Ejection starting control method and device and hybrid electric vehicle

Abstract

The invention discloses an ejection starting control method and device and a hybrid electric vehicle, and relates to the technical field of vehicles. The method comprises the following steps: in response to activation of a catapult starting control function of a vehicle, determining vehicle demand driving power based on driving operation information, and determining a corresponding target catapult starting mode based on the vehicle demand driving power; the vehicle comprises a hybrid power system. The target ejection starting mode is one of a plurality of preset ejection starting modes; based on the maximum driving power corresponding to the target ejection starting mode and the whole vehicle demand driving power, the request torque of at least one driving component corresponding to the target ejection starting mode is determined; and the output torque of each driving part is adjusted based on the request torque of each driving part, so that ejection starting of the vehicle is achieved. By the adoption of the method, the ejection starting mode can be switched in a self-adaptive mode in the starting stage of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a launch control method and device, and a hybrid vehicle. Background Art

[0002] Hybrid systems utilize two different power sources: an engine and a drive motor, catering to diverse consumer scenarios. To achieve enhanced power coupling, multi-speed dual-motor hybrid systems have emerged, with two-speed dual-motor hybrid systems being particularly popular. However, dual-motor hybrid systems lack the ability to adaptively control the output torque of the drive components during launch.

[0003] Therefore, how to realize launch control has become a problem that needs to be solved urgently. Summary of the Invention

[0004] The embodiments of the present application provide a launch control method, device, and hybrid vehicle, which can achieve adaptive control of the output torque of a drive component during the launch phase.

[0005] In a first aspect, an embodiment of the present application provides a launch control method, the method comprising:

[0006] In response to activation of a launch control function of the vehicle, determining a required vehicle driving power based on driving operation information, and determining a corresponding target launch mode based on the required vehicle driving power; the vehicle includes a hybrid powertrain; the target launch mode is one of a plurality of pre-set launch modes, and different launch modes correspond to different drive components for driving the vehicle to launch;

[0007] determining a requested torque of at least one driving component corresponding to the target launch mode based on a maximum driving power corresponding to the target launch mode and a required driving power of the entire vehicle;

[0008] The output torque of each driving component is adjusted based on the requested torque of each driving component to achieve a launch of the vehicle.

[0009] In a second aspect, an embodiment of the present application provides a launch control device, the device comprising:

[0010] a determination module configured to, in response to activation of a launch control function of the vehicle, determine a required vehicle driving power based on driving operation information, and determine a corresponding target launch mode based on the required vehicle driving power; the vehicle includes a hybrid power system; the target launch mode is one of a plurality of preset launch modes, and different launch modes correspond to different drive components for driving the vehicle to perform a launch start;

[0011] The determination module is further configured to determine a requested torque of at least one driving component corresponding to the target launch mode based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle;

[0012] The processing module is configured to adjust the output torque of each driving component based on the requested torque of each driving component to achieve a launch operation of the vehicle.

[0013] In a third aspect, an embodiment of the present application provides a hybrid vehicle, comprising a memory and a hybrid controller, wherein the memory stores a computer program, and the hybrid controller implements the steps of the method provided in the first aspect when executing the computer program.

[0014] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the method provided in the first aspect when the computer program is executed by a processor.

[0015] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the method provided in the first aspect above.

[0016] The above-mentioned launch control method, device and hybrid vehicle, the hybrid vehicle (hereinafter referred to as the vehicle) can determine the required driving power of the entire vehicle based on driving operation information in response to the launch control function of the vehicle being activated, and determine the corresponding target launch mode based on the required driving power of the entire vehicle; the target launch mode is one of a plurality of preset launch modes, and different launch modes correspond to different drive components for driving the vehicle to launch; based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of each drive component corresponding to the target launch mode is determined; based on the requested torque of each drive component, the output torque of each drive component is adjusted to achieve the launch start of the vehicle. According to this method, since the required driving power of the entire vehicle is related to the driving operation information, and the driving operation information can reflect the driving needs of the driver, the target launch mode determined based on the required driving power of the entire vehicle matches the driving needs of the driver (or the target launch mode is adapted to the driving needs of the driver). Therefore, the requested torque of at least one driving component corresponding to the determined target launch mode also meets the driving needs of the driver, thereby achieving a pre-reserve of driving torque corresponding to different launch control modes. After the driver releases the brakes, the output torque of each driving component is adjusted based on the requested torque of each driving component, so that the launch control of the vehicle can be adapted to the driving needs of the driver. That is, according to this method, adaptive control of the output torque of the driving component during the launch phase can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments of the present application or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 This is a schematic diagram of an application scenario of a launch control method provided by an embodiment of the present application;

[0019] Figure 2 This is a schematic diagram of the principles corresponding to a set of different launch modes provided in an embodiment of the present application;

[0020] Figure 3 1 is a flow chart of a launch control method provided in an embodiment of the present application;

[0021] Figure 4 is a flow chart of another launch control method provided by an embodiment of the present application;

[0022] Figure 5 1 is a schematic structural diagram of a launch control device provided in an embodiment of the present application;

[0023] Figure 6 This is a schematic structural diagram of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0025] See Figure 1 , Figure 1 Schematic diagram of a set of application scenarios of the launch control method provided in the embodiment of the present application. Figure 1 As shown, the hybrid vehicle 100 includes a hybrid controller 101 and a driving component 102 ; the driving component 102 includes an engine 1021 , a generator 1022 , and a driving motor 1023 .

[0026] The engine 1021 is a traditional power source, used to provide driving force for the vehicle or generate electricity.

[0027] Generator 1022 is typically located between the vehicle's engine and transmission, before the clutch, and is mounted directly on the engine crankshaft. Its functions are as follows: (1) connected in series with the engine to convert the engine's mechanical energy into electrical energy, which can then be converted into mechanical energy via drive motor 1023 to drive the vehicle; (2) recovering energy during braking or coasting, or generating electricity by dragging the engine; and (3) connected in parallel with the engine to output power, providing additional torque during rapid acceleration.

[0028] The drive motor 1023 is located at the output end of the gearbox or on the drive shaft, after the clutch. It is independent of the engine and has the following functions: (1) driving the wheels alone in pure electric mode to enable the vehicle to start or move; (2) output power in parallel with the engine to improve acceleration performance; (3) recover energy during braking.

[0029] Among them, when the driving components that drive the vehicle to launch are different, the corresponding launch modes of the vehicle are different. Figure 2 Explain the different launch modes. Figure 2 This is a schematic diagram of the principles corresponding to a set of different launch modes provided in an embodiment of the present application.

[0030] like Figure 2 As shown in (a), the coordinated working mode of the engine 1021, the generator 1022 and the drive motor 1023 is a pure electric mode. In this mode, the engine 1021 is stopped, the generator 1022 is on standby, and the drive motor outputs mechanical energy alone to drive the vehicle. In other words, Figure 1 (b) is a mode in which the drive motor 1023 is used alone to drive the vehicle to perform launch control. In this case, the launch control mode corresponding to the vehicle can be considered to be the first launch control mode.

[0031] like Figure 2 As shown in (b) of FIG, the engine 1021, the generator 1022 and the drive motor 1023 work in a series mode. In this mode, the engine 1021 starts to drive the generator 1022 to generate electricity; then, the generator 1022 outputs electrical energy, which is converted into mechanical energy by the drive motor 1023 to drive the vehicle. In other words, Figure 1 (c) is a mode in which the engine 1021 is used to generate electricity and the drive motor 1023 is used to drive the vehicle to perform launch control. In this case, the launch control mode corresponding to the vehicle can be considered to be the second launch control mode.

[0032] like Figure 2As shown in (c) of FIG. 1 , the engine 1021 and the drive motor 1023 work in parallel mode. In this mode, both the engine 1021 and the drive motor 1023 can directly output mechanical energy to drive the vehicle. Figure 1 (d) is a mode in which the engine 1021 and the drive motor 1023 are used to drive the vehicle to perform launch control. In this case, the launch control mode corresponding to the vehicle can be considered to be the third launch control mode.

[0033] like Figure 2 As shown in (d), the engine 1021, the generator 1022 and the drive motor 1023 work in a coordinated manner in which the engine 1021 can directly output mechanical energy or charge the battery through the generator, while the drive motor 1023 directly outputs mechanical energy to drive the vehicle. In other words, Figure 1 (e) is a mode of launch control in which the engine 1021 is directly driven and the generator 1022 and the drive motor 1023 participate simultaneously. At this time, the launch control mode corresponding to the vehicle can be considered to be the fourth launch control mode.

[0034] Dual-motor hybrid systems utilize two different power sources: an engine and a drive motor, catering to diverse consumer scenarios. To achieve enhanced power coupling, multi-speed dual-motor hybrid systems have emerged, with two-speed dual-motor hybrid systems being particularly popular. However, dual-motor hybrid systems lack the ability to adaptively control the output torque of the drive components during launch.

[0035] To address the aforementioned issues, embodiments of the present application provide a launch control method. A hybrid vehicle 100 is configured with a launch control function and corresponding activation conditions. Upon detecting that the launch control function activation conditions are met, the launch control function is activated. In response to the launch control function being activated, a vehicle demand drive power is determined based on driving operation information, and a corresponding target launch mode is determined based on the vehicle demand drive power. Subsequently, a requested torque for at least one drive component corresponding to the target launch mode is determined. Finally, the output torque of each drive component is adjusted based on the requested torque of each drive component to achieve a launch control of the vehicle. By adopting this method, the target launch mode determined based on the required driving power of the entire vehicle matches the driving demand of the driver (or the target launch mode is adapted to the driving demand of the driver). Thus, the requested torque of at least one driving component corresponding to the determined target launch mode also meets the driving demand of the driver. Furthermore, a pre-reserve of driving torque corresponding to different launch control modes is achieved. After the driver releases the brakes, the output torque of each driving component is adjusted based on the requested torque of each driving component. This allows the launch control of the vehicle to adapt to the driving demand of the driver, thereby achieving adaptive control of the output torque of the driving components during the launch phase.

[0036] The launch control method provided in the embodiment of the present application is described below.

[0037] See Figure 3 , Figure 3 FIG. 1 is a flow chart of a launch control method provided by an embodiment of the present application. The method can be executed by a hybrid power controller. Figure 3 As shown, the launch control method may include but is not limited to the following steps:

[0038] S301 : In response to activation of a launch control function of a vehicle, determining a required vehicle driving power based on driving operation information, and determining a corresponding target launch mode based on the required vehicle driving power; the vehicle includes a hybrid power system.

[0039] Among them, launch control is a high-torque starting technology for vehicles. By precisely controlling the engine speed, clutch engagement timing and power output, the vehicle can achieve maximum acceleration at the moment of starting, achieving rapid acceleration similar to "launching".

[0040] The vehicle in this application may be pre-configured with a launch control function and the conditions for activating the launch control function. Launch control can be understood as a function that dynamically adjusts power output and torque distribution by monitoring vehicle conditions (such as tire grip, temperature, road conditions, etc.) in real time to achieve more stable and faster acceleration. When activated, this function can replace the traditional launch control method that requires manual driver control (such as speed limit, clutch engagement timing, etc.). The activation conditions for the launch control function may include multiple conditions.

[0041] The vehicle's required driving power refers to the instantaneous power the powertrain needs to provide to overcome various resistances and achieve target driving performance under specific driving conditions (such as speed, acceleration, slope, and load). It directly affects the power distribution strategy, energy consumption, and driving experience.

[0042] In an optional embodiment, the hybrid power controller can obtain multiple information in real time or periodically, including driving operation information (such as accelerator pedal opening, brake pedal opening, etc.), vehicle driving status information (such as the current gear position of the vehicle, etc.), and drive component status information (such as transmission oil temperature, clutch plate temperature, etc.), and based on the above multiple information, determine whether the activation conditions of the vehicle's launch control function are met. If it is determined that the activation conditions are met, the launch control function can be activated, and the required driving power of the vehicle can be determined based on the driving operation information.

[0043] For example, the hybrid power controller may obtain multiple pieces of vehicle information in real time and match the information with launch control activation conditions to determine whether the launch control activation conditions are met. If the hybrid power controller determines that the launch control activation conditions are met, it may activate the launch control function and determine the vehicle's required drive power based on the driving operation information.

[0044] In the process of determining the required vehicle driving power based on the driving operation information, the hybrid power controller may determine the required vehicle driving power based on the driving operation information. The driving operation information may be an accelerator pedal opening. The hybrid power controller may determine the required vehicle driving power based on the driving operation information. The hybrid power controller may determine the required vehicle driving power based on the accelerator pedal opening, vehicle speed, and road adhesion coefficient. Further, the hybrid power controller may determine the required vehicle driving power based on the accelerator pedal opening, vehicle speed, and road adhesion coefficient by determining the slip ratio based on the vehicle speed and determining the required vehicle driving power based on the accelerator pedal opening, slip ratio, and road adhesion coefficient.

[0045] Optionally, the vehicle speed may be monitored in real time by the hybrid power controller, or may be determined by the hybrid power controller based on the motor speed of the vehicle, which is not limited here.

[0046] Optionally, when the hybrid controller determines the vehicle speed based on the motor speed of the vehicle, the following formula (1) may be used.

[0047]

[0048] In formula (1), V x represents vehicle speed (unit: m / s); n represents motor speed (unit: rad / s); r represents tire radius (unit: meters); i represents speed ratio; μ is the conversion factor from speed to vehicle speed. Motor speed can also be expressed in rpm: 1 rpm = (2π) / 60 ≈ 0.10472 rad / s.

[0049] The target launch mode is one of multiple pre-set launch modes. Different launch modes correspond to different drive components for launching the vehicle. Exemplarily, the multiple launch modes include the four launch modes described above, and detailed descriptions of each launch mode are omitted here.

[0050] Optionally, the hybrid power controller determines the corresponding target launch mode based on the required driving power of the vehicle. The required driving power of the vehicle can be compared with the maximum driving powers corresponding to multiple launch modes, and the target launch mode can be determined from the multiple launch modes based on the comparison result.

[0051] S302: Determine a requested torque of at least one driving component corresponding to the target launch mode based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle.

[0052] In an optional embodiment, the hybrid power controller can obtain multiple information such as the status information of the driving components in the vehicle (such as the actual speed of the driving motor, the maximum torque limit of the driving motor, the maximum power generation torque of the generator, the actual speed of the generator, etc.) in real time or periodically, and determine the maximum driving power corresponding to the vehicle's various launch modes based on the above multiple information.

[0053] S303 : Adjust the output torque of each driving component based on the requested torque of each driving component to achieve a launch operation of the vehicle.

[0054] In an embodiment of the present application, for a vehicle with a hybrid power system, the hybrid power controller may determine the required driving power of the entire vehicle based on driving operation information in response to activation of a launch control function of the vehicle, and determine a corresponding target launch mode based on the required driving power of the entire vehicle; the target launch mode is one of a plurality of preset launch modes, and different launch modes correspond to different drive components for driving the vehicle for launch start; based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of at least one drive component corresponding to the target launch mode is determined; and the output torque of each drive component is adjusted based on the requested torque of each drive component to achieve launch start of the vehicle. Using this method, since the required driving power of the entire vehicle is related to the driving operation information, and the driving operation information can reflect the driving needs of the driver, the target launch mode determined based on the required driving power of the entire vehicle matches the driving needs of the driver (or the target launch mode is adapted to the driving needs of the driver). Therefore, the requested torque of at least one driving component corresponding to the determined target launch mode also meets the driving needs of the driver. Furthermore, by adjusting the output torque of each driving component based on the requested torque of each driving component, the vehicle's launch control can be adapted to the driver's driving needs. That is, using this method, launch control can be implemented.

[0055] In an optional embodiment, Figure 2 In the launch control method shown, the hybrid power controller can also determine the clutch motor target voltage based on the vehicle's actual engine torque, vehicle speed and transmission oil temperature when the target launch mode is associated with the clutch launch control. In this case, the hybrid power controller adjusts the output torque of each drive component based on the requested torque of each drive component, and also adjusts the clutch pressure based on the clutch motor target voltage to adjust the torque transmitted from the engine to the wheel end through the clutch.

[0056] Optionally, if the hybrid power controller determines that the target launch mode is associated with clutch launch control, it may determine whether clutch cooperative control is currently triggered. If so, it may determine the clutch motor target voltage based on the vehicle's actual engine torque, vehicle speed, and transmission oil temperature. If not, the clutch motor target voltage determination process may not be performed. If the target launch mode is determined not to be associated with clutch launch control, the aforementioned determination of whether the clutch cooperative control triggering conditions are currently met may not be performed. The vehicle is pre-configured with triggering conditions for clutch cooperative control, and the hybrid power controller may trigger clutch cooperative control upon detecting that the clutch cooperative control triggering conditions have been met. Exemplarily, the clutch cooperative control triggering condition may be that the speed difference between the clutch master and slave rotors is less than a preset threshold, such as 50 rpm.

[0057] Optionally, the hybrid power controller may determine that the target launch mode is associated with the clutch launch control when it is determined that the target launch mode is the third launch mode or the fourth launch mode mentioned above; and determine that the target launch mode is not associated with the clutch launch control when it is determined that the target launch mode is the first launch mode or the second launch mode mentioned above.

[0058] In some embodiments, the hybrid controller determines the clutch motor target voltage based on the actual engine torque, vehicle speed, and transmission oil temperature of the vehicle, which may include: obtaining the actual engine torque, vehicle speed, and transmission oil temperature of the vehicle; obtaining a target clutch pressure corresponding to the actual engine torque and vehicle speed based on a first correspondence; wherein the first correspondence includes a correspondence between a plurality of first combinations and a plurality of clutch pressures, the first combination including the actual engine torque and vehicle speed; when the vehicle speeds are the same, the clutch pressure is positively correlated with the actual engine torque in the first combination, and when the actual engine torque is the same, the clutch pressure is positively correlated with the vehicle speed in the first combination; based on a second correspondence, obtaining the clutch motor target voltage corresponding to the target clutch pressure and transmission oil temperature; wherein the second correspondence includes a correspondence between a plurality of second combinations and a plurality of clutch motor voltages, the second combination including the clutch pressure and transmission oil temperature, when the transmission oil temperatures are the same, the clutch motor voltage is positively correlated with the clutch pressure in the second combination, and when the clutch pressures are the same, the clutch motor voltage is positively correlated with the transmission oil temperature in the second combination.

[0059] Optionally, the first correspondence may be a table preset in the hybrid power controller (referred to as the first correspondence table), or a table preset in a database and readable by the hybrid power controller (referred to as the first correspondence table), etc., which is not limited here. The first correspondence table includes correspondences between multiple combinations of actual engine torque and vehicle speed and multiple clutch pressures; in the first correspondence table, when the vehicle speed is the same, the clutch pressure is positively correlated with the actual engine torque, and when the engine actual torque is the same, the clutch pressure is positively correlated with the vehicle speed. For example, the first correspondence table may be shown in Table 1 below.

[0060] Table 1 First correspondence table

[0061]

[0062]

[0063] Optionally, the second correspondence may be a table preset in the hybrid power controller (referred to as the second correspondence table), or a table preset in a database and readable by the hybrid power controller (referred to as the second correspondence table), etc., and is not limited here. The second correspondence table includes correspondences between multiple clutch pressure and transmission oil temperature combinations and multiple clutch motor voltages; in the first correspondence table, when the transmission oil temperature is the same, the clutch motor voltage is positively correlated with the clutch pressure, and when the clutch pressure is the same, the clutch motor voltage is positively correlated with the transmission oil temperature. For example, the second correspondence table may be shown in Table 2 below.

[0064] Table 2 Second correspondence table

[0065]

[0066] By adopting this embodiment, the hybrid power controller can simply and quickly determine the clutch motor target voltage based on the actual engine torque, vehicle speed, and transmission oil temperature of the vehicle.

[0067] By adopting the above embodiment, the hybrid power controller can adjust the clutch pressure based on the clutch motor target voltage when the target launch mode is associated with the clutch launch control, thereby adjusting the torque transmitted from the engine to the wheel end through the clutch based on the clutch pressure. In this way, the launch control can be more closely matched with the target launch mode, thereby achieving more stable and faster acceleration performance.

[0068] In an optional embodiment, Figure 2In the launch control method shown, the driving operation information may include the accelerator pedal opening; the hybrid controller determines the required driving power of the whole vehicle based on the driving operation information, which may include: obtaining the vehicle's accelerator pedal required torque, which is determined based on the accelerator pedal opening; obtaining the vehicle's corresponding target road attenuation factor, the actual speed of the drive motor, and the drive motor transmission speed ratio; the target road attenuation factor is used to characterize the degree of influence of the vehicle's road adhesion coefficient and slip rate on the vehicle's required driving power; based on the target road attenuation factor, the accelerator pedal required torque, the actual speed of the drive motor, and the drive motor transmission speed ratio, the vehicle's required driving power is determined.

[0069] In some embodiments, the hybrid power controller obtains the target road attenuation factor corresponding to the vehicle, which can be based on a third correspondence relationship to obtain the target road attenuation coefficient corresponding to the road adhesion coefficient and the slip rate; the third correspondence relationship includes a correspondence between multiple third combinations and multiple road attenuation coefficients, and the third combination includes the road adhesion coefficient and the slip rate; when the slip rate is the same, the road attenuation coefficient is positively correlated with the road adhesion coefficient in the third combination, and when the road adhesion coefficient is the same, the road attenuation coefficient is negatively correlated with the slip rate in the third combination.

[0070] Alternatively, the third correspondence may be a table preset in the hybrid power controller (referred to as the third correspondence table), or a table preset in a database and readable by the hybrid power controller (referred to as the third correspondence table), etc., without limitation herein. The third correspondence table includes correspondences between multiple combinations of road adhesion coefficients and slip ratios and multiple road attenuation factors. In the third correspondence table, when the slip ratios are the same, the road attenuation coefficient is positively correlated with the road adhesion coefficient, and when the road adhesion coefficients are the same, the road attenuation coefficient is negatively correlated with the slip ratio. For example, the third correspondence table may be shown in Table 3 below.

[0071] Table 3 The third correspondence table

[0072]

[0073] In some embodiments, the hybrid controller may use the following formula (2) to determine the required driving power of the vehicle based on the target road attenuation coefficient, the accelerator pedal required torque, the actual speed of the drive motor, and the drive motor transmission speed ratio.

[0074]

[0075] In formula (2), P VehDrvReq It represents the required driving power of the vehicle (unit: W); Tq PedMap Indicates the accelerator pedal required torque (unit: Nm); RodFac It represents the target road attenuation factor; n McuAct It indicates the actual speed of the driving motor (unit: rpm); r McuTrsm It indicates the transmission speed ratio of the drive motor.

[0076] By adopting this embodiment, on the one hand, the hybrid power controller determines the required driving power of the vehicle based on driving operation information and road surface recognition information, so that the obtained required driving power of the vehicle can be more adapted to the driving needs of the driver, thereby facilitating the subsequent determination of a target launch mode that is more adapted to the driver's driving needs; on the other hand, by introducing the target road attenuation factor in the process of determining the required driving power of the vehicle, it is possible to avoid starting burnout due to excessive required torque of the vehicle during the launch control process (the ESP system is in the off state), thereby causing vehicle instability.

[0077] In an optional embodiment, the multiple launch modes may include a first launch mode, a second launch mode, a third launch mode, and a fourth launch mode; wherein the first launch mode is a mode in which the vehicle is driven by a drive motor to perform launch control; the second launch mode is a mode in which the vehicle is driven by an engine to generate electricity and the drive motor to drive the vehicle to perform launch control; the third launch mode is a mode in which the vehicle is driven by an engine and a drive motor to perform launch control; and the fourth launch mode is a mode in which the vehicle is driven by an engine, a generator, and a drive motor to perform launch control. The hybrid power controller determines a corresponding target launch mode based on the required driving power of the vehicle, which may include the following four situations:

[0078] Scenario 1: When the required driving power of the entire vehicle is less than or equal to the first maximum driving power corresponding to the first launch mode, the first launch mode is used as the target launch mode.

[0079] Optionally, the first launch mode may also be referred to as an economical launch mode (denoted as Eco). In this case, the first maximum driving power may also be referred to as the maximum driving power corresponding to the economical launch mode.

[0080] In some embodiments, the first maximum driving power can be determined by the hybrid controller in the following manner: obtaining a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor in the vehicle; determining a first candidate power based on the maximum limiting torque of the drive motor, the actual speed of the drive motor and the first over-temperature attenuation coefficient; determining a second candidate power based on the discharge power peak of the vehicle's battery within a preset time period and the actual power of the accessories in the vehicle; determining the first maximum driving power based on the size relationship between the first candidate power and the second candidate power.

[0081] Optionally, the hybrid power controller obtains the first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor in the vehicle, and may obtain the first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor in the vehicle based on a fourth corresponding relationship; wherein the fourth corresponding relationship includes the corresponding relationship between the winding temperatures of multiple drive motors and the over-temperature attenuation coefficients of multiple drive motors, and the winding temperature of the drive motor is negatively correlated with the over-temperature attenuation coefficient of the drive motor.

[0082] Optionally, the fourth correspondence may be a table preset in the hybrid controller (referred to as a fourth correspondence table), or a table preset in a database and readable by the hybrid controller (referred to as a fourth correspondence table), etc., and is not limited herein. The fourth correspondence table includes correspondences between a plurality of drive motor winding temperatures and a plurality of drive motor over-temperature attenuation coefficients; in the fourth correspondence table, the drive motor winding temperature is negatively correlated with the drive motor over-temperature attenuation coefficient.

[0083] Table 4 Fourth correspondence table

[0084] Drive motor winding temperature (℃) -40 0 80 100 120 150 160 180 215 Drive motor overtemperature attenuation coefficient 1 1 1 0.8 0.7 0.4 0.2 0.1 0

[0085] Optionally, the hybrid controller may use the following formula (3) when determining the first candidate power based on the maximum torque limit of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient.

[0086]

[0087] In formula (3), P 第一候选 It represents the first candidate power (unit: W); Tq McuMax It indicates the maximum torque limit of the drive motor (unit: Nm); McuAct It indicates the actual speed of the driving motor (unit: rpm); TD McuFac It represents the first over-temperature attenuation coefficient (the over-temperature attenuation coefficient of the drive motor).

[0088] Optionally, assuming that the preset time period is 10 seconds, the hybrid controller may use the following formula (4) to determine the second candidate power based on the peak discharge power of the vehicle's battery within the preset time period and the actual power of the accessories in the vehicle.

[0089] P 第二候选 =P PeakDchrg10s -P AcsyAct (4)

[0090] In formula (4), P 第二候选 It represents the second candidate power (unit: W); P PeakDchrg10sIt represents the peak discharge power of the vehicle's battery within 10s (unit: W); P AcsyAct It indicates the actual power of the accessories in the vehicle (unit: W).

[0091] Optionally, the hybrid controller determines the first maximum drive power based on the relationship between the first candidate power and the second candidate power. This may be by using the first candidate power as the first maximum drive power in response to the first candidate power being less than or equal to the second candidate power, or by using the second candidate power as the first maximum drive power in response to the first candidate power being greater than the second candidate power. The process by which the hybrid controller determines the first maximum drive power can be expressed as the following formula (5).

[0092] P EcoRLMax =min(P 第一候选 ,P 第二候选 ) (5)

[0093] In formula (5), P EcoRLMax It represents the first maximum driving power; P 第一候选 It can be determined by the above formula (3); P 第二候选 It can be determined by the above formula (4).

[0094] Scenario 2: When the required driving power of the vehicle is greater than the first maximum driving power and less than or equal to the second maximum driving power corresponding to the second launch mode, the second launch mode is used as the target launch mode.

[0095] Optionally, the second launch mode may also be referred to as a standard launch mode (denoted as Norm). In this case, the second maximum driving power may also be referred to as the maximum driving power corresponding to the standard launch mode.

[0096] In some embodiments, the second maximum driving power can be determined by the hybrid controller in the following manner: determining the maximum charging power of the generator based on the maximum generating torque of the generator in the vehicle and the actual speed of the generator, and determining the actual power of the drive motor based on the actual torque of the drive motor and the actual speed of the drive motor; determining a third candidate power based on the charging power peak of the vehicle's battery within a preset time period, the actual power of the accessories in the vehicle and the actual power of the drive motor, and determining the maximum charging power of the entire vehicle based on the third candidate power and the maximum charging power of the generator; determining a fourth candidate power based on the maximum charging power of the entire vehicle and the discharge power peak of the vehicle's battery within a preset time period; obtaining a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determining a fifth candidate power based on the first over-temperature attenuation coefficient, the maximum limiting torque of the drive motor, and the actual speed of the drive motor; determining the second maximum driving power based on the size relationship between the fourth candidate power and the fifth candidate power.

[0097] Optionally, the hybrid controller may use the following formula (6) when determining the maximum charging power of the generator based on the maximum generating torque of the generator in the vehicle and the actual speed of the generator.

[0098]

[0099] In formula (6), P GcuChrgMax It represents the maximum charging power of the generator (unit: W); Tq GcuGenrMax It represents the maximum generating torque of the generator (unit: Nm); GcuAct It indicates the actual speed of the generator (unit: rpm).

[0100] Optionally, the hybrid controller may use the following formula (7) when determining the actual power of the drive motor based on the actual torque and the actual speed of the drive motor.

[0101]

[0102] In formula (7), P McuAct It represents the actual power of the driving motor (unit: W); Tq McuAct It represents the actual torque of the driving motor (unit: Nm); McuAct It indicates the actual speed of the drive motor (unit: rpm).

[0103] Optionally, assuming that the preset time period is 10 seconds, the hybrid controller may use the following formula (8) to determine the third candidate power based on the peak charging power of the vehicle's battery within the preset time period, the actual power of the vehicle's accessories, and the actual power of the drive motor.

[0104] P 第三候选 =P Peakchrg10s -P AcsyAct +P McuAct (8)

[0105] In formula (8), P 第三候选 It represents the third candidate power (unit: W); P Peakchrg10s It represents the peak charging power of the vehicle's battery within 10s (unit: W); P AcsyAct It represents the actual power of the accessories in the vehicle (unit: W); P McuAct It represents the actual power of the driving motor (unit: W), which can be determined by the above formula (7).

[0106] Optionally, the hybrid controller may use the following formula (9) when determining the maximum charging power of the entire vehicle based on the third candidate power and the maximum charging power of the generator.

[0107] P VehChrgMax =min(P GcuChrgMax ,P 第三候选 ) (9)

[0108] In formula (9), P VehChrgMax It represents the maximum charging power of the vehicle (unit: W); P GcuChrgMax It represents the maximum charging power of the generator (unit: W), which can be determined by the above formula (6); P 第三候选 It represents the third candidate power (unit: W), which can be determined by the above formula (8).

[0109] Optionally, assuming that the preset time period is 10s, the hybrid controller may use the following formula (10) to determine the fourth candidate power based on the maximum charging power of the vehicle and the peak discharge power of the vehicle's battery within the preset time period.

[0110] P 第四候选 =P PeakDchrg10s +P VehChrgMax (10)

[0111] In formula (10), P 第四候选 It represents the fourth candidate power (unit: W); P PeakDchrg10s It represents the peak discharge power of the vehicle's battery within 10s (unit: W); P VehChrgMax It represents the maximum charging power of the vehicle (unit: W), which can be determined by the above formula (9).

[0112] Optionally, the hybrid power controller obtains a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor. Please refer to the description of obtaining the first over-temperature attenuation coefficient in the above-mentioned scenario 1, which will not be repeated here.

[0113] Optionally, the hybrid controller may use the following formula (11) when determining the fifth candidate power based on the first over-temperature attenuation coefficient, the maximum limit torque of the drive motor, and the actual speed of the drive motor.

[0114]

[0115] In formula (11), P 第五候选 It represents the fifth candidate power (unit: W); Tq McuMax It indicates the maximum torque limit of the drive motor (unit: Nm); McuAct It indicates the actual speed of the driving motor (unit: rpm); TD McuFac It represents the first over-temperature attenuation coefficient.

[0116] Optionally, the hybrid controller determines the second maximum drive power based on the relationship between the fourth candidate power and the fifth candidate power. This may be by using the fourth maximum drive power as the second maximum drive power in response to the fourth candidate power being less than or equal to the fifth candidate power, or by using the fifth candidate power as the second maximum drive power in response to the fourth candidate power being greater than the fifth candidate power. The process by which the hybrid controller determines the second maximum drive power can be expressed as the following formula (12).

[0117] P NormRLMax =min(P 第五候选 ,P 第四候选 ) (12)

[0118] In formula (12), P NormRLMax Indicates the second maximum driving power (unit: W); P 第四候选 represents the fourth candidate power (unit: W), which can be determined by the above formula (10); P 第五候选 It represents the fifth candidate power (unit: W), which can be determined by the above formula (11).

[0119] Scenario 3: When the required driving power of the vehicle is greater than the second maximum driving power and less than or equal to the third maximum driving power corresponding to the third launch mode, the third launch mode is used as the target launch mode.

[0120] Optionally, the third launch mode may also be referred to as a standard launch mode (denoted as Spt). In this case, the third maximum driving power may also be referred to as a maximum driving power corresponding to the standard launch mode.

[0121] In some embodiments, the third maximum driving power can be determined by the hybrid controller in the following manner: obtaining a second over-temperature attenuation coefficient corresponding to the water temperature of the engine and a third over-temperature attenuation coefficient corresponding to the clutch plate temperature; determining the maximum torque at the crankshaft end based on the first product between the maximum limiting torque of the engine and the second over-temperature attenuation coefficient, and the second product between the maximum transmittable torque of the clutch and the third over-temperature attenuation coefficient, and determining the first crankshaft end maximum output power based on the maximum torque at the crankshaft end and the actual speed of the engine; obtaining the first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determining the maximum output power of the drive motor based on the maximum limiting torque of the drive motor, the actual speed of the drive motor and the first over-temperature attenuation coefficient; determining the third maximum driving power based on the first crankshaft end maximum output power, the maximum output power of the drive motor, the discharge power peak of the battery in the vehicle within a preset time period, and the actual power of the accessories in the vehicle.

[0122] Optionally, the hybrid power controller obtains the second over-temperature attenuation coefficient corresponding to the water temperature of the engine, and may obtain the second over-temperature attenuation coefficient corresponding to the water temperature of the engine based on a fifth correspondence; wherein the fifth correspondence includes the correspondence between the water temperatures of multiple engines and the over-temperature attenuation coefficients of multiple engines, and the water temperature of the engine is negatively correlated with the over-temperature attenuation coefficient of the engine.

[0123] Optionally, the fifth correspondence may be a table preset in the hybrid power controller (referred to as the fifth correspondence table), or a table preset in a database and readable by the hybrid power controller (referred to as the fifth correspondence table), etc., without limitation herein. The fifth correspondence table includes correspondences between multiple engine water temperatures and multiple engine over-temperature attenuation coefficients; in the fifth correspondence table, the engine water temperature and the engine over-temperature attenuation coefficient are negatively correlated.

[0124] Table 5 Fifth correspondence table

[0125] Engine water temperature (℃) -40 0 100 110 120 130 140 150 Engine overtemperature attenuation coefficient 1 1 1 0.9 0.8 0.6 0.5 0

[0126] Optionally, the hybrid power controller obtains the third over-temperature attenuation coefficient corresponding to the clutch plate temperature based on the sixth correspondence; wherein the sixth correspondence includes the correspondence between multiple clutch plate temperatures and multiple clutch over-temperature attenuation coefficients, and the clutch plate temperature is negatively correlated with the clutch over-temperature attenuation coefficient.

[0127] Optionally, the sixth correspondence may be a table preset in the hybrid controller (referred to as the sixth correspondence table), or a table preset in a database and readable by the hybrid controller (referred to as the sixth correspondence table), etc., and is not limited herein. The sixth correspondence table includes correspondences between multiple clutch plate temperatures and multiple clutch over-temperature attenuation coefficients; in the sixth correspondence table, the clutch plate temperature and the clutch over-temperature attenuation coefficient are negatively correlated.

[0128] Table 6 Sixth correspondence table

[0129] Clutch plate temperature (℃) -40 0 170 180 190 200 230 280 Clutch overtemperature attenuation coefficient 1 1 1 0.9 0.8 0.5 0.4 0

[0130] Optionally, the hybrid controller determines the maximum torque at the crankshaft end based on the magnitude relationship between a first product between the maximum torque limit of the engine and the second over-temperature attenuation coefficient and a second product between the maximum torque that can be transmitted by the clutch and the third over-temperature attenuation coefficient. This can be done by taking the first product as the maximum torque at the crankshaft end in response to the first product between the maximum torque limit of the engine and the second over-temperature attenuation coefficient being less than or equal to the second product between the maximum torque that can be transmitted by the clutch and the third over-temperature attenuation coefficient, or taking the second product as the maximum torque at the crankshaft end in response to the first product being greater than the second product. The process by which the hybrid controller determines the maximum torque at the crankshaft end can be expressed as the following formula (13).

[0131] Tq CrkSftMax =min(Tq EngMax ×TD EngFac ,Tq CluTrsmMax ×TD CluFac ) (13)

[0132] In formula (13), TP CrkSftMax Indicates the maximum torque at the crankshaft end (unit: Nm); TP EngMax It indicates the maximum torque limit of the engine (unit: Nm); TD EngFac It represents the second over-temperature attenuation coefficient; TP CluTrsmMax Indicates the maximum torque that can be transmitted by the clutch (unit: Nm); TD CluFac It represents the third over-temperature attenuation coefficient.

[0133] Optionally, the hybrid controller may use the following formula (14) when determining the maximum output power of the first crankshaft end based on the maximum torque at the crankshaft end and the actual speed of the engine.

[0134] P CrkSftMax =Tq CrkSftMax ×n EngAct (14)

[0135] In formula (14), P CrkSftMax It represents the maximum output power at the first crankshaft end (unit: W); Tq CrkSftMax It represents the maximum torque at the crankshaft end (unit: Nm), which can be determined by the above formula (13); n EngAct Indicates the actual engine speed (unit: rpm).

[0136] Optionally, the hybrid controller may use the following formula (15) when determining the maximum output power of the drive motor based on the maximum limit torque of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient.

[0137]

[0138] In formula (15), P McuMax It represents the maximum output power of the driving motor (unit: W); Tq McuMax It indicates the maximum torque limit of the drive motor (unit: Nm); McuAct It indicates the actual speed of the driving motor (unit: rpm); TD McuFac It represents the first over-temperature attenuation coefficient.

[0139] Optionally, the hybrid power controller determines the third maximum driving power based on the maximum output power of the first crankshaft end, the maximum output power of the drive motor, the discharge power peak of the battery in the vehicle within a preset time period, and the actual power of the accessories in the vehicle, which may include: in response to the maximum output power of the drive motor being less than or equal to the difference between the discharge power peak of the battery in the vehicle within a preset time period and the actual power of the accessories in the vehicle, taking the maximum output power of the drive motor as the first target output power, or, in response to the maximum output power of the drive motor being greater than the difference, taking the difference as the first target output power; determining the third maximum driving power based on the first target output power and the maximum output power of the first crankshaft end.

[0140] Optionally, assuming that the duration of the preset time period is 10 seconds, the process of the hybrid controller determining the first target output power can be expressed as the following formula (16).

[0141] P 第一目标输出 =min(P McuMax ,P PeakDchrg10s -P AcsyAct ) (16)

[0142] In formula (16), P 第一目标输出 It represents the first target output power (unit: W); P McuAct It represents the maximum output power of the drive motor (unit: W), which can be determined by the above formula (15); P PeakDchrg10sIt represents the peak discharge power of the battery within 10s (unit: W); P AcsyAct It indicates the actual power of the accessories in the vehicle (unit: W).

[0143] Optionally, the hybrid controller may use the following formula (17) when determining the third maximum driving power based on the first target output power and the maximum output power at the first crankshaft end.

[0144] P SptRLMax =P 第一目标 +P CrkSftMax (17)

[0145] In formula (17), P SptRLMax It represents the third maximum driving power (unit: W); P 第一目标 represents the first target output power (unit: W), which can be determined by the above formula (16); P CrkSftMax It represents the maximum output power at the first crankshaft end (unit: W), which can be determined by the above formula (14).

[0146] Scenario 4: When the required driving power of the vehicle is greater than the third maximum driving torque and less than or equal to the fourth maximum driving power corresponding to the fourth launch mode, the fourth launch mode is used as the target launch mode.

[0147] Optionally, the fourth launch mode may also be referred to as a standard launch mode (denoted as Spt+). In this case, the fourth maximum driving power may also be referred to as a maximum driving power corresponding to the standard launch mode.

[0148] In some embodiments, the fourth maximum driving power can be determined by the hybrid controller in the following manner: based on the water temperature of the engine in the vehicle, the maximum limiting torque of the engine, the maximum discharge torque of the generator, the speed ratio between the generator and the engine, the clutch plate temperature, the maximum transmittable torque of the clutch, and the actual speed of the engine, determine the second crankshaft end maximum output power; obtain the first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determine the maximum output power of the drive motor based on the maximum limiting torque of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient; determine the second target output power based on the relationship between the difference between the discharge power peak of the battery in the vehicle within a preset time period and the actual power of the accessories in the vehicle and the maximum output power of the drive motor; determine the fourth maximum driving power based on the second target output power and the second crankshaft end maximum output power.

[0149] Optionally, the hybrid controller determines the second crankshaft end maximum output power based on the water temperature of the engine in the vehicle, the maximum limited torque of the engine, the maximum discharge torque of the generator, the speed ratio between the generator and the engine, the clutch plate temperature, the maximum transmittable torque of the clutch, and the actual speed of the engine, which may include: obtaining a second over-temperature attenuation coefficient corresponding to the water temperature of the engine in the vehicle, and determining the target engine maximum torque based on the second over-temperature attenuation coefficient and the maximum limited torque of the engine, and determining the target generator maximum torque based on the maximum discharge torque of the generator and the speed ratio between the generator and the engine; obtaining a third over-temperature attenuation coefficient corresponding to the clutch plate temperature, and determining the target clutch maximum torque based on the third over-temperature attenuation coefficient and the maximum transmittable torque of the clutch; in response to the sum of the target engine maximum torque and the target generator maximum torque being less than or equal to the target clutch maximum torque, using the sum of the target engine maximum torque and the target generator maximum torque as the crankshaft end maximum torque, or, in response to the sum of the target engine maximum torque and the target generator maximum torque being greater than the target clutch maximum torque, using the target clutch maximum torque as the crankshaft end maximum torque; determining the second crankshaft end maximum output power based on the crankshaft end maximum torque and the actual speed of the engine.

[0150] Optionally, the hybrid controller may use the following formula (18) when determining the target maximum torque of the engine based on the second over-temperature attenuation coefficient and the maximum limit torque of the engine.

[0151] Tq EngMax-目标 =Tq EngMax ×TD EngFac (18)

[0152] In formula (18), Tq EngMax-目标 Indicates the target engine maximum torque (unit: Nm); TD EngFac It represents the second over-temperature attenuation coefficient; Tq EngMax It indicates the maximum limit torque of the engine (unit: Nm).

[0153] Optionally, the hybrid controller may use the following formula (19) when determining the target generator maximum torque based on the generator's maximum discharge torque and the speed ratio between the generator and the engine.

[0154] Tq GcuElecMax-目标 =Tq GcuElecMax ×r Gcu (19)

[0155] In formula (19), Tq GcuElecMax-目标 It represents the maximum torque of the target generator (unit: Nm); Tq GcuElecMax It represents the maximum discharge torque of the generator (unit: Nm); rGcu Indicates the speed ratio between the generator and the engine.

[0156] Optionally, the hybrid controller may use the following formula (20) when determining the target clutch maximum torque based on the third over-temperature attenuation coefficient and the maximum transmittable torque of the clutch.

[0157] Tq CluTrsmMax-目标 =Tq CluTrsmMax ×TD CluFac (20)

[0158] In formula (20), Tq CluTrsmMax-目标 Indicates the maximum torque of the target clutch (unit: Nm); TD CluFac It represents the third over-temperature attenuation coefficient; Tq CluTrsmMax Indicates the maximum torque that can be transmitted by the clutch (unit: Nm).

[0159] Optionally, the process of the hybrid controller determining the maximum torque at the crankshaft end can be expressed as the following formula (21).

[0160] Tq CrkSftMax =min(Tq EngMax-目标 +Tq GcuElecMax-目标 , Tq CluTrsmMax-目标 ) (twenty one)

[0161] In formula (21), Tq CrkSftMax Indicates the maximum torque at the crankshaft end (unit: Nm); Tq EngMax-目标 represents the target engine maximum torque (unit: Nm), which can be determined by the above formula (18); Tq GcuElecMax-目标 It represents the maximum torque of the target generator (unit: Nm), which can be determined by the above formula (19); Tq CluTrsmMax-目标 It represents the target clutch maximum torque (unit: Nm), which can be determined by the above formula (20).

[0162] Optionally, the hybrid controller may use the following formula (22) when determining the maximum output power of the second crankshaft end based on the maximum torque at the crankshaft end and the actual speed of the engine.

[0163]

[0164] In formula (22), P CrkSft+Max Indicates the maximum output power at the second crankshaft end (unit: W); Tq CrkSftMax It represents the maximum torque at the crankshaft end (unit: Nm), which can be determined by the above formula (21); n EngAct Indicates the actual engine speed (unit: rpm).

[0165] Optionally, when the hybrid controller determines the maximum output power of the drive motor based on the maximum limiting torque of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient, the aforementioned formula (15) may be used, which will not be repeated here.

[0166] Optionally, assuming that the duration of the preset time period is 10s, the process of the hybrid controller determining the second target output power can be expressed as the aforementioned formula (16). In this case, P in formula 16 is 第一目标 Can be replaced by P 第二目标 That is, the second target output power is equal to the first target output power.

[0167] Optionally, the hybrid controller may use the following formula (23) when determining the fourth maximum driving power based on the second target output power and the second crankshaft end maximum output power.

[0168] P Spt+RLMax =P 第二目标输出 +P CrkSft+Max (twenty three)

[0169] In formula (23), P Spt+RLMax It represents the fourth maximum driving power (unit: W); P 第二目标 It represents the second target output power (unit: W); P CrkSft+Max It represents the maximum output power of the second crankshaft end (unit: W), which can be determined by the above formula (22).

[0170] Using the above embodiment, the hybrid power controller can quickly determine the target launch control mode by determining the driving capability boundaries (i.e., the maximum driving power corresponding to each launch mode) when different power sources (i.e., driving components) of the hybrid power system are involved (corresponding to multiple launch modes).

[0171] In an optional embodiment, Figure 2In the illustrated launch control method, the hybrid controller determines the requested torque of at least one drive component corresponding to the target launch mode based on the maximum drive power corresponding to the target launch mode and the required vehicle drive power. This method may include: if the target launch mode is the first launch mode, in response to the first maximum drive power being less than or equal to the required vehicle drive power, using the first maximum drive power as the first target drive power; or in response to the first maximum drive power being greater than the required vehicle drive power, using the required vehicle drive power as the first target drive power; and determining the first drive motor requested torque based on the first target drive power and the actual speed of the drive motor. In this case, the hybrid controller adjusts the output torque of each drive component based on the requested torque of each drive component, which may include adjusting the output torque of the drive motor to the first drive motor requested torque.

[0172] The requested torque of the first driving motor is the requested torque of the driving motor in the economy mode.

[0173] Optionally, the method for determining the first maximum driving power may refer to the relevant description of the first maximum driving power in the above scenario 1, which will not be repeated here.

[0174] Optionally, the process of the hybrid controller determining the first target driving power can be expressed as the following formula (24).

[0175] P 第一目标驱动 =min(P VehDrvrReq ,P EcoRLMax ) (twenty four)

[0176] In formula (24), P 第一目标驱动 It represents the first target driving power (unit: W); P VehDrvrReq It represents the required driving power of the vehicle (unit: W); P EcoRLMax It represents the first maximum driving power (unit: W).

[0177] Optionally, the hybrid controller may use the following formula (25) when determining the requested torque of the first drive motor based on the first target drive power and the actual speed of the drive motor.

[0178]

[0179] In formula (25), Tq EcoMcu Req It represents the torque requested by the first drive motor (unit: Nm); 第一目标驱动 It represents the first target driving power (unit: W); n McuAct It indicates the actual speed of the drive motor (unit: rpm).

[0180] With this embodiment, the hybrid power controller can determine the drive motor request torque (i.e., the first drive motor request torque) in the first launch start mode based on the first maximum drive power corresponding to the first launch start mode and the required drive power of the entire vehicle when the target launch start mode is the first launch start mode, and adjust the output torque of the drive motor based on the first drive motor request torque, so that the output torque of the drive motor can meet the driver's demand for power, thereby improving the driver's driving experience.

[0181] In an optional embodiment, Figure 2 In the illustrated launch control method, a hybrid controller determines a requested torque for at least one drive component corresponding to the target launch mode based on the maximum drive power corresponding to the target launch mode and the required vehicle drive power. This method may include: if the target launch mode is the second launch mode, determining a second target drive power based on the relationship between the second maximum drive power and the required vehicle drive power, and determining a second drive motor requested torque based on the second target drive power and the actual speed of the drive motor; determining a first engine requested torque based on the required vehicle drive power and the actual speed of the engine; and determining a first generator requested torque based on the actual engine torque, the generator-to-engine speed ratio, and the generator's transmission efficiency. In this case, the hybrid controller adjusts the output torque of each drive component based on the requested torque of each drive component. This method may include: adjusting the output torque of the drive motor to the second drive motor requested torque; adjusting the output torque of the engine to the first engine requested torque; and adjusting the output torque of the generator to the first generator requested torque.

[0182] The requested torque of the second driving motor is the requested torque of the driving motor in the standard mode.

[0183] Optionally, the method for determining the second maximum driving power may refer to the relevant description of the second maximum driving power in the above scenario 2, which will not be repeated here.

[0184] Optionally, the hybrid controller determines the second target drive power based on the relationship between the second maximum drive power and the vehicle's required drive power. This may be in response to the second maximum drive power being less than or equal to the vehicle's required drive power, using the second maximum drive power as the second target drive power. Alternatively, in response to the second maximum drive power being greater than the vehicle's required drive power, using the vehicle's required drive power as the second target drive power. The process by which the hybrid controller determines the second target drive power can be expressed as the following formula (26).

[0185] P 第二目标驱动 =min(P VehDrvrReq ,P NormRLMax) (26)

[0186] In formula (26), P 第二目标驱动 It represents the second target driving power (unit: W); P VehDrvrReq It represents the required driving power of the vehicle (unit: W); P NormRLMax It represents the second maximum driving power (unit: W).

[0187] Optionally, the hybrid controller may use the following formula (27) when determining the requested torque of the second drive motor based on the second target drive power and the actual speed of the drive motor.

[0188]

[0189] In formula (27), Tq NormMcuReq It represents the torque requested by the first drive motor (unit: Nm); 第二目标驱动 It represents the second target driving power (unit: W); n McuAct It indicates the actual speed of the drive motor (unit: rpm).

[0190] The first engine request torque is the engine request torque in the standard mode; and the first generator request torque is the generator request torque in the standard mode.

[0191] Optionally, the hybrid controller may use the following formula (28) when determining the first engine requested torque based on the required driving power of the vehicle and the actual speed of the engine.

[0192]

[0193] In formula (28), Tq NormEngFastReq It represents the first engine request torque (unit: Nm); P VehDrvrReq It represents the required driving power of the vehicle (unit: W); n EngAct Indicates the actual engine speed (unit: rpm).

[0194] Optionally, the hybrid controller may use the following formula (29) when determining the first generator requested torque based on the actual torque of the engine, the speed ratio from the generator to the engine, and the transmission efficiency of the generator.

[0195]

[0196] In formula (29), Tq NormGcuReq It represents the torque requested by the first generator (unit: Nm); Tq EngAct It represents the actual torque of the engine (unit: Nm); Gcurepresents the speed ratio from the generator to the engine; η Gcu It represents the transmission efficiency of the generator.

[0197] By adopting this embodiment, when the target launch mode is the second launch mode, the hybrid power controller can determine the drive motor request torque (i.e., the second drive motor request torque), the engine request torque (i.e., the first engine request torque), and the generator request torque (i.e., the first generator request torque) in the second launch mode based on the second maximum drive power corresponding to the second launch mode and the required drive power of the whole vehicle, and adjust the output torques of the drive motor, engine, and generator respectively based on the second drive motor request torque, the first engine request torque, and the first generator request torque. In this way, the output torques of the drive motor, engine, and generator can meet the driver's demand for power, thereby improving the driver's driving experience.

[0198] In an optional embodiment, Figure 2 In the illustrated launch control method, a hybrid controller determines a requested torque for at least one drive component corresponding to the target launch mode based on the maximum drive power corresponding to the target launch mode and the vehicle requested drive power. This method may include: if the target launch mode is the third launch mode, determining a third target drive power based on the relationship between the vehicle requested drive power and the third maximum drive power; determining a first vehicle requested torque based on the third target drive power, the actual speed of the drive motor, and the transmission speed ratio of the drive motor; determining a second engine requested torque based on the first vehicle requested torque, the transmission speed ratio of the engine, the lower engine economy limit, and the upper engine economy limit; and determining a third drive motor requested torque based on the first vehicle requested torque, the actual engine torque, the actual clutch torque, the transmission speed ratio of the drive motor, and the transmission speed ratio of the engine. In this case, the hybrid controller adjusts the output torque of each drive component based on the requested torque of each drive component. This method may include adjusting the output torque of the engine to the second engine requested torque and adjusting the output torque of the drive motor to the third drive motor requested torque.

[0199] Among them, the first vehicle demand torque is the vehicle demand torque in the sport mode; the second engine request torque is the engine request torque in the sport mode; and the third drive motor request torque is the drive motor request torque in the sport mode.

[0200] Optionally, the method for determining the third maximum driving power may refer to the relevant description of the third maximum driving power in the above scenario three, which will not be repeated here.

[0201] Optionally, the hybrid controller determines the third target driving power based on the relationship between the vehicle's required driving power and the third maximum driving power. This may be in response to the vehicle's required driving power being less than or equal to the third maximum driving power, using the vehicle's required driving power as the third target driving power. Alternatively, in response to the vehicle's required driving power being greater than the third maximum driving power, using the third maximum driving power as the third target driving power. The process by which the hybrid controller determines the third target driving power can be expressed as the following formula (30).

[0202] P 第三目标驱动 =min(P VehDrvrReq ,P SptRLMax ) (30)

[0203] In formula (30), P 第三目标驱动 It represents the third target driving power (unit: W); P VehDrvrReq It represents the required driving power of the vehicle (unit: W); P SptRLMax It represents the third maximum driving power (unit: W).

[0204] Optionally, the hybrid controller may use the following formula (31) when determining the first vehicle required torque based on the third target driving power, the actual speed of the driving motor, and the transmission speed ratio of the driving motor.

[0205]

[0206] In formula (31), Tq SptVehReq It represents the first vehicle required torque (unit: Nm); P 第三目标驱动 It represents the third target driving power (unit: W); n McuAct It represents the actual speed of the driving motor (unit: rpm); r McuTrsm It indicates the transmission speed ratio of the drive motor.

[0207] In some embodiments, the hybrid controller determines the second engine requested torque based on the first vehicle required torque, the engine's transmission speed ratio, the engine's lower economic limit, and the engine's upper economic limit, which may include: in response to a first quotient of the first vehicle required torque and the engine's transmission speed ratio being less than or equal to the engine's lower economic limit, using the engine's lower economic limit as the first candidate torque, or, in response to the first quotient being greater than the engine's lower economic limit, using the first quotient as the first candidate torque; in response to the first candidate torque being less than or equal to the engine's upper economic limit, using the first candidate torque as the second engine requested torque, or, in response to the first candidate torque being greater than the engine's upper economic limit, using the engine's upper economic limit as the second engine requested torque.

[0208] Optionally, the process of the hybrid controller determining the first candidate torque can be expressed as the following formula (32).

[0209]

[0210] In formula (32), Tq 第一候选 It represents the first candidate torque (unit: Nm); Tq SptVehReq It represents the first vehicle required torque (unit: Nm), which can be determined by the above formula (31); r EngTrsm Indicates the transmission speed ratio of the engine; Tq EngEcoLwr It indicates the lower limit of engine economy.

[0211] Alternatively, the process of the hybrid controller determining the second engine requested torque can be expressed as the following formula (33).

[0212] Tq SptEngFastReq =min(Tq 第一候选 ,Tq EngEcoUpr ) (33)

[0213] In formula (33), Tq SptEngFastReq It represents the second engine request torque (unit: Nm); Tq 第一候选 represents the first candidate torque (unit: Nm), which can be determined by the above formula (32); Tq EngEcoUpr It indicates the upper limit of the engine's economy.

[0214] In some embodiments, the hybrid controller determines the third drive motor requested torque based on the first vehicle required torque, the actual torque of the engine, the actual torque of the clutch, the transmission speed ratio of the drive motor, and the transmission speed ratio of the engine, which may include: in response to the actual torque of the engine being less than or equal to the actual torque of the clutch, using the actual torque of the engine as the intermediate torque, or, in response to the actual torque of the engine being greater than the actual torque of the clutch, using the actual torque of the clutch as the intermediate torque; determining the third drive motor requested torque based on the first vehicle required torque, the intermediate torque, the transmission speed ratio of the drive motor, and the transmission speed ratio of the engine.

[0215] Alternatively, the process of the hybrid controller determining the intermediate torque can be expressed as the following formula (34).

[0216] Tq 中间 =min(Tq EngAct ,Tq CluAct ) (34)

[0217] In formula (34), Tq 中间 Indicates the intermediate torque (unit: Nm); TqEngAct It represents the actual torque of the engine (unit: Nm); Tq CluAct It indicates the actual torque of the clutch (unit: Nm).

[0218] Optionally, the hybrid controller may use the following formula (35) to determine the requested torque of the third drive motor based on the first vehicle required torque, the intermediate torque, the transmission speed ratio of the drive motor, and the transmission speed ratio of the engine.

[0219]

[0220] In formula (35), Tq SptMcuReq It represents the torque requested by the third drive motor (unit: Nm); Tq SptVehReq represents the first vehicle required torque (unit: Nm), which can be determined by the above formula (31); represents the intermediate torque (unit: Nm), which can be determined by the above formula (34); r McuTrsm It represents the transmission speed ratio of the drive motor; r EngTrsm Indicates the transmission speed ratio of the engine.

[0221] By adopting this embodiment, the hybrid power controller can determine the engine request torque (i.e., the second engine request torque) and the drive motor request torque (i.e., the third drive motor request torque) in the third launch start mode based on the third maximum drive power corresponding to the third launch start mode and the required drive power of the whole vehicle when the target launch start mode is the third launch start mode, and adjust the output torque of the engine and the drive motor respectively based on the second engine request torque and the third drive motor request torque, so that the output torque of the engine and the drive motor can meet the driver's demand for power, thereby improving the driver's driving experience.

[0222] In an optional embodiment, the hybrid controller determines the requested torque of at least one drive component corresponding to the target launch mode based on the maximum drive power corresponding to the target launch mode and the required drive power of the vehicle, which may include: determining a fourth target drive power based on the relationship between the required drive power of the vehicle and the fourth maximum drive power when the target launch mode is the fourth launch mode; determining a second vehicle required torque based on the fourth target drive power, the actual speed of the drive motor, and the transmission speed ratio of the drive motor; determining the crankshaft-end requested torque based on the relationship between a second quotient of the second vehicle required torque and the transmission speed ratio of the engine and the maximum crankshaft-end limited torque; determining a second generator requested torque based on the crankshaft-end requested torque, the actual torque of the engine, the generator-to-engine speed ratio, and the transmission efficiency of the generator; determining a fourth drive motor requested torque based on the second vehicle required torque, the actual torque of the crankshaft, the actual torque of the clutch, the transmission speed ratio of the engine, and the transmission speed ratio of the drive motor; and obtaining a third engine requested torque, where the third engine requested torque is determined based on the second vehicle required torque and the remaining battery charge of the vehicle. In this case, the hybrid controller adjusts the output torque of each drive component based on the requested torque of each drive component, which may include: adjusting the output torque of the engine flywheel end to the requested torque of the engine flywheel end, adjusting the output torque of the generator to the second generator requested torque, adjusting the output torque of the drive motor to the fourth drive motor requested torque, and adjusting the output torque of the engine to the third engine requested torque.

[0223] Optionally, the hybrid controller determines the fourth target driving power based on the relationship between the vehicle's required driving power and the fourth maximum driving power. This may be in response to the vehicle's required driving power being less than or equal to the fourth maximum driving power, using the vehicle's required driving power as the fourth target driving power, or in response to the vehicle's required driving power being greater than the fourth maximum driving power, using the fourth maximum driving power as the fourth target driving power. The process by which the hybrid controller determines the fourth target driving power can be expressed as the following formula (36).

[0224] P 第四目标驱动 =min(P VehDrvrReq ,P Spt+RLMax ) (36)

[0225] In formula (36), P 第四目标驱动 It represents the third target driving power (unit: W); P VehDrvrReq It represents the required driving power of the vehicle (unit: W); P Spt+RLMax It represents the fourth maximum driving power (unit: W).

[0226] Optionally, the hybrid controller may use the following formula (37) when determining the second vehicle required torque based on the fourth target driving power, the actual speed of the driving motor, and the transmission speed ratio of the driving motor.

[0227]

[0228] In formula (37), Tq Spt+VehReq It represents the second vehicle required torque (unit: Nm); P 第四目标驱动 represents the fourth target driving power (unit: W); n McuAct It represents the actual speed of the driving motor (unit: rpm); r McuTrsm It indicates the transmission speed ratio of the drive motor.

[0229] Optionally, the hybrid controller determines the crankshaft end request torque based on the relationship between the second quotient of the second vehicle demand torque and the engine's transmission speed ratio and the maximum crankshaft end limit torque. This may be in response to the second quotient of the second vehicle demand torque and the engine's transmission speed ratio being less than or equal to the maximum crankshaft end limit torque, using the second quotient as the crankshaft end request torque, or in response to the second quotient being greater than the maximum crankshaft end limit torque, using the maximum crankshaft end limit torque as the crankshaft end request torque. The process of the hybrid controller determining the crankshaft end request torque can be expressed as the following formula (38).

[0230]

[0231] In formula (38), Tq Spt+CrksftReq It represents the requested torque at the crankshaft end (unit: Nm); Tq Spt+VehReq It represents the second vehicle required torque (unit: Nm); r EngTrsm Indicates the transmission speed ratio of the engine; Tq CrksftMax It represents the maximum torque at the crankshaft end in the fourth launch mode (unit: Nm).

[0232] Optionally, the hybrid controller may use the following formula (39) to determine the second generator requested torque based on the crankshaft end requested torque, the actual torque of the engine, the speed ratio from the generator to the engine, and the transmission efficiency of the generator.

[0233]

[0234] In formula (39), Tq Spt+GcuReq It represents the torque requested by the second generator (unit: Nm); Tq Spt+CrksftReq It represents the crankshaft end torque (unit: Nm), which can be determined by the above formula (38); Tq EngActIt represents the actual torque of the engine (unit: Nm); Gcu represents the speed ratio from the generator to the engine; η Gcu It represents the transmission efficiency of the generator.

[0235] Alternatively, the actual torque at the crankshaft end may be determined by the hybrid controller based on the actual torque of the engine, the actual torque of the generator, and the speed ratio from the generator to the engine using the following formula (40).

[0236] Tq CrksftAct =Tq EngAct +Tq GcuAct ×r Gcu (40)

[0237] In formula (40), Tq CrksftAct It represents the actual torque at the crankshaft end (unit: Nm); Tq EngAct It represents the actual torque of the engine (unit: Nm); Tq GcuAct It represents the actual torque of the generator (unit: Nm); r Gcu Indicates the speed ratio from the generator to the engine.

[0238] Optionally, the hybrid controller may use the following formula (41) to determine the requested torque of the fourth drive motor based on the second vehicle required torque, the actual torque at the crankshaft end, the actual torque of the clutch, the transmission speed ratio of the engine, and the transmission speed ratio of the drive motor.

[0239]

[0240] In formula (41), Tq Spt+McuReq It represents the fourth drive motor request torque (unit: Nm); Tq Spt+VehReq It represents the second vehicle required torque (unit: Nm), which can be determined by the above formula (39); Tq CrksftAct It represents the actual torque at the crankshaft end (unit: Nm), which can be determined by the above formula (40); Tq CluAct It represents the actual torque of the clutch (unit: Nm); r McuTrsm It represents the transmission speed ratio of the drive motor; r EngTrsm Indicates the transmission speed ratio of the engine.

[0241] In some embodiments, the hybrid controller obtains the third engine request torque by obtaining the third engine request torque corresponding to the second vehicle demand torque and the vehicle's remaining battery charge based on a seventh correspondence; wherein the seventh correspondence includes correspondences between multiple third combinations and multiple engine request torques, and the third combination includes the vehicle demand torque and the battery's remaining charge. When the battery's remaining charge is the same, the engine request torque and the vehicle demand torque in the third combination are positively correlated; when the vehicle demand torque is the same, the engine request torque and the battery's remaining charge in the third combination are negatively correlated. In this case, the hybrid controller adjusts the output torque of each drive component based on the requested torque of each drive component, and may also include: adjusting the engine's output torque to the third engine request torque.

[0242] Optionally, the seventh correspondence may be a table preset in the hybrid power controller (referred to as the seventh correspondence table), or a table preset in a database and readable by the hybrid power controller (referred to as the seventh correspondence table), etc., and is not limited here. The seventh correspondence table includes correspondences between multiple combinations of vehicle demand torques and battery remaining capacities and multiple engine request torques; in the seventh correspondence table, when the vehicle demand torques are the same, the engine request torque is negatively correlated with the battery remaining capacities, and when the battery remaining capacities are the same, the engine request torque is positively correlated with the vehicle demand torque. For example, the seventh correspondence table may be shown in Table 7 below.

[0243] Table 7 Seventh correspondence table

[0244]

[0245] By adopting this embodiment, the hybrid power controller can determine the drive motor request torque (i.e., the fourth drive motor request torque), the engine request torque (i.e., the third engine request torque) and the generator request torque (i.e., the second generator request torque) in the fourth launch start mode based on the fourth maximum drive power corresponding to the fourth launch start mode and the required drive power of the whole vehicle when the target launch start mode is the fourth launch start mode, and adjust the output torque of the drive motor, engine and generator respectively based on the fourth drive motor request torque, the third engine request torque and the second generator request torque, so that the output torque of the drive motor, engine and generator can meet the driver's demand for power, thereby improving the driver's driving experience.

[0246] In an optional embodiment, Figure 2In the launch control method shown, the hybrid power controller can also activate the launch control function in response to the following conditions being met: the vehicle's current gear is D gear; the vehicle's battery remaining power, brake pedal opening, brake master cylinder pressure and accelerator pedal opening all correspond to preset thresholds; the vehicle's Electronic Parking Brake (EPB) system is in a released state; the vehicle's Electronic Stability Program (ESP) system is in a closed state; the vehicle's Automatic Vehicle Hold (AVH) system is in an inactive state; the vehicle's transmission oil temperature, clutch plate temperature, drive motor winding temperature and engine water temperature all meet corresponding preset temperature conditions; and the vehicle does not have a preset launch-prohibiting fault.

[0247] Among them, the preset thresholds corresponding to the vehicle's remaining battery power, brake pedal opening, brake master cylinder pressure and accelerator pedal opening may include: the vehicle's remaining battery power is greater than or equal to the preset power threshold; the vehicle's brake pedal opening is greater than or equal to the preset brake pedal opening threshold; the vehicle's brake master cylinder pressure is greater than or equal to the preset brake pressure threshold; the vehicle's accelerator pedal opening is greater than or equal to the preset accelerator pedal opening threshold.

[0248] Among them, the vehicle's transmission oil temperature, clutch plate temperature, drive motor winding temperature and engine water temperature all meet the corresponding preset temperature conditions. The preset temperature condition corresponding to the transmission oil temperature may be that the transmission oil temperature is less than a first preset temperature threshold; the preset temperature condition corresponding to the clutch plate temperature may be that the clutch plate temperature is less than a second preset temperature threshold; the preset temperature condition corresponding to the drive motor winding temperature may be that the drive motor winding temperature is less than a third preset temperature threshold; and the preset temperature condition corresponding to the engine water temperature may be that the engine water temperature is within a preset temperature range.

[0249] The preset Launch Control Fault typically occurs in performance vehicles equipped with Launch Control. It indicates a serious fault has been detected in the drive motor, engine, generator, or clutch, prohibiting the Launch Control feature from being used. Examples of such faults include the drive motor, engine, or generator having fault levels exceeding their corresponding preset fault levels, or the clutch being in a faulty state. Clutch faults can include pressure sensor failure, actuator motor failure, or clutch disengagement failure.

[0250] For example, the preset battery charge threshold may be 50%, the preset brake pedal opening threshold may be 50%, the preset brake pressure threshold may be 20 bar, the preset accelerator pedal opening threshold may be 10%, the first preset temperature threshold may be 80°C, the second preset temperature threshold may be 150°C, the third preset temperature threshold may be 100°C, and the preset temperature range may be [80°C, 100°C]. In other words, the hybrid controller may activate the launch control function if the following conditions are met: the actual gear is D, the remaining battery charge is ≥ 50%, the brake pedal opening is ≥ 50%, the brake master cylinder pressure is ≥ 20 bar, the accelerator pedal opening is > 10%, the EPB system status is released, the ESP system status is off, the AVH status is inactive, the transmission oil temperature is < 80°C, the clutch plate temperature is < 150°C, the drive motor winding temperature is < 100°C, the engine water temperature is 80°C ≤ ≤ 100°C, and the engine does not have a preset launch control fault. It should be noted that the hybrid controller may also adjust the above thresholds or set other thresholds based on the actual vehicle conditions, which are not limited here. A remaining battery charge of ≥50% prevents power degradation due to low battery, which could result in a failure to meet the torque requirements for launch control. Alternatively, the battery maintains sufficient charge and a high discharge power during launch control to ensure proper launch control. A brake pedal opening of ≥50% and a master cylinder pressure of ≥20 bar ensure braking force maintains the vehicle stationary during the torque reserve phase. An accelerator pedal opening of >10% ensures the driver has the desired start. A transmission oil temperature of <80°C ensures clutch lubrication and cooling, preventing clutch erosion. A clutch plate temperature of <150°C prevents clutch overtemperature alarms from being triggered due to excessive temperatures, which could result in a failure to meet launch control requirements. A drive motor winding temperature of <100°C prevents power degradation due to excessive drive motor winding temperatures, which could result in a failure to meet the torque requirements for launch control. An engine water temperature of 80°C ≤100°C prevents engine function degradation due to excessive or insufficient engine water temperatures, which could result in limited engine output torque.

[0251] With this implementation, the hybrid power controller can determine whether the activation conditions of the launch control function are currently met based on the driver's operation information, the vehicle's driving status information, and the operating information of each drive component. This is conducive to timely activation of the launch control function when it is detected that the activation conditions for activating the launch control function are met.

[0252] In an optional embodiment, Figure 2In the launch control method shown, the hybrid power controller can also determine that the launch control is completed in response to the following conditions being met: the actual pressure of the vehicle's clutch is greater than or equal to a preset actual pressure threshold; the difference between the clutch's driving plate speed and the driven plate speed is less than or equal to a preset speed difference threshold; the vehicle's speed is greater than or equal to a preset speed threshold; the sum of the vehicle's drive motor output drive power and the engine's output drive power is equal to the vehicle's required drive power.

[0253] For example, the preset actual pressure threshold may be 10 bar, the preset speed difference threshold may be 20 rpm, and the preset vehicle speed threshold may be 10 km / h. In other words, the hybrid controller may determine that launch control has been executed if the following conditions are met: the actual clutch pressure of the vehicle is ≥ 10 bar; the speed difference between the clutch's driving disc and driven disc is ≤ 20 rpm; the vehicle speed is ≥ 10 km / h; and the sum of the output drive power of the vehicle's drive motor and the output drive power of the engine is equal to the vehicle's required drive power.

[0254] In some embodiments, the hybrid controller may further update the launch control state to Success (indicating that the launch control adaptive control has been completed) when determining that the launch control has been completed.

[0255] With this embodiment, the hybrid power controller can know under what circumstances the launch control is completed, thereby facilitating the update of the launch control status when the launch control is completed. This helps the driver to promptly know that the launch control has been completed, thereby improving the driver's driving experience.

[0256] The following combination Figure 4 , the overall process of the launch control method provided by the embodiment of the present application is described. Figure 4 , Figure 4 FIG. 1 is a flow chart of another launch control method provided by an embodiment of the present application, which can be executed by a hybrid power controller. Figure 3 As shown, the launch control method may include but is not limited to the following steps.

[0257] S401. Acquire multiple pieces of information associated with the vehicle.

[0258] Among them, multiple information includes but is not limited to accelerator pedal opening, actual gear, brake pedal opening, transmission oil temperature, actual clutch pressure, vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake master cylinder pressure, engine flywheel end, engine water temperature, maximum allowable available torque of the drive motor, drive motor winding temperature, battery charge / discharge power peak in a preset time period, maximum limited torque of the drive motor, maximum limited torque of the engine, maximum generating torque of the generator, maximum discharge torque of the generator, actual torque of the drive motor, actual speed of the drive motor, actual speed of the engine, actual speed of the generator, required torque of the accelerator pedal, required charging power of the whole vehicle, actual power of accessories, maximum torque that the clutch can transmit, actual torque transmitted by the clutch, clutch plate temperature, speed difference between the clutch active plate and the driven plate, road adhesion coefficient, slope and slip rate, etc.

[0259] Among them, the accelerator pedal opening, actual gear position, brake pedal opening, transmission oil temperature, and actual clutch pressure can be collected in real time by the hybrid controller; vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake master cylinder pressure, engine flywheel end, engine water temperature, maximum allowable available torque of the drive motor, drive motor winding temperature, battery charge / discharge power peak in a preset time period, maximum limited torque of the drive motor, maximum limited torque of the engine, maximum generating torque of the generator, maximum discharge torque of the generator, actual torque of the drive motor, actual speed of the drive motor, actual speed of the engine, and actual speed of the generator can be obtained by the hybrid controller through the controller local area network; the accelerator pedal required torque, the vehicle's required charging power, the actual power of the accessories, the maximum torque that the clutch can transmit, the actual torque transmitted by the clutch, the clutch plate temperature, the speed difference between the clutch active plate and the driven plate, the road adhesion coefficient, the slope and the slip rate can be obtained by the hybrid controller from the vehicle's internal module.

[0260] S402 : Based on the multiple pieces of information, determine whether the activation condition of the launch control function is met. If so, execute steps S403 to S408 ; if not, repeat step S401 .

[0261] Exemplarily, the activation conditions of the launch control function may include: the actual gear is D gear, the remaining battery power is ≥50%, the brake pedal opening is ≥50%, the brake master cylinder pressure is ≥20 bar, the accelerator pedal opening is >10%, the EPB system status is released, the ESP system status is off, the AVH status is not activated, the transmission oil temperature is <80°C, the clutch plate temperature is <150°C, the drive motor winding temperature is <100°C, 80°C≤engine water temperature≤100°C, and the engine does not have a preset launch fault.

[0262] That is, the hybrid controller can activate the launch control function when all of the above conditions are met. In addition, the hybrid controller can also set the launch control state to True (indicating an activated state).

[0263] Optionally, the hybrid power controller may also set the launch control state to False (indicating a frozen state) when any of the above conditions is not met.

[0264] S403: Analyze the target launch control mode.

[0265] In an optional embodiment, the hybrid power controller can analyze the launch control mode based on the road adhesion coefficient, slip rate, accelerator pedal required torque, battery charge / discharge power peak within a preset time period, drive motor maximum torque limit, engine maximum torque limit, engine water temperature, clutch plate temperature, drive motor winding temperature, accessory actual power, generator maximum power generation torque, generator maximum discharge torque, drive motor actual speed, engine actual speed and generator actual speed.

[0266] Optionally, the hybrid controller analyzing the launch control mode may include the following steps:

[0267] Step 1: Analyze the required driving power of the vehicle.

[0268] In an optional embodiment, for the relevant description of the hybrid power controller parsing the required driving power of the entire vehicle, please refer to the aforementioned description of the hybrid power controller determining the required driving power of the entire vehicle based on driving operation information, which will not be repeated here.

[0269] Step 2: Analyze the maximum driving power corresponding to various launch modes.

[0270] In an optional embodiment, the hybrid power controller analyzes the maximum drive powers corresponding to the various launch modes. For details, please refer to the aforementioned descriptions of the first maximum drive power, the second maximum drive power, the third maximum drive power, and the fourth maximum drive power, which will not be repeated here.

[0271] There is no strict order restriction for executing steps 1 and 2, and these steps can be executed in other orders. Optionally, the hybrid controller can execute step 1 first and then step 2, or can execute step 2 first and then step 1, which is not limited here.

[0272] Step 3: Determine a target launch mode based on the required vehicle driving power and the maximum driving powers corresponding to the various launch modes.

[0273] The specific principles are as follows:

[0274] (1) The required driving power of the vehicle is ≤ the first maximum driving power corresponding to the first launch mode, and the first launch mode is used as the target launch mode;

[0275] (2) If the first maximum driving power is less than the required driving power of the vehicle and less than or equal to the second maximum driving power corresponding to the second launch mode, the second launch mode is used as the target launch mode;

[0276] (3) If the second maximum driving power is less than the required driving power of the vehicle and less than or equal to the third maximum driving power corresponding to the third launch mode, the third launch mode is used as the target launch mode;

[0277] (4) The third maximum driving torque < the required vehicle driving power ≤ the fourth maximum driving power corresponding to the fourth launch mode, and the fourth launch mode is used as the target launch mode.

[0278] S404: Analyze the requested torque of at least one driving component corresponding to the target launch control mode.

[0279] In an optional embodiment, when the target launch control mode is the first launch control mode, the hybrid power controller may use the aforementioned formula (24) and formula (25) to determine the drive motor request torque in the first launch control mode (i.e., the aforementioned first drive motor request torque).

[0280] In an optional embodiment, when the target launch control mode is the second launch control mode, the hybrid power controller may use the aforementioned formulas (26) to (29) to determine the drive motor request torque (i.e., the aforementioned second drive motor request torque), the engine request torque (i.e., the aforementioned first engine request torque), and the generator request torque (i.e., the aforementioned first generator request torque) in the second launch control mode.

[0281] In an optional embodiment, when the target launch control mode is the third launch control mode, the hybrid power controller may use the aforementioned formulas (30) to (35) to determine the engine request torque (i.e., the aforementioned second engine request torque) and the drive motor request torque (i.e., the aforementioned third drive motor request torque) in the third launch control mode.

[0282] In an optional embodiment, when the target launch control mode is the second launch control mode, the hybrid power controller may use the aforementioned formulas (36) to (41) to determine the generator request torque (i.e., the aforementioned second generator request torque) and the drive motor request torque (i.e., the aforementioned fourth drive motor request torque) in the fourth launch control mode, and determine the engine request torque (i.e., the aforementioned third engine request torque) based on the third corresponding relationship mentioned above.

[0283] In the present application, the hybrid power controller can realize the pre-reserve of driving torque in different launch control modes, thereby being conducive to achieving the preset target of launch control through adaptive start control when the preset starting conditions are met (such as the brake pedal opening is 0, that is, the driver releases the brake).

[0284] S405 : When the target launch mode is associated with the clutch launch control, determine a clutch motor target voltage based on the actual engine torque, vehicle speed, and transmission oil temperature of the vehicle.

[0285] Optionally, the hybrid power controller may determine that the target launch mode is associated with the clutch launch control when it is determined that the target launch mode is the third launch mode or the fourth launch mode.

[0286] Optionally, the hybrid controller determines the target voltage of the clutch motor based on the actual engine torque, vehicle speed and transmission oil temperature of the vehicle. The process can be found in the previous description and will not be repeated here.

[0287] In an optional embodiment, the hybrid power controller may not perform step S405 if the target launch mode is not associated with clutch launch control. Alternatively, the hybrid power controller may determine that the target launch mode is not associated with clutch launch control if the target launch mode is determined to be the first launch mode or the second launch mode.

[0288] S406 : Adjust the output torque of each driving component based on the requested torque of each driving component and / or the target voltage of the clutch motor.

[0289] In an optional embodiment, the hybrid controller adjusts the output torque of each drive component based on the clutch motor target voltage, and can adjust the pressure of the clutch based on the clutch motor target voltage to adjust the torque transmitted from the engine to the wheel end through the clutch.

[0290] S407: Determine whether the launch control execution completion condition is met. If so, execute step S408; if not, execute step S401.

[0291] In an optional embodiment, the hybrid control may determine that the conditions for executing the launch control are met when any of the following conditions are met: the actual pressure of the vehicle's clutch is ≥10 bar; the difference between the clutch's active disc speed and the driven disc speed is ≤20 rpm; the vehicle's speed is ≥10 km / h; the sum of the output driving power of the vehicle's drive motor and the output driving power of the engine is equal to the required driving power of the vehicle.

[0292] S408: Set the launch control state to a success state.

[0293] In an embodiment of the present application, when the vehicle's launch control function is activated, the hybrid controller can determine the vehicle's target launch mode and the requested torque of at least one drive component corresponding to the target launch mode. Then, if the target launch mode is associated with clutch launch control, the controller activates the clutch launch control logic and determines the clutch motor target voltage. Finally, the controller adjusts the output torque of each drive component based on the requested torque and / or clutch motor target voltage of each drive component. This method, based on the driver's driving operation information, can fully identify the hybrid system's driving boundaries in different launch modes. This allows for real-time analysis of the target launch mode and, through coordinated control of the engine, generator, clutch, and drive motor in different launch modes, achieves adaptive control of the drive component output torque during the launch phase. Furthermore, this method improves the hybrid system's adaptability to operating conditions and power coupling during the vehicle launch phase, thereby providing the driver with a personalized and intelligent driving experience.

[0294] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0295] Based on the same inventive concept, embodiments of the present application also provide a launch control device for implementing the aforementioned launch control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more launch control device embodiments provided below can be found in the aforementioned limitations of the launch control method and will not be further elaborated here.

[0296] See Figure 4 , Figure 4 Schematic diagram of the structure of a launch control device provided by an embodiment of the present application. Figure 4 As shown, the launch control device may include but is not limited to:

[0297] a determination module 401 for determining, in response to activation of a launch control function of the vehicle, a required vehicle driving power based on driving operation information, and determining a corresponding target launch mode based on the required vehicle driving power; the vehicle includes a hybrid powertrain; the target launch mode is one of a plurality of preset launch modes, and different launch modes correspond to different drive components for driving the vehicle to launch;

[0298] The determination module 401 is further configured to determine a requested torque of at least one driving component corresponding to the target launch mode based on the maximum driving power corresponding to the target launch mode and the required driving power of the vehicle;

[0299] The processing module 402 is configured to adjust the output torque of each driving component based on the requested torque of each driving component to achieve a launch operation of the vehicle.

[0300] It is understandable that the specific implementation of each module in the launch control device provided in the embodiment of the present application and the beneficial effects that can be achieved can be referred to the description of the aforementioned launch control method embodiment, and will not be repeated here.

[0301] Each module in the launch control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device in the form of hardware, or may be stored in a memory in the vehicle control device in the form of software, allowing the processor to call and execute the corresponding operations of each module.

[0302] In an exemplary embodiment, a hybrid vehicle is provided, the internal structure of which can be as follows: Figure 5As shown. The hybrid vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the hybrid vehicle is used to provide computing and control capabilities. The memory of the hybrid vehicle includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface of the hybrid vehicle is used to exchange information between the processor and external devices. The communication interface of the hybrid vehicle is used to communicate with external terminals via wired or wireless means, and the wireless means can be implemented via WIFI, mobile cellular networks, NFC (near field communication), or other technologies. When the computer program is executed by the processor, a launch control method is implemented. The display unit of the hybrid vehicle is used to form a visually visible image, and can be a display screen, a projection device, or a virtual reality imaging device. The display screen may be a liquid crystal display screen or an electronic ink display screen, and the input device of the hybrid vehicle may be a touch layer covering the display screen, or a button, trackball or touchpad provided in the hybrid vehicle.

[0303] Those skilled in the art will understand that Figure 5 The structure shown in the figure is merely a block diagram of a portion of the structure related to the present application scheme, and does not constitute a limitation on the hybrid vehicle to which the present application scheme is applied. A specific hybrid vehicle may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0304] In an exemplary embodiment, the present application provides a hybrid vehicle including a memory and a hybrid controller, wherein the memory stores a computer program; the hybrid controller implements the steps in the above-mentioned launch control method when executing the computer program.

[0305] In an exemplary embodiment, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the aforementioned launch control method.

[0306] In an exemplary embodiment, the present application provides a computer program product, including a computer program, which implements the steps of the above-mentioned launch control method when executed by a processor.

[0307] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, database or other media used in the embodiments provided in this application may include at least one of non-volatile memory and volatile memory. Non-volatile memory may include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory may include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processor involved in the various embodiments provided herein may be, but are not limited to, a general-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a programmable logic unit (PLC), a data processing logic unit based on quantum computing, an artificial intelligence (AI) processor, and the like.

[0308] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0309] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A launch control method, characterized in that: The method comprises: In response to activation of a launch control function of a vehicle, determining a required vehicle driving power based on driving operation information, and determining a corresponding target launch control mode based on the required vehicle driving power; the vehicle includes a hybrid powertrain; the target launch control mode is one of a plurality of preset launch control modes, and different launch control modes correspond to different drive components for driving the vehicle to execute a launch control; determining a requested torque of at least one driving component corresponding to the target launch mode based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle; The output torque of each driving component is adjusted based on the requested torque of each driving component to achieve a launch operation of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: When the target launch mode is associated with clutch launch control, determining a clutch motor target voltage based on the actual engine torque, vehicle speed, and transmission oil temperature of the vehicle; In the process of adjusting the output torque of each driving component based on the requested torque of each driving component, the pressure of the clutch is also adjusted based on the clutch motor target voltage to adjust the torque transmitted from the engine in the vehicle to the wheel end through the clutch.

3. The method according to claim 1, characterized in that The driving operation information includes an accelerator pedal opening, and determining the required driving power of the vehicle based on the driving operation information includes: acquiring an accelerator pedal required torque of the vehicle, where the accelerator pedal required torque is determined based on the accelerator pedal opening; Obtaining a target road attenuation factor, an actual speed of a drive motor, and a transmission speed ratio of the drive motor corresponding to the vehicle; the target road attenuation factor is used to characterize the degree of influence of the vehicle's road adhesion coefficient and slip rate on the vehicle's required driving power; The required driving power of the entire vehicle is determined based on the target road attenuation coefficient, the required accelerator pedal torque, the actual speed of the driving motor, and the transmission speed ratio of the driving motor.

4. The method according to claim 1, wherein The multiple launch modes include a first launch mode, a second launch mode, a third launch mode and a fourth launch mode; wherein, The first launch control mode is a mode in which a drive motor drives the vehicle to perform launch control; The second launch control mode is a mode in which the engine in the vehicle is used to generate electricity and the drive motor is used to drive the vehicle to perform launch control; The third launch control mode is a mode in which the engine and the drive motor drive the vehicle to perform launch control; The fourth launch control mode is a mode in which the engine, the generator, and the drive motor are used to drive the vehicle to perform launch control. The determining of the corresponding target launch mode based on the required vehicle driving power includes: When the required driving power of the entire vehicle is less than or equal to a first maximum driving power corresponding to the first launch mode, the first launch mode is used as a target launch mode; When the required vehicle driving power is greater than the first maximum driving power and less than or equal to the second maximum driving power corresponding to the second launch mode, the second launch mode is used as the target launch mode; When the required vehicle driving power is greater than the second maximum driving power and less than or equal to the third maximum driving power corresponding to the third launch mode, the third launch mode is used as the target launch mode; When the required vehicle driving power is greater than the third maximum driving torque and less than or equal to the fourth maximum driving power corresponding to the fourth launch mode, the fourth launch mode is used as the target launch mode.

5. The method according to claim 4, characterized in that The determining, based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of at least one driving component corresponding to the target launch mode includes: When the target launch mode is the first launch mode, determining a first target driving power based on a magnitude relationship between the first maximum driving power and the required vehicle driving power; A first drive motor request torque is determined based on the first target drive power and an actual rotation speed of the drive motor.

6. The method according to claim 4, characterized in that The method further comprises: Obtaining a first over-temperature attenuation coefficient corresponding to a winding temperature of a drive motor in the vehicle; determining a first candidate power based on the maximum limit torque of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient; determining a second candidate power based on a discharge power peak of a battery of the vehicle within a preset time period and an actual power of accessories in the vehicle; The first maximum driving power is determined based on a magnitude relationship between the first candidate power and the second candidate power.

7. The method according to claim 4, characterized in that The determining, based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of at least one driving component corresponding to the target launch mode includes: When the target launch mode is the second launch mode, determining a second target drive power based on a relationship between the second maximum drive power and the required vehicle drive power, and determining a requested torque for the second drive motor based on the second target drive power and an actual speed of the drive motor; determining a first engine requested torque based on the vehicle required driving power and the actual speed of the engine; A first generator request torque is determined based on the actual torque of the engine, a speed ratio of the generator to the engine, and a transmission efficiency of the generator.

8. The method according to claim 7, characterized in that The method further comprises: determining a maximum charging power of the generator based on a maximum generating torque of the generator in the vehicle and an actual speed of the generator, and determining an actual power of the drive motor based on an actual torque of the drive motor and an actual speed of the drive motor; Determining a third candidate power based on a peak charging power of the vehicle's battery within a preset time period, the actual power of the vehicle's accessories, and the actual power of the drive motor, and determining a maximum charging power for the entire vehicle based on the third candidate power and the maximum charging power of the generator; determining a fourth candidate power based on the maximum charging power of the entire vehicle and a peak discharge power of a battery of the vehicle within a preset time period; obtaining a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determining a fifth candidate power based on the first over-temperature attenuation coefficient, a maximum torque limit of the drive motor, and an actual speed of the drive motor; The second maximum driving power is determined based on a magnitude relationship between the fourth candidate power and the fifth candidate power.

9. The method according to claim 4, characterized in that The determining, based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of at least one driving component corresponding to the target launch mode includes: When the target launch mode is the third launch mode, determining a third target driving power based on a magnitude relationship between the vehicle required driving power and the third maximum driving power; determining a first vehicle required torque based on the third target driving power, the actual speed of the driving motor, and the transmission speed ratio of the driving motor; Based on the first vehicle required torque, the transmission speed ratio of the engine, the engine's lower economic limit and the engine's upper economic limit, the second engine requested torque is determined, and based on the first vehicle required torque, the actual torque of the engine, the actual torque of the clutch, the transmission speed ratio of the drive motor and the transmission speed ratio of the engine, the third drive motor requested torque is determined.

10. The method according to claim 9, characterized in that The method further comprises: Obtaining a second over-temperature attenuation coefficient corresponding to the water temperature of the engine and a third over-temperature attenuation coefficient corresponding to the clutch plate temperature; Determining a maximum crankshaft end torque based on a relationship between a first product of a maximum limit torque of the engine and the second over-temperature attenuation coefficient and a second product of a maximum transmittable torque of the clutch and the third over-temperature attenuation coefficient, and determining a first crankshaft end maximum output power based on the maximum crankshaft end torque and an actual engine speed; Obtaining a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determining the maximum output power of the drive motor based on the maximum limit torque of the drive motor, the actual speed of the drive motor, and the first over-temperature attenuation coefficient; The third maximum driving power is determined based on the maximum output power of the first crankshaft end, the maximum output power of the driving motor, the discharge power peak of the battery in the vehicle within a preset time period, and the actual power of the accessories in the vehicle.

11. The method according to claim 4, characterized in that The determining, based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle, the requested torque of at least one driving component corresponding to the target launch mode includes: When the target launch mode is the fourth launch mode, determining a fourth target driving power based on a magnitude relationship between the vehicle required driving power and the fourth maximum driving power; determining a second vehicle required torque based on the fourth target driving power, the actual speed of the driving motor, and the transmission speed ratio of the driving motor; determining a crankshaft end requested torque based on a relationship between a second quotient of the second vehicle required torque and the transmission speed ratio of the engine and a maximum crankshaft end torque limit, and determining a second generator requested torque based on the crankshaft end requested torque, the actual torque of the engine, the speed ratio from the generator to the engine, and the transmission efficiency of the generator; determining a fourth drive motor request torque based on the second vehicle required torque, the actual torque at the crankshaft end, the actual torque of the clutch, the transmission speed ratio of the engine, and the transmission speed ratio of the drive motor; A third engine request torque is obtained, where the third engine request torque is determined based on the second vehicle-wide request torque and a remaining battery charge of the vehicle.

12. The method according to claim 11, characterized in that The method further comprises: determining a maximum output power at a second crankshaft end based on a water temperature of an engine in the vehicle, a maximum limited torque of the engine, a maximum discharge torque of a generator, a speed ratio between the generator and the engine, a clutch plate temperature, a maximum transmittable torque of the clutch, and an actual speed of the engine; Obtaining a first over-temperature attenuation coefficient corresponding to the winding temperature of the drive motor, and determining a maximum output power of the drive motor based on a maximum torque limit of the drive motor, an actual speed of the drive motor, and the first over-temperature attenuation coefficient; determining a second target output power based on a difference between a peak discharge power of the battery in the vehicle within a preset time period and an actual power of the accessories in the vehicle, and a maximum output power of the drive motor; The fourth maximum driving power is determined based on the second target output power and the second crankshaft end maximum output power.

13. A launch control device, characterized in that: The device comprises: a determination module configured to, in response to activation of a launch control function of a vehicle, determine a required vehicle driving power based on driving operation information, and determine a corresponding target launch mode based on the required vehicle driving power; the vehicle including a hybrid powertrain; the target launch mode being one of a plurality of preset launch modes, with different launch modes corresponding to different drive components for driving the vehicle to launch; The determining module is further configured to determine a requested torque of at least one driving component corresponding to the target launch mode based on the maximum driving power corresponding to the target launch mode and the required driving power of the entire vehicle; The processing module is configured to adjust the output torque of each driving component based on the requested torque of each driving component to achieve a launch operation of the vehicle.

14. A hybrid electric vehicle comprising a memory and a hybrid electric controller, characterized in that: The memory stores a computer program; when the hybrid controller executes the computer program, the steps of the method according to any one of claims 1 to 12 are implemented.

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