Method and device for adjusting vehicle parameters

Abstract

The application discloses a kind of adjustment method and device of vehicle parameter, belong to vehicle control field.The method includes: determining the wheel end demand torque of vehicle based on at least one of the driving mode, travel parameter or system request of vehicle;Determine drive mode based on the vehicle parameter of vehicle, determine the actual torque of wheel end of vehicle using drive mode and vehicle parameter;The deviation value of actual torque of wheel end and wheel end demand torque is calculated, and in the case where deviation value meets adjustment condition, determine the adjustment parameter of vehicle;Vehicle is adjusted based on adjustment parameter.The application calculates the actual torque of wheel end of vehicle using multiple vehicle parameters in different drive modes, improves the accuracy of determined actual torque of wheel end;In the case where the deviation value of actual torque of wheel end of vehicle and wheel end demand torque meets adjustment condition, the adjustment parameter of vehicle can be determined, and the stability and safety of vehicle are improved using adjustment parameter control vehicle.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of vehicle control, and in particular, to a vehicle parameter adjustment method and device. BACKGROUND

[0002] With the rapid development of the automobile industry, hybrid vehicles, as a vehicle type combining the advantages of traditional fuel vehicles and pure electric vehicles, have received widespread attention in the market. By controlling the total wheel end torque through a three-gear hybrid special transmission, the vehicle driving is controlled.

[0003] In related technologies, the three-gear hybrid special transmission has multiple gear combinations and multiple corresponding power modes. In different power modes, the vehicle parameters required for calculating the wheel end torque are few under the condition of meeting ASIL C (Automotive Safety Integrity Level C), which leads to inaccurate wheel end torque calculation and affects the accuracy of vehicle parameter adjustment, thereby affecting the stability and safety of the vehicle. SUMMARY

[0004] Embodiments of the present application provide a vehicle parameter adjustment method and device, which can improve the stability and safety of the vehicle. The technical solution is as follows:

[0005] In one aspect, the present application provides a vehicle parameter adjustment method, which comprises:

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

[0007] determining the drive mode based on the vehicle parameters of the vehicle, and determining the wheel end actual torque of the vehicle using the drive mode and the vehicle parameters, wherein the vehicle parameters include at least one of the actual torque of the clutch, the speed of the engine, 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 reverse drag torque;

[0008] calculating the deviation value of the wheel end actual torque and the wheel end demand torque, and determining the adjustment parameter of the vehicle if the deviation value meets the adjustment condition;

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

[0010] In another aspect, the present application provides a vehicle parameter adjustment device, which comprises:

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

[0012] The determination 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, wherein the vehicle parameters include at least one of an actual torque of a clutch, a 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 drive generator ISG, and an engine reverse drag torque.

[0013] The determination module is further configured to calculate a deviation value of 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] In another aspect, the embodiments of the present application provide a computer device, which comprises a processor and a memory, and the memory stores at least one program code, the at least one program code is loaded and executed by the processor, so that the computer device implements the vehicle parameter adjustment method described above.

[0016] In another aspect, a computer readable storage medium is also provided, which stores at least one program code, the at least one program code is loaded and executed by the processor, so that the computer implements the vehicle parameter adjustment method described above.

[0017] In another aspect, a computer program or computer program product is also provided, which stores at least one computer instruction, the at least one computer instruction is loaded and executed by the processor, so that the computer implements the vehicle parameter adjustment method described above.

[0018] The technical solutions provided by the embodiments of the present application at least bring the following beneficial effects:

[0019] The embodiments of the present application determine the driving mode of the vehicle by using the vehicle parameters, calculate the actual wheel end torque of the vehicle by using multiple vehicle parameters in different driving modes, improve the accuracy of the determined actual wheel end torque, determine the adjustment parameter of the vehicle when the deviation value of the actual wheel end torque of the vehicle and the required wheel end torque meets the adjustment condition, control the vehicle by using the adjustment parameter, and improve the stability and safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can be obtained without creative effort based on these drawings.

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

[0022] Figure 2 is a flowchart of a vehicle parameter adjustment method provided by an embodiment of the present application.

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

[0024] Figure 4 is a schematic diagram of a vehicle parameter adjustment device provided by an embodiment of the present application.

[0025] Figure 5 is a structural schematic diagram of a server provided by an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to make the objects, technical solutions and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the drawings.

[0027] It should be noted that the terms "first", "second", and the like in the present application are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the terms used in this way 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 embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, 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 is a schematic diagram of an implementation environment provided by an embodiment of the present application. As Figure 1 shown, the implementation environment can include a vehicle 101 and a vehicle control system 102, the vehicle control system 102 being configured to control the vehicle 101 to perform corresponding operations, the vehicle control system 102 can be located in the vehicle 101, for example, the vehicle control system 102 is a vehicle terminal; the vehicle control system 102 can 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 a server independently, or the vehicle control system 102 can also be a server cluster composed of multiple servers respectively implementing different functions, or the vehicle control system 102 can also be a cloud computing center.

[0030] The vehicle 101 can be a vehicle with a three-gear hybrid dedicated gearbox, which uses multiple gears (usually three) to achieve different transmission ratios by integrating the power of an integrated starter and generator (ISG), a front drive motor (TMF) and an engine, so that the vehicle outputs different torques in different driving modes, and different torques are used to control the movement of the vehicle.

[0031] The vehicle 101 can also have a communication function, and the vehicle 101 can be provided with a communication module supporting wireless communication technology or wired communication technology, and the vehicle 101 can interact with the vehicle control system 102 through the communication module.

[0032] Based on the above Figure 1 The embodiment of the present application provides a vehicle parameter adjustment method. As Figure 2 The method can include steps 201 to 204.

[0033] In step 201, the wheel end demand torque of the vehicle is determined based on at least one of the driving mode, the driving parameter or the system request of the vehicle.

[0034] In the exemplary embodiment of the present application, the vehicle is taken as an example of a vehicle with a three-gear hybrid dedicated gearbox. The wheel end demand torque refers to the torque that the driving wheel theoretically needs to transmit from the power system (engine / motor) to the wheel to overcome the driving resistance, achieve acceleration or maintain a certain driving state during vehicle driving. The wheel end demand torque is the target value that the vehicle control system needs to achieve, and reflects the driver's intention and vehicle driving demand. In different driving modes, the wheel end demand torque of the vehicle can be determined in different ways.

[0035] After the vehicle is started, the driver can select a driving mode through the center console, steering wheel or touch screen, etc. The driving mode can include a manual driving mode and an assisted driving mode, wherein 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 parameter comprises at least one of the vehicle speed, the gear position or the accelerator pedal opening degree, the pedal torque and the creep torque of the vehicle are determined based on the vehicle speed, the gear position and the accelerator pedal opening degree of the vehicle, and the wheel end required torque of the vehicle is determined based on the pedal torque and the creep torque.

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

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

[0039] The pedal torque can be calculated according to the accelerator pedal opening degree, the current vehicle speed and the gear position, by using the dynamics model of the vehicle and the engine characteristic curve. The creep torque can be determined according to the vehicle speed and the gear position, for example, when the vehicle speed is lower than a speed threshold (such as 3 km / h) and the accelerator opening degree 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 friction coefficient.

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

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

[0042] Exemplarily, in a case that the vehicle is in an assisted driving mode, the wheel end required torque can be a cruising torque, wherein the cruising torque is used to overcome a running resistance and maintain a target vehicle speed, and the cruising torque is a driving wheel end required torque determined according to a vehicle speed of the vehicle and a running environment parameter when the vehicle is in a cruising state.

[0043] In a case that deceleration is detected by pressing a brake switch, a brake energy recovery torque can be generated. The brake energy recovery torque is a negative torque for converting kinetic energy into electrical energy by generating electricity through the motor and storing the electrical energy to the battery system when the vehicle is decelerating, and the brake energy recovery torque is a braking torque determined according to at least one of a vehicle parameter or a running parameter of the vehicle. In a case of deceleration running, the wheel end required torque can be the brake energy recovery torque.

[0044] The embodiments of the present application can improve the accuracy of the determined wheel end required torque by determining the wheel end required torque of the vehicle based on the running parameter or the request of the cruising torque when the vehicle is in different driving modes (manual driving mode, assisted driving mode).

[0045] In the exemplary embodiments of the present application, a hybrid control unit (HCU) is used as a control center of the hybrid power system to control the vehicle, for example, the HCU can control the operation of power components such as the engine, the motor, the battery, etc.; wherein the HCU uses an electronic gas system (EGAS) three-layer architecture to control the vehicle, the EGAS three-layer architecture includes a functional layer (L1), a monitoring layer (L2), and a controller monitoring layer (L3), wherein the functional layer can generate a wheel end required torque, and the monitoring layer can verify the wheel end required torque generated by the functional layer to determine a final wheel end required torque.

[0046] The process of determining the final wheel end required torque can include: determining a first wheel end required torque of the functional layer of the vehicle based on at least one of a driving mode, a running parameter, or a system request of the vehicle; determining a second wheel end required torque of the monitoring layer by using the first wheel end required torque of the functional layer, a safety limit parameter of the vehicle, and a management parameter of the vehicle; in a case that the first wheel end required torque of the functional layer is within a reference range, taking the first wheel end required torque of the functional layer as the wheel end required torque; or in a case that the first wheel end required torque of the functional layer is outside the reference range, taking the second wheel end required torque of the monitoring layer as the wheel end required torque.

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

[0048] For example, when the wheel end actual torque is positive, the first wheel end demand torque of the function layer is less than the second wheel end demand torque of the monitoring layer, i.e., the difference between the first wheel end demand torque of the function layer and the second wheel end demand torque of the monitoring layer is less than 0; when the wheel end actual torque is negative, the first wheel end demand torque of the function layer is greater than the second wheel end demand torque of the monitoring layer, i.e., the difference between the first wheel end demand torque of the function layer and the second wheel end demand torque of the monitoring layer is greater than 0. Whether the first wheel end demand torque of the function layer is within the reasonable range (reference range) is determined by the sign of the first wheel end demand torque of the function layer and the difference between the first wheel end demand torque of the function layer and the second wheel end demand torque of the monitoring layer.

[0049] If the first wheel end demand torque of the function layer is within the reasonable range (reference range), the first wheel end demand torque of the function layer can be used as the final wheel end demand torque; if the first wheel end demand torque of the function layer is outside the reasonable range (reference range), the second 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 wheel end demand torque of the monitoring layer to verify the first wheel end demand torque of the function layer, determines the wheel end demand torque through the first wheel end demand torque of the function layer and the reference range, and determines the first wheel end demand torque within the safety range, thereby ensuring the safety and stability of the vehicle during driving.

[0051] Optionally, in the process of verifying the first wheel end demand torque of the function layer by the second wheel end demand torque of the monitoring layer, it is necessary to determine whether the driving parameters corresponding to the calculation of the first wheel end demand torque of the function layer, such as the throttle pedal opening, the vehicle speed, the gear and the like, meet the requirements of ASIL C. If the driving parameters meet the requirements of ASIL C, the second wheel 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 degraded, and the second wheel end demand torque of the monitoring layer is determined by using the degraded driving parameters.

[0052] In the process of calculating the second wheel end demand torque of the vehicle, the ASIL C verification is performed on the driving parameters to ensure the reliability of the driving parameters (such as the brake pedal and the throttle opening) and prevent dangerous torque output due to sensor failure; when the driving parameters do not meet ASIL C, the degradation processing is performed to avoid HCU failure and ensure the basic safety function of the vehicle.

[0053] In step 202, the driving mode is determined based on the vehicle parameters of the vehicle, and the wheel end actual torque of the vehicle is determined by using the driving mode and the vehicle parameters. The vehicle parameters include at least one of the actual torque of the clutch, the speed of the engine, 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 reverse drag torque.

[0054] In the exemplary embodiments of the present application, after the wheel end demand torque is determined, the wheel end actual torque can also be determined. The wheel end actual torque refers to the torque value actually transmitted by the power system of the vehicle to the driving wheel. After the engine / motor output torque is transmitted through the transmission system (transmission, transmission shaft, etc.), the torque finally acts on the wheel. The calculation of the wheel end actual torque of the vehicle needs to combine the driving mode and the vehicle parameters, wherein the vehicle parameters include but are not limited to the actual torque of the clutch, the speed of the engine, 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 reverse drag torque.

[0055] Wherein, the actual torque of the clutch is the torque transmitted by the clutch (i.e. the torque between the engine and the transmission); the actual speed of the engine 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 actual gear ratio of TMF corresponds to the speed ratio, which can also be referred to as the transmission ratio under the current gear of 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 driving or energy recovery; the engine reverse drag torque is the torque generated by the engine when it is driven to rotate by external force under certain conditions. For example, when the vehicle moves due to inertia or downhill, the wheels may drag the engine to rotate through the transmission system, at which time the engine is actually passive and in a state of being dragged. In this case, the engine may have certain resistance, or it may generate a negative torque, i.e. a reverse drag torque, due to internal friction, compression stroke, etc.

[0056] Optionally, before the monitoring layer calculates the second wheel end actual torque, it can be determined whether the levels of all the acquired vehicle parameters meet the level requirements. For example, the actual torque of TMF, the actual torque of ISG, the actual torque of the clutch, etc. signals need to meet the level requirements of ASIL C, while the actual torque of the engine and the actual speed of the engine 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 the exemplary embodiments of the present application, the vehicle parameters acquired by the monitoring layer need to be stored in a safe interval and cannot be tampered with by low ASIL level parameters, to ensure the integrity and security of the monitoring layer data, prevent low safety level parameters from interfering with or damaging critical 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 memory area of the monitoring layer variables can be set as read-only or only allowed to be accessed by specific high ASIL level programs by using the hardware MPU, thereby preventing tampering by low ASIL level parameters.

[0059] In another embodiment, the monitoring layer variable can be stored in duplicate by variable dual storage mode, one as main storage and the other as backup storage. During system operation, the consistency of the data stored in the two storages is checked regularly. If the data is found to be inconsistent, it indicates that there may be tampering, at which time appropriate measures can be taken, such as using backup data to restore main storage data, to ensure the security and reliability of the variable.

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

[0061] Case one, in the case where 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 TMF driving mode or first recovery mode, and the actual wheel end torque is determined based on the actual torque of TMF and the speed ratio corresponding to the actual gear position of TMF.

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

[0063] That is, when the first clutch torque T1 < 5 Nm and / or the second clutch torque T2 < 5 Nm, the driving mode of the vehicle is TMF driving mode or first recovery mode, and the first recovery mode refers to energy recovery mode. At this time, the actual wheel end torque (T 实际 ) is the product of the actual torque (T TMF ) of TMF and the speed ratio (G TMF ) corresponding to the actual gear position of TMF, i.e. 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 shown in Figure 3 , the first clutch C1 and the second clutch C2 are used to control the connection between the electric motor and the transmission, and by controlling the first clutch C1 and the second clutch C2, the gear position of the vehicle can be controlled.

[0065] In the case that the first clutch torque is greater than or equal to the first clutch torque threshold value and / or the second clutch torque is greater than or equal to the second clutch torque threshold value, and the third clutch torque is less than the third clutch torque threshold value, the driving mode is determined based on the actual torque of the ISG, so that the wheel end actual torque of the vehicle is calculated based on the driving mode determined based on the actual torque of the ISG.

[0066] Exemplarily, the third clutch can be used to control the start and stop of the engine. In combination with Figure 3 , the third clutch C3 is closed, and the transmitter is started; the third clutch C3 is opened, and the transmitter is stopped. The third clutch torque threshold value can be the same as or different from the first clutch torque threshold value or the second clutch torque threshold value, and the third clutch torque threshold value can be set based on the actual situation of the vehicle. For example, the third clutch torque threshold value can be set to 5 Nm (Newton meter). That is, in the case that the first clutch torque T1≥5 Nm and / or the second clutch torque T2≥5 Nm, and the third clutch torque T3<5 Nm, the driving mode of the vehicle is determined based on the actual torque of the ISG. The wheel end actual torque of the vehicle is calculated based on the driving mode determined based on the actual torque of the ISG, which includes case two and case three.

[0067] In case two, in the case that the actual torque of the ISG is greater than or equal to the ISG torque threshold value, the driving mode is the ISG driving mode, and the process of determining the wheel end actual torque of the vehicle based on the driving mode and the vehicle parameters includes: determining a basic 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 absolute value of the actual torque of the ISG and the product of the minimum value of the first clutch torque and the speed 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 product of the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch as the second auxiliary torque; and determining the sum of the basic torque, the first auxiliary torque and the second auxiliary torque as the wheel end actual torque of the vehicle.

[0068] Exemplarily, the ISG torque threshold value can be 0. In the case that the actual torque of the ISG≥0, the driving mode is the ISG driving mode. At this time, the basic torque is T TMF ×G TMF , T TMF is the actual torque of the TMF, G TMF is the speed ratio corresponding to the actual gear of the TMF. The minimum value between the absolute value of the actual torque T ISG of the ISG and the first clutch torque T1 is determined, and then the product of the minimum value between the absolute value of the actual torque T ISG of the ISG and the first clutch torque T1 and the speed ratio G1 corresponding to the first clutch is calculated to obtain the first auxiliary torque, that is, min(|T ISGmin(|T, T1) x G1, wherein, min() is the minimum function, || is the absolute value function, T ISG T1 is the first clutch torque, and G1 is the speed ratio corresponding to the first clutch. The actual torque T ISG of the ISG is determined, and the minimum value between the absolute value of the actual torque T ISG of the ISG and the second clutch torque T2 is calculated, and then the product of the minimum value and the speed ratio G2 corresponding to the second clutch is calculated to obtain the second auxiliary torque, that is, min(|T ISG |, T2) x G2, T2 is the second clutch torque, and G2 is the speed ratio corresponding to the second clutch. Then the actual torque (T 实际 ) at the wheel end is calculated, wherein the actual torque (T 实际 ) at the wheel end is the sum of the base torque, the first auxiliary torque and the second auxiliary torque, that is, T 实际 = T TMF x G TMF + min(|T ISG |, T1) x G1 + min(|T ISG |, T2) x G2. It should be noted that the ISG torque threshold in the present application is an exemplary description, which can be set based on the actual situation of the vehicle, and the present application does not limit it.

[0069] In case three, when the actual torque of the ISG is less than the ISG torque threshold, the driving mode is the ISG torque recovery mode, and the process of determining the actual torque at the wheel end of the vehicle based on the driving mode and the 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 of 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 of 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 torque at the wheel end of the vehicle.

[0070] It should be noted that the process of calculating the base torque, the first auxiliary torque and the second auxiliary torque has been described in case two, and the relevant description in case two can be referred to, which will not be repeated here. That is, the actual torque T 实际 at the wheel end of the vehicle satisfies: T 实际 = T TMF x G TMF - min(|T ISG |, T1) x G1 - min(|T ISG |, T2) x G2.

[0071] In the exemplary embodiments 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 rotational speed of the engine and the actual torque of the engine. In the case that the first clutch torque is greater than or equal to the first clutch torque threshold value and / or the second clutch torque is greater than or equal to the second clutch torque threshold value, the third clutch torque is greater than or equal to the third clutch torque threshold value, the rotational speed of the engine is less than the rotational speed threshold value and the actual torque of the engine is less than the engine torque threshold value, 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 rotational speed threshold value can be set as 700 rpm (revolutions per minute) and the engine torque threshold value can be set as 0 Nm. That is, in the case that the first clutch torque T1≥ 5 Nm and / or the second clutch torque T2≥ 5 Nm, the third clutch torque T3≥ 5 Nm, the rotational speed of the engine < 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 starting inertia of the engine and the third clutch torque, wherein the starting inertia of the engine refers to the inertial resistance torque that needs to be overcome by the engine during the starting process, reflecting the size of the inertia that needs to be overcome by the engine from the static state to the running state. 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 wheel-end torque of the vehicle, including case four and case five.

[0073] In case four, in the case that 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 value, the vehicle is in the ISG driving mode and the engine mode. The process of determining the actual wheel-end torque of the vehicle by using the driving mode and the vehicle parameters includes: determining a basic 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 a first absolute value of the difference between the actual torque of the ISG and the minimum value of the reverse drag torque of the engine and the third clutch torque, and determining the product of the minimum value of the first clutch torque and the speed ratio corresponding to the first clutch as a third auxiliary torque; determining the product of the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch as a fourth auxiliary torque; 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 value can be 0, that is, in the case that the first clutch torque T1≥ 5 Nm and / or the second clutch torque T2≥ 5 Nm, the third clutch torque T3≥ 5 Nm, the rotational speed of the engine < 700 rpm, the actual torque of the engine < 0 Nm and the actual torque of the ISG T ISGmin (I, T3) ≥ 0, the vehicle is in ISG drive vehicle and engine mode, i.e. ISG drives the vehicle and starts the engine at the same time. At this time, the base torque is T TMF × G TMF , T TMF is the actual torque of TMF, G TMF is the speed ratio corresponding to the actual gear of TMF. Then the first absolute value of the difference between the actual torque T ISG of ISG and the minimum value of the reverse drag torque T DS of engine and the third clutch torque T3 is determined, i.e. |T ISG -min (T DS , T3)|, and then the minimum value between the first absolute value and the first clutch torque T1 is determined, and the product of the minimum value and the speed ratio G1 corresponding to the first clutch is determined as the third auxiliary torque, i.e. min(|T ISG -min (T DS , T3)|, T1) × G1; similarly, the fourth auxiliary torque is min(|T ISG -min (T DS , T3)|, T2) × G2. The actual torque (T 实际 ) at the wheel end is the sum of the base torque, the third auxiliary torque and the fourth auxiliary torque, i.e. T 实际 = T TMF × G TMF + min(|T ISG -min (T DS , T3)|, T1) × G1+ min(|T ISG -min (T DS , T3)|, T2) × G2.

[0075] In case five, when the difference between the actual torque of ISG and the minimum value of the starting inertia of engine and the third clutch torque is less than the first threshold value, the vehicle is in ISG recovery and engine starting mode. The process of determining the actual torque at the wheel end of the vehicle based on the driving mode and the vehicle parameters comprises: determining the base torque based on the product of the actual torque of TMF and the speed ratio corresponding to the actual gear of TMF; determining the first absolute value of the difference between the actual torque of ISG and the minimum value of the reverse drag torque of engine and the third clutch torque, and determining the product of the minimum value of the first absolute value and the first clutch torque and the speed ratio corresponding to the first clutch as the third auxiliary torque; determining the product of the minimum value of the first absolute value and the second clutch torque and the speed ratio corresponding to the second clutch as the fourth auxiliary torque; determining 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.

[0076] For example, in the case that the first clutch torque T1≥5 Nm and / or the second clutch torque T2≥5 Nm, the third clutch torque T3≥5 Nm, the engine speed <700 rpm, the actual torque of the engine <0 Nm and the actual torque of the ISG T ISG In the case that -min (the starting inertia of the engine I, the third clutch torque T3) <0, the vehicle is in the ISG recovery and engine starting mode, i.e. the ISG recovers the wheel end torque while starting the engine. The wheel end actual torque (T 实际 ) is the difference between the base torque, the third auxiliary torque and the fourth auxiliary torque. The calculation process of the base torque, the third auxiliary torque and the fourth auxiliary torque has been described in case four, and reference can be made to the relevant description in case four, which will not be described here. That is, the wheel end actual torque T 实际 TMF TMF -min(|T ISG -min(T DS , T3)|, T1) x G1 -min(|T ISG -min(T DS , T3)|, T2) x G2.

[0077] In the exemplary embodiments of the present application, in the case that 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.

[0078] For example, the engine torque threshold can be set to 0 Nm. That is, in the case that the first clutch torque T1≥5 Nm and / or the second clutch torque T2≥5 Nm, the third clutch torque T3≥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 third clutch torque. The driving mode determined based on the actual torque of the ISG, the actual torque of the engine and the third clutch torque calculates the wheel end actual torque of the vehicle, including case six and case seven.

[0079] ​​Scenario 6: When the difference between the minimum of the actual torque of the ISG, 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 ISG drive mode, and the engine is in idling mode. The process of determining the actual wheel-end torque of the vehicle using the drive 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; determining the second absolute value of the difference between the actual torque of the ISG, the minimum of the actual torque of the engine, and the torque of the third clutch; determining the fifth auxiliary torque by multiplying the second absolute value by the minimum 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 minimum 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 the sum of the base torque, the fifth auxiliary torque, and the sixth auxiliary torque.

[0080] For example, the second threshold can be 0, that is, when the torque of the first clutch T1 ≥ 5 Nm and / or the torque of the second clutch T2 ≥ 5 Nm, the torque of the third clutch T3 ≥ 5 Nm, the engine speed is < 700 rpm, the actual torque of the engine is < 0 Nm and the actual torque of the ISG is T ISG When -min(engine starting inertia I, third clutch torque T3) ≥ 0, the vehicle is in ISG drive mode with the engine idling, meaning the ISG drives the vehicle while simultaneously dragging the engine idle. At this time, the base torque is T. TMF ×G TMF T TMF For the actual torque of TMF, G TMF This refers to the actual gear ratio corresponding to the TMF. Then, determine the actual torque T of the ISG. ISG With the engine's actual torque T f The second absolute value of the difference between the minimum value of the third clutch torque T3 and |T ISG -min(T f Then, determine the product of the minimum value between the second absolute value and the first clutch torque T1 and the speed ratio G1 corresponding to the first clutch to obtain the fifth auxiliary torque, i.e., min(|T3)|. ISG -min(T f Similarly, the sixth auxiliary torque can be obtained, i.e., min(|T3)|, T1)×G1; ISG -min(T f T3)|, T2)×G2. Actual wheel end torque (T) 实际 The sum of the base torque, the fifth auxiliary torque, and the sixth auxiliary torque, i.e., T 实际 =T TMF ×G TMF +min(|T ISG -min(Tf min(|T ISG -min(T f , T3) |, T1) x G1 + min(|T ISG -min(T f , T3) |, T2) x G2.

[0081] In case seven, when the difference between the actual torque of the ISG and the minimum of the actual torque of the engine and the third clutch torque is less than the second threshold value, the vehicle is in the ISG recovery and the engine idling mode. The process of determining the actual wheel end torque of the vehicle using the driving mode and the vehicle parameters comprises: determining a basic 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 a second absolute value of the difference between the actual torque of the ISG and the minimum of the actual torque of the engine and the third clutch torque, and determining the minimum of the first clutch torque and the product of the speed ratio corresponding to the first clutch as a fifth auxiliary torque; determining the minimum of the second clutch torque and the product of the speed ratio corresponding to the second clutch as a sixth auxiliary torque; and determining the difference between the basic torque and the fifth auxiliary torque and the sixth auxiliary torque as the actual wheel end torque of the vehicle.

[0082] For example, when the actual torque T ISG of the ISG is greater than the minimum of the actual torque T f of the engine and the third clutch torque T3, the vehicle is in the ISG driving and the engine idling 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. The calculation process of the basic torque, the fifth auxiliary torque and the sixth auxiliary torque has been described in case six, and the relevant description in case six can be referred to, which will not be described here. That is, the actual wheel end torque of the vehicle is T 实际 = T TMF x G TMF -min(|T ISG -min(T f , T3) |, T1) x G1 - min(|T ISG -min(T f , T3) |, T2) x G2.

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

[0084] Exemplarily, the engine torque threshold value can be set as 0 Nm. That is, in the case that the first clutch torque T1≥5 Nm and / or the second clutch torque T2≥5 Nm, the third clutch torque T3≥5 Nm, the engine speed ≥700 rpm, and the actual torque of the engine ≥0 Nm, the drive mode of the vehicle is determined according to the gear of the vehicle, the actual torque of the ISG, the actual torque of the engine, and the third clutch torque. The wheel end actual torque of the vehicle is calculated based on the drive mode determined according to the gear of the vehicle. The drive mode includes cases eight to ten.

[0085] In case eight, in the case that the gear is a forward gear, and 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 the second threshold value, the drive mode of the vehicle is the engine and ISG drive mode, or the engine drive mode. The process of determining the wheel end actual torque of the vehicle according to the drive mode and the vehicle parameters includes: determining a basic 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 a third absolute value of the sum of the actual torque of the ISG and the minimum value of the actual torque of the engine and the third clutch torque, and determining a seventh auxiliary torque as the product of the third absolute value and the speed ratio corresponding to the second clutch; determining an eighth auxiliary torque as the product of the minimum value of the third absolute value and the second clutch torque and the speed ratio corresponding to the second clutch; and determining the wheel end actual torque of the vehicle as the sum of the basic torque, the seventh auxiliary torque, and the eighth auxiliary torque.

[0086] For example, in the case that the gear of the vehicle is a forward gear, i.e., D gear, the actual torque of the ISG T ISG -min(actual torque of the engine T f , third clutch torque T3)≥0, the vehicle is in the engine drive and ISG drive mode, i.e., both the engine and the ISG drive the vehicle, or the actual torque of the engine drives the wheel end while generating electricity for the ISG. 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 speed ratio corresponding to the actual gear of the TMF. Then, a third absolute value |T ISG +min(T f , T3)| of the sum of the actual torque of the ISG T ISG and the minimum value of the actual torque of the engine T f and the third clutch torque T3 is determined, and the product of the minimum value of the third absolute value and the first clutch torque T1 and the speed ratio G1 corresponding to the first clutch is determined to obtain a seventh auxiliary torque, i.e., min(|T ISG +min(T f, T1) x G1; and the eighth auxiliary torque is min(|T ISG + min(T f , T3) |, T2) x G2. The actual torque (T 实际 ) at the wheel end is the sum of the base torque, the seventh auxiliary torque, and the eighth auxiliary torque, i.e., T 实际 = T TMF x G TMF + min(|T ISG + min(T f , T3) |, T1) x G1 + min(|T ISG + min(T f , T3) |, T2) x G2.

[0087] In case nine, in the situation that the gear is a 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 less than the third threshold value, the vehicle is in the engine generating, ISG recovering mode. The process of determining the actual torque at the wheel end of the vehicle using the driving mode and the 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 third clutch torque, and determining the product of the third absolute value and the speed ratio corresponding to the second clutch as the seventh auxiliary torque; determining the eighth auxiliary torque as the product of the third absolute value and the speed ratio corresponding to the minimum value among the second clutch torque; and determining the difference between the base torque and 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 value can be 0, in the situation that the gear of the vehicle is a forward gear, i.e., D gear, and the actual torque T ISG of the ISG is less than the minimum value among the actual torque T f of the engine and the third clutch torque T3, i.e., T ISG - min(T f , T3) < 0, the vehicle is in the engine generating, ISG recovering mode, i.e., the engine torque is completely used for ISG power generation, and the ISG recovers the torque at the wheel end. The actual torque (T 实际 ) at the wheel end is the difference between the base torque, the seventh auxiliary torque, and the eighth auxiliary torque. The calculation process of the base torque, the seventh auxiliary torque, and the eighth auxiliary torque has been described in case eight, and the relevant description in case eight can be referred to, and will not be described here. That is, the actual torque at the wheel end of the vehicle, i.e., T 实际 = T TMF x G TMF - min(|T ISG + min(T f , T3) |, T1) x G1 - min(|T ISG + min(T fT3) x G2.

[0089] In case ten, 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 wheel end torque of the vehicle is the same as that in case eight.

[0090] For example, when the gear of the vehicle is in the reverse gear, i.e., R gear, the vehicle is in the hybrid drive and recovery mode, i.e., the drive torque and the recovery torque of the vehicle are of the same sign. In case ten, the calculation process of the actual wheel end torque of the vehicle is the same as that in case eight, and the relevant description in case eight can be referred to, and will not be repeated here.

[0091] The embodiments of the present application cover various vehicle operating conditions. By judging the actual torque of the clutch, the speed of the engine, the actual torque of the engine, and the gear, etc., the drive mode in different conditions can be accurately determined. According to the characteristics of different drive modes, the targeted torque calculation formula is used, and the torque contribution of each power source (such as TMF, ISG, engine) and the speed ratio of the transmission system are fully considered, which improves the accuracy of the determination of the actual wheel end torque, and helps the vehicle to realize more accurate power control and more stable driving.

[0092] In step 203, the deviation value of the actual wheel end torque and the required wheel end torque is calculated, and the adjustment parameter of the vehicle is determined when the deviation value meets the adjustment condition.

[0093] In the exemplary embodiments of the present application, the required wheel end torque represents the target torque, and the actual wheel end torque represents the actual output torque. The two may differ due to the limitations of the vehicle control system or the influence of environmental factors. After the actual wheel end torque is determined, the monitoring layer can determine whether the vehicle meets the adjustment condition according to the deviation value of the total actual wheel end torque and the required wheel end torque.

[0094] For example, when the actual wheel end torque is positive, and the deviation value of the actual wheel end torque and the required wheel end torque is greater than or equal to the first wheel end torque threshold, or when the actual wheel end torque is negative, and the deviation value of the actual wheel end torque and the required wheel end torque 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 the driving parameters, and 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 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 value, which is positive, it is determined that the vehicle is in unintended acceleration, and the monitoring layer generates an unintended excessive acceleration fault. 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 less than or equal to a second wheel end torque threshold value, which is negative, it is determined that the vehicle is in unintended deceleration, and the monitoring layer generates an unintended excessive deceleration fault. It should be noted that the first wheel end torque threshold value and the second wheel end torque threshold value can be set based on the actual situation of the vehicle, and the present application does not limit this.

[0096] In the case that the monitoring layer generates an unintended 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 the driving parameters. The adjustment parameter is used to adjust the vehicle operating state so that the actual wheel end torque tends to approach the required wheel end torque. 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 embodiments of the present application, after the adjustment parameter is determined, the vehicle control system sends these parameters to the corresponding execution mechanism, such as the engine control unit (ECU), the ISG control unit, the TMF control unit, and the transmission control unit, etc. The execution mechanism adjusts the torque output of the engine, the ISG, and the TMF, and the gear of the transmission according to the received adjustment parameter, so as to change the actual wheel end torque.

[0099] For example, the adjustment parameter controls the vehicle to enter a safe state. For example, the required torque of the engine, the required torque of the ISG, and the required torque of the TMF in the adjustment parameter can be 0 Nm, and the required gear is neutral. That is, 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] The present application determines the driving mode of the vehicle through the vehicle parameters, calculates the actual wheel end torque of the vehicle in different driving modes by using multiple vehicle parameters, and improves the accuracy of the determined actual wheel end torque. In the case that the deviation value between the actual wheel end torque of the vehicle and the required wheel end torque meets the adjustment condition, the adjustment parameter of the vehicle can be determined, and the vehicle is controlled by using the adjustment parameter, thereby improving the stability and safety of the vehicle.

[0101] In the exemplary embodiments of the present application, the controller monitoring layer L3 can also monitor the state of the monitoring layer L2 to ensure the reliability 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 a fault or anomaly is found in the monitoring layer L2, the controller monitoring layer L3 can take appropriate measures, such as restarting the monitoring layer L2 program, switching to a backup 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, which may be subject to interference or attack during data transmission, resulting in data loss, tampering, etc. E2E data protection can effectively ensure the integrity and authenticity of the data, ensuring that the receiving party can receive accurate data. The transmitted data can include, but is not limited to, vehicle driving parameters, vehicle parameters, and adjustment parameters.

[0103] For example, E2E data protection can use encryption and verification. When sending data, the data is encrypted, an encrypted data packet is generated, and a verification code is added. The receiving party first verifies the verification code after receiving the data, and if the verification code is correct, it means that the data has not been error during transmission; then the encrypted data packet is decrypted to obtain the original data. In this way, data tampering or forgery during transmission can be effectively prevented, ensuring the safety and reliability of communication between vehicle control units.

[0104] The present application also provides a vehicle torque control device. Figure 4 is a schematic diagram of a vehicle parameter adjustment device provided by an embodiment of the present application, as shown in Figure 4 The device comprises:

[0105] The determination module 401 is configured to determine the wheel end required torque of the vehicle based on at least one of the driving mode, the driving parameter, or the system request of the vehicle;

[0106] The determination module 401 is further configured to determine the driving mode based on the vehicle parameter of the vehicle, and determine the wheel end actual torque of the vehicle by using the driving mode and the vehicle parameter, wherein the vehicle parameter comprises at least one of the actual torque of the clutch, the speed of the engine, 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 reverse drag torque;

[0107] The determination module 401 is further configured to calculate a deviation value of the wheel end actual torque and the wheel end required torque, and determine the adjustment parameter of the vehicle in a case where the deviation value meets an adjustment condition.

[0108] The adjusting module 402 is configured to adjust the vehicle based on the adjusting parameter.

[0109] In a possible implementation, the vehicle parameter includes actual torque of the clutch, the actual torque of the clutch includes first clutch torque and second clutch torque, the determining module 401 is configured to determine that the driving mode is the TMF driving mode or the first recovery mode when the first clutch torque is less than a first clutch torque threshold and the second clutch torque is less than a second clutch torque threshold, and determine the wheel end actual 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 parameter includes actual torque of the clutch, the actual torque of the clutch includes first clutch torque, second clutch torque and third clutch torque, the determining module 401 is configured to determine the driving mode based on the actual torque of the ISG when the first clutch torque is greater than or equal to a first clutch torque threshold and / or the second clutch torque is greater than or equal to a second clutch torque threshold and the third clutch torque is less than a third clutch torque threshold.

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

[0112] In a possible implementation, the determining module 401 is configured to determine a basic torque based on a product of the actual torque of the TMF and the speed ratio corresponding to the actual gear of the TMF, determine a first auxiliary torque as a product of an absolute value of the actual torque of the ISG and a product of a minimum value of the first clutch torque and the speed ratio corresponding to the first clutch, and determine a second auxiliary torque as a product of the absolute value of the actual torque of the ISG and a product of a minimum value of the second clutch torque and the speed ratio corresponding to the second clutch, determine the wheel end actual torque of the vehicle as a sum of the basic torque, the first auxiliary torque and the second auxiliary torque when the driving mode is the ISG driving mode, and determine the wheel end actual torque of the vehicle as a difference between the basic torque, the first auxiliary torque and the second auxiliary torque when the driving mode is the ISG torque recovery mode.

[0113] In a possible implementation, the vehicle parameters include actual torques of the clutches, the actual torques of the clutches include a first clutch torque, a second clutch torque and a third clutch torque, and the determining module 401 is configured to determine, in a case where the first clutch torque is greater than or equal to a first clutch torque threshold, the second clutch torque is greater than or equal to a second clutch torque threshold, the third clutch torque is greater than or equal to a third clutch torque threshold, the engine speed is less than a speed threshold, and the actual torque of the engine is less than an engine torque threshold, the driving mode based on the actual torque of the ISG, the start inertia of the engine, and the third clutch torque.

[0114] In a possible implementation, in a case where a difference between the actual torque of the ISG and a minimum value of the start 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; and in a case where the difference between the actual torque of the ISG and the minimum value of the start 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 start mode.

[0115] In a possible implementation, the determining module 401 is configured to determine a basic torque based on a product of the actual torque of the TMF and a speed ratio corresponding to the actual gear of the TMF, determine a first absolute value of a difference between the actual torque of the ISG and a minimum value of the reverse drag torque of the engine and the third clutch torque, determine a third auxiliary torque by taking a product of the minimum value of the first clutch torque and the speed ratio corresponding to the first clutch as the first absolute value, determine a fourth auxiliary torque by taking a product of the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch as the first absolute value, and in a case where the driving mode is the ISG driving vehicle and engine mode, determine a sum of the basic torque, the third auxiliary torque and the fourth auxiliary torque as the actual wheel end torque of the vehicle, and in a case where the driving mode is the ISG recovery and engine start mode, determine a difference between the basic torque, the third auxiliary torque and the fourth auxiliary torque as the actual wheel end torque of the vehicle.

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

[0117] In a possible implementation, in a case where 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 the second threshold value, the driving mode of the vehicle is ISG driving and the engine idling mode; in a case where 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 less than the second threshold value, the driving mode of the vehicle is ISG recovery and the engine idling mode.

[0118] In a possible implementation, the determining module 401 is configured to determine a basic torque based on a product of the actual torque of the TMF and a speed ratio corresponding to the actual gear of the TMF; determine a second absolute value of a difference between the actual torque of the ISG and the minimum value of the actual torque of the engine and the third clutch torque; determine a fifth auxiliary torque as a product of the minimum value of the first clutch torque and the speed ratio corresponding to the first clutch; determine a sixth auxiliary torque as a product of the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch; in a case where the driving mode is ISG driving and the engine idling mode, determine a sum of the basic torque, the fifth auxiliary torque and the sixth auxiliary torque as the actual wheel-end torque of the vehicle; in a case where the driving mode is ISG recovery and the engine idling mode, determine a difference between the basic torque and the fifth auxiliary torque and the sixth auxiliary torque as the actual wheel-end torque 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 the first clutch torque, the second clutch torque and the third clutch torque, and the determining module 401 is configured to determine the driving mode of the vehicle based on at least one of the gear of the vehicle, the actual torque of the ISG, the actual torque of the engine and the third clutch torque, in a case where the first clutch torque is greater than or equal to the first clutch torque threshold value, the second clutch torque is greater than or equal to the second clutch torque threshold value, the third clutch torque is greater than or equal to the third clutch torque threshold value, the engine speed is greater than or equal to the speed threshold value and the actual torque of the engine is greater than or equal to the engine torque threshold value.

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

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

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

[0123] In a possible implementation, the driving parameter includes at least one of a vehicle speed, a gear or an accelerator pedal opening degree; the system request includes a request of a cruise torque; and the determining module 401 is configured to, in a case where the driving mode is a manual driving mode, determine a pedal torque and a crawling torque of the vehicle based on the vehicle speed, the gear and the accelerator pedal opening degree of the vehicle, and determine the wheel end demand torque of the vehicle based on the pedal torque and the crawling torque; or

[0124] In a case where the driving mode is an auxiliary driving mode, the wheel end demand torque of the vehicle is determined based on the request of the cruise torque, and the cruise torque is a driving wheel end demand torque determined according to the vehicle speed and a driving environment parameter when the vehicle is in a cruise state.

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

[0126] The vehicle torque control device of the embodiments of the present application determines the driving mode of the vehicle based on the vehicle parameter, calculates the wheel end actual torque of the vehicle in different driving modes by using a plurality of vehicle parameters, and improves the accuracy of the determined wheel end actual torque. In a case where 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, thereby improving the stability and safety of the vehicle.

[0127] It should be understood that the apparatus provided by the above embodiments is only taken as an example in terms of the division of the functional modules, and in actual applications, the above functions can be completed by different functional modules according to requirements, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the above-described functions. In addition, the apparatus and method embodiments provided by the above embodiments belong to the same concept, and the specific implementation process is described in the method embodiments, which will not be described here.

[0128] Figure 5 The server 500 provided by the embodiments of the present application can have great differences due to different configurations or performances, and can include one or more processors 501 and one or more memories 502, wherein the one or more memories 502 store at least one program code, 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 by each method embodiment. Of course, the server 500 can also have a wired or wireless network interface, a keyboard, and an input and output interface, and other components for realizing the functions of the apparatus, which will not be described here.

[0129] In the exemplary embodiments, a computer readable storage medium is also provided, and the storage medium stores at least one program code, 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 computer readable storage medium can 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 the example embodiments, a computer program or a computer program product is also provided, which stores at least one computer instruction loaded and executed by a processor to enable a computer to implement any 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 the present application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data need to comply with relevant laws, regulations and standards of relevant countries and regions. For example, the driving parameters, vehicle parameters and adjustment parameters involved in the present application are obtained under full authorization.

[0133] It should be understood that "multiple" referred to herein means two or more. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the three cases of A existing alone, A and B existing together, and B existing alone. The character " / " generally represents that the associated objects before and after it are in an "or" relationship.

[0134] The above only describes the example embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method of adjusting a vehicle parameter, characterized by, The method comprises: determining a wheel end required 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, the vehicle parameters comprising at least one of an actual torque of a clutch, a 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 an integrated starter generator ISG, and an engine reverse drag torque; calculating a deviation value of the wheel end actual torque and the wheel end required torque, and determining an adjustment parameter of the vehicle in a case where the deviation value meets an adjustment condition; adjusting the vehicle based on the adjustment parameter; wherein the vehicle parameters comprise an actual torque of the clutch, the actual torque of the clutch comprising a first clutch torque, a second clutch torque, and a third clutch torque, the first clutch and the second clutch being used to control gears of a vehicle transmission, and the third clutch being used to control starting and stopping of the engine, and the determining the driving mode based on the vehicle parameters of the vehicle comprises: determining the driving mode based on an actual torque of the ISG in a case where the first clutch torque is greater than or equal to a first clutch torque threshold value, and / or the second clutch torque is greater than or equal to a second clutch torque threshold value, and the third clutch torque is less than a third clutch torque threshold value; in a case where the actual torque of the ISG is greater than or equal to an ISG torque threshold value, the driving mode is an ISG driving mode; and in a case where the actual torque of the ISG is less than the ISG torque threshold value, the driving mode is an ISG torque recovery mode; wherein the determining the wheel end actual torque of the vehicle by using the driving mode and the vehicle parameters comprises: determining a base torque based on a product of the actual torque of the TMF and a speed ratio corresponding to the actual gear of the TMF; taking a product of an absolute value of the actual torque of the ISG and a minimum value of the first clutch torque and a speed ratio corresponding to the first clutch as a first auxiliary torque; taking a product of the absolute value of the actual torque of the ISG and a minimum value of the second clutch torque and a speed ratio corresponding to the second clutch as a second auxiliary torque; in a case where the driving mode is the ISG driving mode, determining a sum of the base torque, the first auxiliary torque, and the second auxiliary torque as the wheel end actual torque of the vehicle; and in a case where the driving mode is the ISG torque recovery mode, determining a difference between the base torque, the first auxiliary torque, and the second auxiliary torque as the wheel end actual torque of the vehicle.

2. The method of claim 1, wherein, the determining the driving mode based on the vehicle parameters of the vehicle, and the determining the wheel end actual torque of the vehicle by using the driving mode and the vehicle parameters comprise: In a case that the first clutch torque is less than the first clutch torque threshold value, the second clutch torque is less than the second clutch torque threshold value, the driving mode is a TMF driving mode or a first recovery mode, and the wheel end actual torque is determined based on the actual torque of the TMF and a speed ratio corresponding to an actual gear of the TMF.

3. The method of claim 1, wherein, The determining the driving mode based on the vehicle parameters of the vehicle comprises: In a case that the first clutch torque is greater than or equal to the first clutch torque threshold value and / or the second clutch torque is greater than or equal to the second clutch torque threshold value, the third clutch torque is greater than or equal to the third clutch torque threshold value, the rotational speed of the engine is less than the rotational speed threshold value, and the actual torque of the engine is less than the engine torque threshold value, the driving mode is determined based on the actual torque of the ISG, the start inertia of the engine, and the third clutch torque.

4. The method of claim 3, wherein, In a case that a difference between the actual torque of the ISG and the minimum value of the start inertia of the engine and the third clutch torque is greater than or equal to a first threshold value, the driving mode of the vehicle is an ISG driving vehicle and engine mode; In a case that the difference between the actual torque of the ISG and the minimum value of the start inertia of the engine and the third clutch torque is less than the first threshold value, the driving mode of the vehicle is an ISG recovery and engine start mode.

5. The method of claim 4, wherein, The determining the wheel end actual torque of the vehicle based on the driving mode and the vehicle parameters comprises: determining a base torque based on a product of the actual torque of the TMF and a speed ratio corresponding to the actual gear of the TMF; determining a first absolute value of a difference between the actual torque of the ISG and the minimum value of the reverse drag torque of the engine and the third clutch torque, and determining a third auxiliary torque based on a product of the minimum value of the first clutch torque and a speed ratio corresponding to the first clutch; determining a fourth auxiliary torque based on a product of the minimum value of the second clutch torque and a speed ratio corresponding to the second clutch; In a case that the driving mode is the ISG driving vehicle and engine mode, determining a sum of the base torque, the third auxiliary torque, and the fourth auxiliary torque as the wheel end actual torque of the vehicle; In a case that the driving mode is the ISG recovery and engine start mode, determining a difference between the base torque, the third auxiliary torque, and the fourth auxiliary torque as the wheel end actual torque of the vehicle.

6. The method of claim 1, wherein, The determining the driving mode based on the vehicle parameters of the vehicle comprises: In a case where the first clutch torque is greater than or equal to the first clutch torque threshold value and / or the second clutch torque is greater than or equal to the second clutch torque threshold value, the third clutch torque is greater than or equal to the third clutch torque threshold value, the engine speed is greater than or equal to the speed threshold value, and the actual torque of the engine is less than the engine torque threshold value, the drive mode is determined based on the actual torque of the ISG, the actual torque of the engine, and the third clutch torque.

7. The method of claim 6, wherein, In a case where 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 a second threshold value, the drive mode of the vehicle is ISG drive and engine idle mode. In a case where 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 value, the drive mode of the vehicle is ISG recovery and engine idle mode.

8. The method of claim 7, wherein, The determination of the wheel end actual torque of the vehicle based on the drive mode and the vehicle parameters includes: determining a base torque based on the actual torque of the TMF and the product of the actual gear ratio of the TMF and the speed ratio corresponding to the actual gear ratio of the TMF; determining 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 determining a fifth auxiliary torque based on the second absolute value and the product of the minimum value of the first clutch torque and the speed ratio corresponding to the first clutch; determining a sixth auxiliary torque based on the second absolute value and the product of the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch; In a case where the drive mode is ISG drive and engine idle mode, determining the wheel end actual torque of the vehicle based on the sum of the base torque, the fifth auxiliary torque, and the sixth auxiliary torque. In a case where the drive mode is ISG recovery and engine idle mode, determining the wheel end actual torque of the vehicle based on the difference between the base torque and the fifth auxiliary torque and the sixth auxiliary torque.

9. The method of claim 1, wherein, The determination of the drive mode based on the vehicle parameters of the vehicle includes: In a case where the first clutch torque is greater than or equal to the first clutch torque threshold value and / or the second clutch torque is greater than or equal to the second clutch torque threshold value, the third clutch torque is greater than or equal to the third clutch torque threshold value, the engine speed is greater than or equal to the speed threshold value, and the actual torque of the engine is greater than or equal to the engine torque threshold value, the drive mode of the vehicle is determined based on at least one of the gear of the vehicle, the actual torque of the ISG, the actual torque of the engine, and the third clutch torque.

10. The method of claim 9, wherein, in a case where the actual torque of the ISG and the actual torque of the engine and the third clutch torque among the minimum values have a sum value greater than or equal to a third threshold value, the drive mode of the vehicle is an engine and ISG drive mode, or an engine drive mode; in a case where the actual torque of the ISG and the actual torque of the engine and the third clutch torque among the minimum values have a sum value less than the third threshold value, the drive mode of the vehicle is an engine power generation, ISG recovery mode; in a case where the gear is a reverse gear, the drive mode of the vehicle is a hybrid drive and recovery mode.

11. The method of claim 10, wherein, the determining the wheel end actual torque of the vehicle by using the drive mode and the vehicle parameter comprises: determining a base torque based on a product of the actual torque of the TMF and a speed ratio corresponding to the actual gear of the TMF; determining a third absolute value of a sum of the actual torque of the ISG and the actual torque of the engine and the third clutch torque among the minimum values, and determining a product of the third absolute value and a speed ratio corresponding to the second clutch as a seventh auxiliary torque; determining a product of the third absolute value and the minimum value of the second clutch torque and the speed ratio corresponding to the second clutch as an eighth auxiliary torque; in a case where the drive mode is the engine and ISG drive mode or the engine drive mode or the hybrid drive and recovery mode, determining a sum of the base torque and the seventh auxiliary torque and the eighth auxiliary torque as the wheel end actual torque of the vehicle; in a case where the drive mode is the engine power generation, ISG recovery mode, determining a difference between the base torque and the seventh auxiliary torque and the eighth auxiliary torque as the wheel end actual torque of the vehicle.

12. The method according to any one of claims 1 to 11, characterized in that, the determining the wheel end demand torque of the vehicle based on at least one of the drive mode of the vehicle, the driving parameter or the system request comprises: determining a first wheel end demand torque of a functional layer of the vehicle based on at least one of the drive mode of the vehicle, the driving parameter or the system request; determining a second wheel end demand torque of a monitoring layer by using the first wheel end demand torque of the functional layer, a safety limit parameter of the vehicle and a management parameter of the vehicle; in a case where the first wheel end demand torque of the functional layer is within a reference range, taking the first wheel end demand torque of the functional layer as the wheel end demand torque; or in a case where the first wheel end demand torque of the functional layer is outside the reference range, taking the second wheel end demand torque of the monitoring layer as the wheel end demand torque.

13. The method according to any one of claims 1 to 11, characterized in that, the driving parameter comprises at least one of a vehicle speed, a gear or an accelerator pedal opening degree; the system request comprises a request of a cruise torque; the determining the wheel end demand torque of the vehicle based on at least one of the drive mode of the vehicle, the driving parameter or the system request comprises: In a case where the driving mode is a manual driving mode, a pedal torque and a creep torque of the vehicle are determined based on a vehicle speed, a gear position and an accelerator pedal opening degree of the vehicle, and a wheel end required torque of the vehicle is determined based on the pedal torque and the creep torque; or In a case where the driving mode is an assisted driving mode, a wheel end required torque of the vehicle is determined based on a request of the cruise torque, the cruise torque being a driving wheel end required torque determined according to a vehicle speed and a driving environment parameter of the vehicle when the vehicle is in a cruise state.

14. The method according to any one of claims 1 to 11, characterized in that, The determining the adjustment parameter of the vehicle in a case where the deviation value meets an adjustment condition comprises: In a case where the wheel end actual torque is positive and the deviation value between the wheel end actual torque and the wheel end required torque is greater than or equal to a first wheel end torque threshold value, or in a case where the wheel end actual torque is negative and the deviation value between the wheel end actual torque and the wheel end required torque is less than or equal to a second wheel end torque threshold value, it is determined that the deviation value meets the adjustment condition, and at least one of the adjustment parameter is determined based on the vehicle parameter or the driving parameter, the adjustment parameter comprising at least one of a required torque of an engine, a required torque of an ISG, a required torque of a TMF or a required gear position.

15. An adjustment device for a vehicle parameter, characterized in that The device comprises: A determining module configured to determine a wheel end required torque of a vehicle based on at least one of a driving mode, a driving parameter or a system request of the vehicle; The determining module is further configured to determine a driving mode based on a vehicle parameter of the vehicle, and determine a wheel end actual torque of the vehicle by using the driving mode and the vehicle parameter, the vehicle parameter comprising 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 position of the TMF, an actual torque of a drive generator ISG or an engine reverse drag torque; The determining module is further configured to calculate a deviation value between the wheel end actual torque and the wheel end required torque, and determine an adjustment parameter of the vehicle in a case where the deviation value meets an adjustment condition; An adjusting module configured to adjust the vehicle based on the adjustment parameter; The vehicle parameter comprises an actual torque of a clutch, the actual torque of the clutch comprising a first clutch torque, a second clutch torque and a third clutch torque, the first clutch and the second clutch being configured to control a gear position of a vehicle transmission, and the third clutch being configured to control starting and stopping of an engine, the determining module is configured to determine the driving mode based on an actual torque of the ISG in a case where the first clutch torque is greater than or equal to a first clutch torque threshold value and / or the second clutch torque is greater than or equal to a second clutch torque threshold value, and the third clutch torque is less than a third clutch torque threshold value; In a case where the actual torque of the ISG is greater than or equal to an ISG torque threshold value, the driving mode is an ISG driving mode; and in a case where the actual torque of the ISG is less than the ISG torque threshold value, the driving mode is an ISG torque recovery mode. The determining module is configured to determine a basic torque based on a product of an actual torque of the TMF and a speed ratio corresponding to an actual gear of the TMF; The absolute value of the actual torque of the ISG and a product of a minimum value of the first clutch torque and a speed ratio corresponding to the first clutch are taken as a first auxiliary torque; The absolute value of the actual torque of the ISG and a product of a minimum value of the second clutch torque and a speed ratio corresponding to the second clutch are taken as a second auxiliary torque; In a case where the driving mode is the ISG driving mode, a sum of the basic torque, the first auxiliary torque and the second auxiliary torque is determined as the actual torque at a wheel end of the vehicle; In a case where the driving mode is the ISG torque recovery mode, a difference between the basic torque, the first auxiliary torque and the second auxiliary torque is determined as the actual torque at the wheel end of the vehicle.

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