheel end determined according to the vehicle speed and the driving environment parameters when the vehicle is in a cruise state.

[0125] In a possible implementation, the determination module 401 is configured to determine that the deviation value satisfies an adjustment condition when the actual wheel end torque is positive and the deviation value between the actual wheel end torque and the wheel end demand torque is greater than or equal to a first-round end torque threshold, or when the actual wheel end torque is negative and the deviation value between the actual wheel end torque and the wheel end demand torque is less than or equal to a second-round end torque threshold, and determine an adjustment parameter based on at least one of vehicle parameters or driving parameters, where the adjustment parameter includes at least one of a demand torque of an engine, a demand torque of an ISG, a demand torque of a TMF, or a demand gear position.

[0126] The vehicle torque control device according to the embodiments of the present application determines the driving mode of the vehicle through vehicle parameters, calculates the actual wheel end torque of the vehicle by using multiple vehicle parameters in different driving modes, improving the accuracy of the determined actual wheel end torque; when the deviation value between the actual wheel end torque of the vehicle and the wheel end demand torque satisfies the adjustment condition, the adjustment parameter of the vehicle can be determined, and the vehicle is controlled by using the adjustment parameter, improving the stability and safety of the vehicle.

[0127] It should be understood that when the above-provided device realizes its functions, only the division of the above-mentioned functional modules is used for illustration. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the device provided in the above embodiment and the method embodiment belong to the same concept. For the specific implementation process, please refer to the method embodiment and will not be elaborated here.

[0128] Figure 5 The following is a schematic structural diagram of the server provided in the embodiment of the present application. The server 500 may vary greatly due to different configurations or performances, and may include one or more processors 501 and one or more memories 502. Among them, at least one program code is stored in the one or more memories 502, and the at least one program code is loaded and executed by the one or more processors 501 to implement the vehicle parameter adjustment method provided in each of the above method embodiments. Of course, the server 500 may also have components such as a wired or wireless network interface, a keyboard, and an input / output interface for input and output. The server 500 may also include other components for implementing the functions of the device, which will not be elaborated here.

[0129] In an exemplary embodiment, a computer-readable storage medium is also provided. At least one program code is stored in the storage medium, and the at least one program code is loaded and executed by a processor to enable a computer to implement any one of the above vehicle parameter adjustment methods.

[0130] Optionally, the above computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0131] In an exemplary embodiment, a computer program or a computer program product is also provided. At least one computer instruction is stored in the computer program or the computer program product, and the at least one computer instruction is loaded and executed by a processor to enable a computer to implement any one of the above vehicle parameter adjustment methods.

[0132] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data for analysis, stored data, displayed data, etc.), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions. For example, the driving parameters, vehicle parameters, and adjustment parameters involved in this application are all obtained under full authorization.

[0133] It should be understood that the "plurality" mentioned herein refers to two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0134] The above are only exemplary embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the principles of the present application shall be included within the protection scope of the present application.

Claims

1. A method for adjusting vehicle parameters, characterized in that: The method comprises: Determining a wheel-end torque demand of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle; Determine a driving mode based on vehicle parameters of the vehicle, and determine the actual wheel-end torque of the vehicle using the driving mode and the vehicle parameters, wherein the vehicle parameters include at least one of an actual torque of a clutch, a rotation speed of an engine, an actual torque of an engine, an actual torque of a front drive motor TMF, a speed ratio corresponding to an actual gear position of the TMF, an actual torque of a drive generator ISG, and a reverse torque of an engine; Calculating a deviation between the actual wheel end torque and the required wheel end torque, and determining an adjustment parameter of the vehicle when the deviation meets an adjustment condition; The vehicle is adjusted based on the adjustment parameters.

2. The method according to claim 1, characterized in that: The vehicle parameters include an actual torque of a clutch, and the actual torque of the clutch includes a first clutch torque and a second clutch torque. The step of determining a driving mode based on the vehicle parameters and determining the actual wheel-end torque of the vehicle using the driving mode and the vehicle parameters includes: When the first clutch torque is less than the first clutch torque threshold and the second clutch torque is less than the second clutch torque threshold, the driving mode is the TMF driving mode or the first recovery mode, and the actual wheel end torque is determined based on the actual torque of the TMF and the speed ratio corresponding to the actual gear position of the TMF.

3. The method according to claim 1, characterized in that The vehicle parameters include actual torque of the clutch, and the actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determining of the driving mode based on the vehicle parameters of the vehicle includes: When the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, and the third clutch torque is less than a third clutch torque threshold, the driving mode is determined based on the actual torque of the ISG.

4. The method according to claim 3, characterized in that When the actual torque of the ISG is greater than or equal to the ISG torque threshold, the driving mode is the ISG driving mode; when the actual torque of the ISG is less than the ISG torque threshold, the driving mode is the ISG torque recovery mode.

5. The method according to claim 4, characterized in that The determining the actual wheel end torque of the vehicle by using the driving mode and the vehicle parameter comprises: determining a basic torque based on a product of an actual torque of the TMF and a speed ratio corresponding to an actual gear position of the TMF; The product of the absolute value of the actual torque of the ISG, the minimum value of the first clutch torque and the speed ratio corresponding to the first clutch is taken as the first assist torque; The product of the absolute value of the actual torque of the ISG, the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch is taken as the second assist torque; When the driving mode is the ISG driving mode, determining the sum of the basic torque, the first auxiliary torque and the second auxiliary torque as the actual wheel end torque of the vehicle; When the driving mode is the ISG torque recovery mode, a difference among the basic torque, the first assist torque, and the second assist torque is determined as the actual wheel end torque of the vehicle.

6. The method according to claim 1, characterized in that The vehicle parameters include actual torque of the clutch, and the actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determining of the driving mode based on the vehicle parameters of the vehicle includes: When the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is less than the speed threshold and the actual torque of the engine is less than the engine torque threshold, the driving mode is determined based on the actual torque of the ISG, the starting inertia of the engine and the third clutch torque.

7. The method according to claim 6, characterized in that When the difference between the actual torque of the ISG and the minimum value of the starting inertia of the engine and the third clutch torque is greater than or equal to a first threshold, the driving mode of the vehicle is the ISG driving vehicle and engine mode; When the difference between the actual torque of the ISG and the minimum value of the starting inertia of the engine and the third clutch torque is smaller than the first threshold, the driving mode of the vehicle is the ISG recovery and engine start mode.

8. The method according to claim 7, characterized in that The determining the actual wheel end torque of the vehicle by using the driving mode and the vehicle parameter comprises: determining a basic torque based on a product of an actual torque of the TMF and a speed ratio corresponding to an actual gear position of the TMF; determining a first absolute value of a difference between an actual torque of the ISG and a minimum value of the reverse torque of the engine and the third clutch torque, and determining a product of the first absolute value, the minimum value of the first clutch torque and a speed ratio corresponding to the first clutch as a third assist torque; determining a product of the first absolute value, a minimum value of the second clutch torque, and a speed ratio corresponding to the second clutch as a fourth assist torque; In a case where the driving mode is the ISG driving vehicle and the engine mode, determining the sum of the basic torque, the third auxiliary torque and the fourth auxiliary torque as the actual wheel end torque of the vehicle; When the driving mode is the ISG recovery and engine start mode, a difference among the base torque, the third assist torque, and the fourth assist torque is determined as the wheel end actual torque of the vehicle.

9. The method according to claim 1, characterized in that: The vehicle parameters include actual torque of the clutch, and the actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determining of the driving mode based on the vehicle parameters of the vehicle includes: When the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold and the actual torque of the engine is less than the engine torque threshold, the driving mode is determined based on the actual torque of the ISG, the actual torque of the engine and the third clutch torque.

10. The method according to claim 9, characterized in that When the difference between the actual torque of the ISG and the minimum value of the actual torque of the engine and the third clutch torque is greater than or equal to a second threshold, the driving mode of the vehicle is ISG driving and the engine is in an idling mode; When the difference between the actual torque of the ISG and the minimum value of the actual torque of the engine and the third clutch torque is smaller than the second threshold, the driving mode of the vehicle is the ISG recovery mode and the engine idle mode.

11. The method according to claim 10, characterized in that The determining the actual wheel end torque of the vehicle by using the driving mode and the vehicle parameter comprises: determining a basic torque based on a product of an actual torque of the TMF and a speed ratio corresponding to an actual gear position of the TMF; determining a second absolute value of a difference between an actual torque of the ISG and a minimum value of an actual torque of the engine and a torque of the third clutch, and determining a product of the second absolute value, a minimum value of the torque of the first clutch and a speed ratio corresponding to the first clutch as a fifth assist torque; determining a product of the second absolute value, a minimum value of the second clutch torque, and a speed ratio corresponding to the second clutch as a sixth assist torque; When the driving mode is ISG driving and the engine is in an idling mode, determining the sum of the basic torque, the fifth auxiliary torque and the sixth auxiliary torque as the actual wheel end torque of the vehicle; When the driving mode is the ISG recovery mode and the engine is in an idling mode, a difference between the basic torque and the fifth assist torque and the sixth assist torque is determined as the actual wheel end torque of the vehicle.

12. The method according to claim 1, characterized in that The vehicle parameters include actual torque of the clutch, and the actual torque of the clutch includes a first clutch torque, a second clutch torque, and a third clutch torque. The determining of the driving mode based on the vehicle parameters of the vehicle includes: When the first clutch torque is greater than or equal to the first clutch torque threshold and / or the second clutch torque is greater than or equal to the second clutch torque threshold, the third clutch torque is greater than or equal to the third clutch torque threshold, the engine speed is greater than or equal to the speed threshold and the actual torque of the engine is greater than or equal to the engine torque threshold, the driving mode of the vehicle is determined based on at least one of the gear position of the vehicle, the actual torque of the ISG, the actual torque of the engine and the third clutch torque.

13. The method according to claim 12, characterized in that When the gear is a forward gear and the sum of the actual torque of the ISG, the actual torque of the engine and the minimum value of the third clutch torque is greater than or equal to a third threshold, the driving mode of the vehicle is an engine and ISG driving mode, or an engine driving mode; When the gear is a forward gear and the sum of the actual torque of the ISG, the actual torque of the engine and the minimum value of the third clutch torque is less than the third threshold, the driving mode of the vehicle is an engine power generation and ISG recovery mode; When the gear position is a reverse gear position, the driving mode of the vehicle is a hybrid driving and recovery mode.

14. The method according to claim 13, characterized in that The determining the actual wheel end torque of the vehicle by using the driving mode and the vehicle parameter comprises: determining a basic torque based on a product of an actual torque of the TMF and a speed ratio corresponding to an actual gear position of the TMF; determining a third absolute value of a sum of an actual torque of the ISG, an actual torque of the engine and a minimum value of the third clutch torque, and determining a product of the third absolute value and a speed ratio corresponding to the second clutch as a seventh assist torque; determining a product of a minimum value of the third absolute value and the second clutch torque and a speed ratio corresponding to the second clutch as an eighth assist torque; When the driving mode is an engine and ISG driving mode, an engine driving mode, or a hybrid driving and recovery mode, determining a sum of the basic torque, the seventh auxiliary torque, and the eighth auxiliary torque as the actual wheel end torque of the vehicle; When the driving mode is the engine power generation and ISG recovery mode, the difference between the basic torque and the seventh assist torque and the eighth assist torque is determined as the actual wheel end torque of the vehicle.

15. The method according to any one of claims 1 to 14, characterized in that: The determining of the wheel end torque requirement of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle comprises: Determining a first wheel-end required torque of a functional layer of the vehicle based on at least one of a driving mode of the vehicle, the driving parameter, or the system request; Determine a second wheel end required torque of a monitoring layer by using the first wheel end required torque of the functional layer, the safety limit parameter of the vehicle and the management parameter of the vehicle; When the first wheel-end required torque of the functional layer is within the reference range, the first wheel-end required torque of the functional layer is used as the wheel-end required torque; or When the first wheel-end demand torque of the functional layer is outside the reference range, the second wheel-end demand torque of the monitoring layer is used as the wheel-end demand torque.

16. The method according to any one of claims 1 to 14, characterized in that: The driving parameter includes at least one of a vehicle speed, a gear position, or an accelerator pedal opening; the system request includes a request for a cruise torque; and the step of determining the wheel end required torque of the vehicle based on at least one of a vehicle driving mode, a driving parameter, or a system request includes: When the driving mode is a manual driving mode, the pedal torque and creep torque of the vehicle are determined based on the vehicle speed, gear position and accelerator pedal opening, and the wheel end required torque of the vehicle is determined based on the pedal torque and the creep torque; or When the driving mode is assisted driving, the wheel end required torque of the vehicle is determined based on the request for the cruise torque. The cruise torque is the torque required for the driving wheel end determined according to the vehicle speed and driving environment parameters when the vehicle is in a cruising state.

17. The method according to any one of claims 1 to 14, characterized in that: When the deviation value satisfies the adjustment condition, determining the adjustment parameter of the vehicle includes: When the actual wheel-end torque is positive and the deviation value between the actual wheel-end torque and the required wheel-end torque is greater than or equal to a first wheel-end torque threshold, or when the actual wheel-end torque is negative and the deviation value between the actual wheel-end torque and the required wheel-end torque is less than or equal to a second wheel-end torque threshold, it is determined that the deviation value satisfies the adjustment condition, and the adjustment parameter is determined based on at least one of the vehicle parameter or the driving parameter, the adjustment parameter including at least one of the required torque of the engine, the required torque of the ISG, the required torque of the TMF, or the required gear.

18. A vehicle parameter adjustment device, characterized in that: The device comprises: a determination module, configured to determine a wheel end torque requirement of the vehicle based on at least one of a driving mode, a driving parameter, or a system request of the vehicle; The determination module is further used to determine a driving mode based on vehicle parameters of the vehicle, and to determine the actual wheel-end torque of the vehicle using the driving mode and the vehicle parameters, wherein the vehicle parameters include at least one of an actual torque of a clutch, a rotation speed of an engine, an actual torque of an engine, an actual torque of a front drive motor TMF, a speed ratio corresponding to an actual gear position of the TMF, an actual torque of a drive generator ISG, and a reverse torque of an engine; The determination module is further configured to calculate a deviation between the actual wheel end torque and the required wheel end torque, and determine an adjustment parameter of the vehicle when the deviation satisfies an adjustment condition; An adjustment module is used to adjust the vehicle based on the adjustment parameters.

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