Pop-up starting control method and device based on torque gradient adjustment and automobile

Abstract

The invention discloses an ejection starting control method and device based on torque gradient adjustment and an automobile, and relates to the technical field of vehicles. The method comprises the following steps: in response to activation of a launch control function of a vehicle, determining a vehicle demand torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information; the torque gradient optimization factor is used for controlling the rate of torque rise; determining an initial torque rising gradient based on the vehicle demand torque and the vehicle speed; adjusting the initial torque rising gradient based on the torque gradient optimization factor to obtain a target torque rising gradient; adjusting the output torque of each driving part based on the target torque rising gradient and the request torque corresponding to each driving part so as to realize ejection starting of the vehicle; the vehicle comprises the hybrid power system, and the driving component comprises an engine, a driving motor and a clutch. By adopting the method, the driving experience of a driver can be improved at 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, device, and vehicle based on torque gradient adjustment. Background Art

[0002] Dual-motor hybrid systems utilize two different power sources: an engine and a drive motor, to meet the needs of different driving conditions. To fully utilize the power coupling, multi-speed dual-motor hybrid systems are gradually gaining acceptance.

[0003] Launch control was developed to provide consumers with greater driving pleasure and output stronger power during the launch phase. However, current launch control processes often involve both the engine and the drive motor simultaneously, resulting in a relatively fixed torque gradient, which results in a poor driving experience.

[0004] Therefore, how to improve the driver's driving experience during the vehicle's starting phase has become an urgent problem to be solved. Summary of the Invention

[0005] The embodiments of the present application provide a launch control method, device, and vehicle based on torque gradient adjustment, which can improve the driver's driving experience during the vehicle's launch phase.

[0006] In a first aspect, an embodiment of the present application provides a launch control method based on torque gradient adjustment, the method comprising:

[0007] In response to the launch control function of the vehicle being activated, determining the vehicle required torque and the torque gradient optimization factor based on the driving operation information and the vehicle driving state information; the torque gradient optimization factor is used to control the rate of torque increase;

[0008] Determine the initial torque increase gradient based on the vehicle's required torque and speed;

[0009] Adjust the initial torque rise gradient based on the torque gradient optimization factor to obtain the target torque rise gradient;

[0010] The output torque of each driving component is adjusted based on the target torque increase gradient and the requested torque corresponding to each driving component to achieve the launch of the vehicle; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor and a clutch.

[0011] In a second aspect, an embodiment of the present application provides a launch control device based on torque gradient adjustment, the device comprising:

[0012] a determination module, configured to determine, in response to activation of a launch control function of the vehicle, a required vehicle torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information; the torque gradient optimization factor is used to control a rate of torque increase;

[0013] The determination module is further used to determine the initial torque increase gradient based on the vehicle's required torque and vehicle speed;

[0014] A processing module, configured to adjust an initial torque rise gradient based on a torque gradient optimization factor to obtain a target torque rise gradient;

[0015] The processing module is further used to adjust the output torque of each driving component based on the target torque rising gradient and the requested torque corresponding to each driving component to achieve the launch of the vehicle; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor and a clutch.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] The launch control method, device, and vehicle based on torque gradient adjustment during the launch process described above include a hybrid electric vehicle (hereinafter referred to as the vehicle) that can, in response to activation of the launch control function of the vehicle, determine the vehicle's required torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information; the torque gradient optimization factor is used to control the rate of torque rise; an initial torque rise gradient is determined based on the vehicle's required torque and vehicle speed; the initial torque rise gradient is adjusted based on the torque gradient optimization factor to obtain a target torque rise gradient; and the output torque of each drive component is adjusted based on the target torque rise gradient and the requested torque corresponding to each drive component to achieve launch control of the vehicle; the drive components include an engine, a drive motor, and a clutch. Using this method, since both the vehicle demand torque and the torque gradient optimization factor are related to driving operation information, and the driving operation information can reflect the driver's driving needs, the target torque increase gradient determined based on the vehicle demand torque and the torque gradient optimization factor matches the driver's driving needs (or in other words, the target torque increase gradient is adapted to the driver's driving needs). Therefore, in the process of adjusting the output torque of each drive component based on the target torque increase gradient and the requested torque corresponding to each drive component, the output torque of the drive component increases rapidly and stably, and the increase gradient of the output torque of each drive component also meets the driver's driving needs. That is, torque gradient optimization control is completed in accordance with the driver's operation and the vehicle drive mode setting, thereby realizing torque gradient optimization control during the launch start of the hybrid power system, which can improve the driver's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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.

[0021] Figure 1 Schematic diagram of an application scenario of a launch control method based on torque gradient adjustment provided by an embodiment of the present application;

[0022] Figure 2 1 is a flow chart of a launch control method based on torque gradient adjustment provided by an embodiment of the present application;

[0023] Figure 3 is a flow chart of another launch control method based on torque gradient adjustment provided by an embodiment of the present application;

[0024] Figure 41 is a schematic structural diagram of a launch control device based on torque gradient adjustment provided in an embodiment of the present application;

[0025] Figure 5 This is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below 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.

[0027] See Figure 1 , Figure 1 Schematic diagram of a set of application scenarios of the launch control method based on torque gradient adjustment provided by 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 .

[0028] Among them, the engine 1021 is a traditional power source used to provide driving force for the vehicle or generate electricity.

[0029] The 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, where the electrical energy can be converted into mechanical energy via the drive motor 1023 to drive the vehicle; (2) recovering energy during braking or coasting, or generating electricity by dragging the engine; and (3) outputting power in parallel with the engine to provide additional torque during rapid acceleration.

[0030] 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.

[0031] Dual-motor hybrid systems utilize two different power sources: an engine and a drive motor, tailored to meet the needs of diverse driving conditions. To fully leverage their power coupling, multi-speed dual-motor hybrid systems are gaining acceptance. Launch control has emerged to provide greater driving pleasure and output greater power during the launch phase. However, current launch control methods often utilize both the engine and drive motor simultaneously, resulting in a relatively fixed torque gradient regardless of driver control, resulting in a poor driving experience.

[0032] To address the aforementioned issues, embodiments of the present application provide a launch control method. A hybrid vehicle 100 is equipped 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, the method determines the vehicle's required torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information. An initial torque ramp gradient is determined based on the vehicle's required torque. The initial torque ramp gradient is then optimized based on the torque gradient optimization factor to obtain a target torque ramp gradient. Finally, the output torque of each drive component is adjusted based on the target torque ramp gradient and the corresponding requested torque of each drive component. Using this method, since both the vehicle demand torque and the torque gradient optimization factor are related to driving operation information, and the driving operation information can reflect the driver's driving needs, the target torque increase gradient determined based on the vehicle demand torque and the torque gradient optimization factor matches the driver's driving needs (or in other words, the target torque increase gradient is adapted to the driver's driving needs). Therefore, in the process of adjusting the output torque of each drive component based on the target torque increase gradient and the requested torque corresponding to each drive component, the output torque of the drive component increases rapidly and stably, and the increase gradient of the output torque of each drive component also meets the driver's driving needs. That is, torque gradient optimization control is completed in accordance with the driver's operation and the vehicle drive mode setting, thereby realizing torque gradient optimization control during the launch start of the hybrid power system, which can improve the driver's driving experience.

[0033] The following describes a launch control method based on torque gradient adjustment provided in an embodiment of the present application.

[0034] See Figure 2 , Figure 2 This is a flow chart of a launch control method based on torque gradient adjustment provided by an embodiment of the present application. Figure 1 The hybrid controller 101 in FIG. Figure 2As shown, the launch control method based on torque gradient adjustment may include but is not limited to the following steps:

[0035] S201: In response to activation of a launch control function of a vehicle, determining a vehicle required torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information; the torque gradient optimization factor is used to control a rate of torque increase.

[0036] 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".

[0037] 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 intelligently control the rate of torque increase to optimize traction during vehicle launch, thereby improving acceleration, stability, and durability. The launch control activation conditions may include multiple conditions.

[0038] The vehicle's required torque refers to the theoretical driving torque value required by the drive wheels calculated by the hybrid controller under specific operating conditions (such as launch, climbing, etc.), which can be used to control the output torque of the engine and / or drive motor in the hybrid system.

[0039] In an optional embodiment, the hybrid power controller may obtain multiple information in real time or periodically, including driving operation information (such as accelerator pedal opening, etc.), vehicle driving status information (such as the vehicle's current gear position, brake push rod stroke, etc.), etc., and determine whether the activation conditions of the vehicle's launch control function are met based on the above-mentioned multiple information. If it is determined that the activation conditions are met, the launch control function can be activated, and the vehicle's required torque and torque gradient optimization factor are determined based on the driving operation information and the vehicle driving status information.

[0040] For example, the hybrid power controller may acquire 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 torque and torque gradient optimization factor based on the driving operation information and vehicle driving state information.

[0041] In the process of determining the vehicle's required torque based on the driving operation information and the vehicle's driving state information, the hybrid power controller may determine the vehicle's required torque based on the driving operation information and the vehicle's driving state information. The driving operation information may include an accelerator pedal position, and the vehicle's driving state information may include a vehicle's slip ratio and brake push rod travel. The hybrid power controller may determine the vehicle's required torque based on the driving operation information and the vehicle's driving state information. The slip ratio may be determined by the hybrid power controller based on the vehicle's speed.

[0042] S202: Determine an initial torque increase gradient based on the vehicle's required torque and speed.

[0043] The initial torque rise gradient may also be referred to as the initial vehicle required torque rise gradient.

[0044] 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.

[0045] In some embodiments, the hybrid controller may use the following formula (1) when determining the vehicle speed based on the motor speed of the vehicle.

[0046] (1)

[0047] 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 the speed ratio; and 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.

[0048] Optionally, the hybrid power controller determines the initial torque rise gradient based on the vehicle's required torque and speed. This can be determined by looking up a table based on the vehicle's required torque and speed, or by inputting the vehicle's required torque and speed into a pre-built initial torque rise gradient determination model to obtain the initial torque rise gradient, etc., which is not limited here. The above-mentioned table includes a correspondence between multiple combinations of vehicle required torque and speed and multiple torque rise gradients. Optionally, the table can be a table preset in the hybrid power controller, or a table preset in a database and readable by the hybrid power controller, etc., which is not limited here.

[0049] S203 : Adjust the initial torque rising gradient based on the torque gradient optimization factor to obtain a target torque rising gradient.

[0050] In an optional embodiment, the hybrid controller adjusts the initial torque rise gradient based on the torque gradient optimization factor to obtain the target torque rise gradient, and the following formula (2) may be used.

[0051] (2)

[0052] In formula (2), It represents the target torque rising gradient (unit: Nm); It represents the initial torque rising gradient (unit: Nm); It represents the torque gradient optimization factor.

[0053] S204. Adjust the output torque of each driving component based on the target torque rising gradient and the requested torque corresponding to each driving component to achieve a launch operation of the vehicle; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor, and a clutch.

[0054] In some embodiments, the hybrid power controller adjusts the output torque of each drive component based on the target torque rising gradient and the requested torque corresponding to each drive component. The output torque of each drive component can be gradually adjusted to the corresponding requested torque according to the target torque rising gradient, so that the output torque can rise quickly and stably.

[0055] In an embodiment of the present application, for a vehicle with a hybrid power system, the hybrid power controller can determine the vehicle's required torque and torque gradient optimization factor based on driving operation information and vehicle driving status information in response to the vehicle's launch control function being activated; the torque gradient optimization factor is used to control the rate of torque increase; the initial torque increase gradient is determined based on the vehicle's required torque and vehicle speed; the initial torque increase gradient is adjusted based on the torque gradient optimization factor to obtain a target torque increase gradient; the output torque of each drive component is adjusted based on the target torque increase gradient and the requested torque corresponding to each drive component; the vehicle includes a hybrid power system, and the drive components include an engine, a drive motor and a clutch. By adopting this method, since both the vehicle demand torque and the torque gradient optimization factor are related to the driving operation information, and the driving operation information can reflect the driver's driving needs, the target torque rise gradient determined based on the vehicle demand torque and the torque gradient optimization factor matches the driver's driving needs (or the target torque rise gradient is adapted to the driver's driving needs). Thus, in the process of adjusting the output torque of each driving component based on the target torque rise gradient and the requested torque corresponding to each driving component, the output torque of the driving component rises rapidly and stably, and each torque rise gradient also meets the driver's driving needs. Furthermore, the hybrid power system is realized under the simultaneous action of the engine, clutch and drive motor, which not only follows the driver's operating intention, takes into account the stability of the vehicle during starting, but also can burst out strong power, providing people with a high-quality driving experience.

[0056] In an optional embodiment, Figure 2 In the illustrated launch control method based on torque gradient adjustment, driving operation information may include accelerator pedal opening, and vehicle driving state information may include vehicle slip ratio and brake push rod travel. Accordingly, in step S201, the hybrid controller determines the vehicle required torque based on the driving operation information and vehicle driving state information. This may include: obtaining the accelerator pedal required torque; determining the accelerator pedal required torque based on the accelerator pedal opening; obtaining a target road attenuation factor and a target braking influence factor; the target road attenuation factor is used to indicate the degree of influence of the vehicle slip ratio on the vehicle required torque; and the target braking influence factor is used to indicate the degree of influence of the vehicle brake push rod travel on the vehicle required torque; and determining the vehicle required torque based on the accelerator pedal required torque, the target road attenuation factor, and the target braking influence factor.

[0057] In some embodiments, the hybrid power controller obtains the target road attenuation factor and the target braking influence factor in the following manner: based on a first correspondence, obtain the target road attenuation factor corresponding to the slip rate; the first correspondence includes a correspondence between multiple slip rates and multiple road attenuation factors, and the slip rate and the road attenuation factor are negatively correlated; based on a second correspondence, obtain the target braking influence factor corresponding to the brake push rod stroke; the second correspondence includes a correspondence between multiple brake push rod strokes and multiple braking influence factors, and the brake push rod stroke and the braking influence factor are negatively correlated.

[0058] The first correspondence can 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., without limitation herein. The first correspondence table includes correspondences between multiple slip rates and multiple road attenuation factors; in the first correspondence table, slip rates and road attenuation factors are negatively correlated. For example, the first correspondence table can be shown in Table 1 below.

[0059] Table 1 First correspondence table

[0060]

[0061] The second correspondence can be a table preset in the hybrid power controller (referred to as the second correspondence table), or a table preset in a database accessible by the hybrid power controller (referred to as the second correspondence table), etc., without limitation herein. The second correspondence table includes correspondences between multiple brake push rod strokes and multiple brake influence factors; in the first correspondence table, brake push rod strokes and brake influence factors are negatively correlated. For example, the second correspondence table can be shown in Table 2 below.

[0062] Table 2 Second correspondence table

[0063]

[0064] In some embodiments, the hybrid controller may use the following formula (3) to determine the vehicle required torque based on the accelerator pedal required torque, the target road attenuation factor, and the target braking influence factor.

[0065] (3)

[0066] In formula (3), It represents the required torque of the vehicle (unit: Nm); It represents the accelerator pedal required torque (unit: Nm); It represents the target road attenuation factor; It represents the target braking influence factor.

[0067] This implementation incorporates a target road attenuation factor into the hybrid controller's determination of vehicle torque demand. This prevents excessive vehicle torque demand during launch adaptive control (when the Electronic Stability Program (ESP) is disabled), which could lead to burnout and vehicle instability. Furthermore, the introduction of a braking influence factor prevents conflicts between driving and braking, which could lead to vehicle instability. Therefore, determining vehicle torque demand using this implementation contributes to improved vehicle stability.

[0068] In an optional embodiment, Figure 2 In the launch control method based on torque gradient adjustment shown, the driving operation information may include the accelerator pedal opening, and the vehicle driving state information may include the road adhesion coefficient and the vehicle driving mode; correspondingly, in the aforementioned step S201, the hybrid power controller determines the torque gradient optimization factor based on the driving operation information and the vehicle driving state information, which may include: obtaining the accelerator pedal opening, the road adhesion coefficient and the vehicle driving mode; the vehicle driving mode is one of a plurality of preset driving modes, and different driving modes correspond to different power responses; and determining the torque gradient optimization factor based on the accelerator pedal opening, the road adhesion coefficient and the fuzzy control rules under the vehicle driving mode.

[0069] Vehicle drive modes refer to various power distribution and output strategies implemented by the electronic control system through coordinated control of components such as the engine, motor, clutch, and transmission, based on varying driving requirements (such as power, economy, and road conditions). The core goal is to optimize vehicle performance, energy efficiency, or driving experience in specific scenarios. While maintaining the vehicle drive mode, the hybrid power controller determines the corresponding target launch mode based on the driver's driving needs. Using the launch control logic corresponding to the target launch mode, the vehicle achieves maximum acceleration at the moment of take-off, meeting the user's needs.

[0070] Optionally, vehicle drive modes may include, but are not limited to, an economy mode (denoted as Eco), a comfort mode (denoted as Comfort), a sport mode (denoted as Sport), and a race mode (denoted as Race), among others, and are not limited here. The power response corresponding to the race mode > the power response corresponding to the sport mode > the power response corresponding to the comfort mode ≥ the power response corresponding to the economy mode.

[0071] In some embodiments, the hybrid power controller determines the torque gradient optimization factor based on the accelerator pedal opening, the road adhesion coefficient, and the fuzzy control rules under the vehicle driving mode. The accelerator pedal opening and the road adhesion coefficient can be used as input variables of the fuzzy control algorithm, and the torque gradient optimization factor can be used as the output variable of the fuzzy control algorithm. The torque gradient optimization factor is determined based on the fuzzy control rules under the vehicle driving mode based on the membership function of the input variables and the membership function of the output variables.

[0072] The accelerator pedal opening (denoted as AP(k)) can range from 0 to 100%; the road adhesion coefficient (denoted as RoadAdhCof(k)) can range from 0 to 1; the torque gradient optimization factor (denoted as TqGrdtOpzn Fac The value range of (k) can be 0~2.

[0073] In some embodiments, the hybrid power controller uses the accelerator pedal opening and the road adhesion coefficient as the input variables of the fuzzy control algorithm, and the torque gradient optimization factor as the output variable of the fuzzy control algorithm. Based on the fuzzy control rules of the membership function of the input variables and the membership function of the output variables in the vehicle driving mode, before determining the torque gradient optimization factor, the fuzzy subsets and domains of the input variables and the fuzzy subsets and domains of the output variables can also be determined.

[0074] The fuzzy subset of the accelerator pedal position AP(k) in the input variable can be {MS, S, M, B, MB}, the domain can be [0, 4], and the membership function adopts a triangular distribution. MS represents the minimum accelerator pedal position, S represents a small accelerator pedal position, M represents a medium accelerator pedal position, B represents a large accelerator pedal position, and MB represents a maximum accelerator pedal position. For example, the membership function of the accelerator pedal position AP(k) can be shown in Table 3 below.

[0075] Table 3 Membership function of accelerator pedal opening AP(k)

[0076]

[0077] It can be seen from Table 3 that the larger the accelerator pedal opening, the larger the corresponding domain.

[0078] The fuzzy subset of the input variable RoadAdhCof(k) can be {MS, VS, CS, S, M, B, CB, VB, MB}, the domain can be [0, 1], and the membership function adopts a triangular distribution. MS indicates the minimum road adhesion coefficient, VS indicates a very small road adhesion coefficient, CS indicates a small road adhesion coefficient, S indicates a small road adhesion coefficient, M indicates a medium road adhesion coefficient, B indicates a large road adhesion coefficient, CB indicates a large road adhesion coefficient, VB indicates a very large road adhesion coefficient, and MB indicates a maximum road adhesion coefficient. For example, the membership function of RoadAdhCof(k) can be shown in Table 4 below.

[0079] Table 4 Membership function of road adhesion coefficient RoadAdhCof(k)

[0080]

[0081] It can be seen from Table 4 that the larger the road adhesion coefficient, the larger the corresponding domain.

[0082] Among them, the output variable torque gradient optimization factor TqGrdtOpzn Fac The fuzzy subset of (k) can be {MS, S, M, F, MF}, the domain can be [0, 1], and the membership function adopts a triangular distribution. Among them, MS represents the torque gradient optimization factor corresponding to the slowest rise, S represents the torque gradient optimization factor corresponding to the slow rise, M represents the torque gradient optimization factor corresponding to the moderate rise, B represents the torque gradient optimization factor corresponding to the fast rise, and MB represents the torque gradient optimization factor corresponding to the fastest rise. For example, the driving fusion factor TqGrdtOpzn Fac The membership function of (k) can be shown in Table 5 below.

[0083] Table 5 Torque gradient optimization factor TqGrdtOpzn Fac (k) Membership function

[0084]

[0085] It can be seen from Table 5 that the larger the torque gradient optimization factor is, the larger the corresponding domain is.

[0086] The fuzzy control rules can be determined based on expert experience, simulation and real-vehicle calibration test results, or a combination of expert experience, simulation, and real-vehicle calibration test results, without limitation herein. For example, the fuzzy control rules can be shown in Tables 6 to 9 below. Table 6 shows the fuzzy control rules for the vehicle in Economy mode; Table 7 shows the fuzzy control rules for the vehicle in Comfort mode; Table 8 shows the fuzzy control rules for the vehicle in Sport mode; and Table 9 shows the fuzzy control rules for the vehicle in Overtaking mode.

[0087] Table 6 Fuzzy control rules in economic mode

[0088]

[0089] Table 7 Fuzzy control rules in comfort mode

[0090]

[0091] Table 8 Fuzzy control rules in motion mode

[0092]

[0093] Table 9 Fuzzy control rules in override mode

[0094]

[0095] As can be seen from Tables 6 and 7, under each vehicle drive mode, the relationship between the road adhesion coefficient and the torque gradient optimization factor is nonlinear, and the relationship between the accelerator pedal opening and the torque gradient optimization factor is also nonlinear, given the same road adhesion coefficient. This makes it more suitable for determining the torque gradient optimization factor in complex scenarios.

[0096] In addition, it can be seen from Tables 6 and 7 above that, when the accelerator pedal opening and the road adhesion coefficient are the same, the torque gradient optimization factors corresponding to different vehicle driving modes are the same or different.

[0097] Optionally, the hybrid controller may determine the torque gradient optimization factor based on the fuzzy control rules for the membership functions of the input variables and the membership functions of the output variables under the vehicle drive mode. This may be by determining the fuzzy value of the torque gradient optimization factor corresponding to the input variable based on the corresponding fuzzy control rules for the membership functions of the input variables and the membership functions of the output variables under the vehicle drive mode; and obtaining the torque gradient optimization factor corresponding to the fuzzy value of the torque gradient optimization factor by inverse mapping the membership functions of the torque gradient optimization factor. For example, assuming the vehicle drive mode is economy mode, the hybrid controller may first determine the fuzzy value of the torque gradient optimization factor based on Tables 3 to 6 above; then, based on Table 5, obtain the torque gradient optimization factor corresponding to the fuzzy value of the torque gradient optimization factor.

[0098] With this embodiment, the hybrid controller can use a fuzzy control algorithm based on the accelerator pedal opening, the road adhesion coefficient, and the vehicle driving mode to quickly determine the torque gradient optimization factor for controlling the rate of torque increase.

[0099] In an optional embodiment, Figure 2 In step S202 of the launch control method based on torque gradient adjustment shown, the hybrid power controller determines the initial torque rise gradient based on the vehicle's required torque and vehicle speed, which may include: obtaining the initial torque rise gradient corresponding to the vehicle's required torque and vehicle speed based on a third correspondence; the third correspondence includes a correspondence between multiple first combinations and multiple torque rise gradients, and the first combination includes the vehicle's required torque and vehicle speed; when the vehicle's required torque is the same, the torque rise gradient is positively correlated with the vehicle speed in the first combination; when the vehicle speed is the same, the torque rise gradient is positively correlated with the vehicle's required torque in the first combination.

[0100] The third correspondence can be a table preset in the hybrid power controller (referred to as the third correspondence table), or a table preset in a database accessible 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 vehicle torque requirements and vehicle speeds and multiple torque ramp gradients. In the first correspondence table, for the same vehicle torque requirements, the torque ramp gradient is positively correlated with vehicle speed; for the same vehicle speed, the torque ramp gradient is positively correlated with the vehicle torque requirements. For example, the third correspondence table may be shown in Table 10 below.

[0101] Table 10 The third correspondence table

[0102]

[0103] With this implementation, the hybrid power controller can quickly determine the initial torque rise gradient by looking up a table.

[0104] In an optional embodiment, Figure 2 In the illustrated launch control method based on torque gradient adjustment, the requested torques corresponding to the various drive components include the clutch requested torque. Accordingly, prior to step S204, the hybrid power controller may also determine the clutch requested torque based on the engine flywheel torque and a target driving intention gain factor. The target driving intention gain factor is used to represent the degree to which driving operation information and vehicle speed influence the clutch requested torque.

[0105] In some embodiments, the target driving intention gain factor can be determined by the hybrid power controller in the following manner: based on the fourth correspondence, the target driving intention gain factor corresponding to the accelerator pedal opening and the vehicle speed is obtained; wherein the fourth correspondence includes the correspondence between multiple combinations of accelerator pedal openings and vehicle speeds and multiple driving intention gain factors; when the accelerator pedal openings are the same, the driving intention gain factor is positively correlated with the vehicle speed in the combination; when the vehicle speeds are the same, the driving intention gain factor is positively correlated with the accelerator pedal opening in the combination.

[0106] The fourth correspondence relationship can be a table preset in the hybrid power controller (referred to as the fourth correspondence relationship table), or a table preset in a database and accessible by the hybrid power controller (referred to as the fourth correspondence relationship table), etc., and is not limited here. The fourth correspondence relationship table includes correspondences between multiple combinations of accelerator pedal opening and vehicle speed and multiple driving intention gain factors. In the fourth correspondence relationship table, for the same accelerator pedal opening, the driving intention gain factor is positively correlated with the vehicle speed; for the same vehicle speed, the driving intention gain factor is positively correlated with the accelerator pedal opening. For example, the fourth correspondence relationship table may be shown in Table 11 below.

[0107] Table 11 Fourth correspondence table

[0108]

[0109] In some embodiments, the hybrid controller may use the following formula (4) to determine the clutch request torque based on the engine flywheel end torque and the target driving intention gain factor.

[0110] (4)

[0111] In formula (4), It represents the clutch request torque (unit: Nm); It represents the torque at the flywheel end of the engine (unit: Nm); It represents the target driving intention gain factor.

[0112] By adopting this embodiment, the hybrid power controller introduces a target driving intention gain factor in the process of determining the clutch request torque, so that the determined clutch request torque can be more adapted to the driver's driving needs. This is conducive to the subsequent adjustment of the clutch output torque based on the clutch request torque that meets the driving needs, so as to improve the driver's driving experience.

[0113] In an optional embodiment, Figure 2 In the illustrated launch control method based on torque gradient adjustment, the requested torques corresponding to the various drive components also include the engine requested torque. Accordingly, before step S204, the hybrid power controller may further, in response to the quotient of the vehicle requested torque and the engine transmission speed ratio being less than the engine economy lower limit, use the engine economy lower limit as the engine requested torque; in response to the quotient of the vehicle requested torque and the engine transmission speed ratio being greater than or equal to the engine economy lower limit but less than the engine economy upper limit, use the quotient of the vehicle requested torque and the engine transmission speed ratio as the engine requested torque; and in response to the quotient of the vehicle requested torque and the engine transmission speed ratio being greater than the engine economy lower limit and greater than or equal to the engine economy upper limit, use the engine economy upper limit as the engine requested torque.

[0114] In some embodiments, the process of the hybrid controller determining the engine request torque can be expressed as the following formula (5).

[0115] (5)

[0116] In formula (5), It represents the engine request torque (unit: Nm); It represents the required torque of the vehicle (unit: Nm); Indicates the engine transmission ratio; It indicates the lower limit of engine economy (unit: Nm); It indicates the upper limit of engine economy (unit: Nm).

[0117] With this embodiment, the hybrid power controller can quickly determine the engine request torque, thereby facilitating adjustment of the engine output torque based on the engine request torque so that the engine output torque meets the driver's demand for power, thereby improving the driver's driving experience.

[0118] In an optional embodiment, Figure 2In the illustrated launch control method based on torque gradient adjustment, the requested torques corresponding to the various drive components also include the requested torque of the drive motor. Accordingly, prior to step S204, the hybrid power controller may further, in response to the vehicle's engine flywheel torque being less than the actual clutch torque, use the product of the engine flywheel torque and the engine transmission speed ratio as the intermediate torque; in response to the engine flywheel torque being greater than or equal to the actual clutch torque, use the product of the actual clutch torque and the engine transmission speed ratio as the intermediate torque; determine the difference between the vehicle's required torque and the intermediate torque, and use the quotient of this difference and the drive motor transmission speed ratio as the drive motor requested torque.

[0119] In some embodiments, the process of the hybrid controller determining the requested torque of the drive motor can be expressed as the following formula (6).

[0120] (6)

[0121] In formula (6), It represents the requested torque of the drive motor (unit: Nm); It represents the required torque of the vehicle (unit: Nm); It represents the torque at the flywheel end of the engine (unit: Nm); It represents the actual torque transmitted by the clutch (unit: Nm); Indicates the engine transmission ratio; It indicates the transmission speed ratio of the drive motor.

[0122] By adopting this embodiment, the hybrid power controller can quickly determine the requested torque of the drive motor, thereby facilitating adjustment of the output torque of the drive motor based on the requested torque of the drive motor so that the output torque of the drive motor meets the driver's demand for power, thereby improving the driver's driving experience.

[0123] In an optional embodiment, Figure 2 In the illustrated launch control method based on torque gradient adjustment, the requested torques of the various drive components include clutch requested torques. Accordingly, in step S204, the hybrid controller adjusts the output torques of the drive components based on the target torque ramp-up gradient and the requested torques of the various drive components. This may include: determining a clutch motor target voltage based on the clutch requested torque and transmission oil temperature; and adjusting the clutch pressure based on the clutch motor target voltage to adjust the clutch output torque based on the clutch pressure, the target torque ramp-up gradient, and the clutch requested torque.

[0124] In some embodiments, the hybrid controller determines the target voltage of the clutch motor based on the clutch requested torque and the transmission oil temperature in the following manner: based on the fifth correspondence, obtain the target clutch pressure corresponding to the clutch requested torque; the fifth correspondence includes the correspondence between multiple clutch requested torques and multiple clutch pressures, and the clutch pressure and the clutch requested torque are positively correlated; based on the sixth correspondence, obtain the target clutch motor voltage corresponding to the target clutch pressure and the transmission oil temperature; the sixth correspondence includes the correspondence between multiple second combinations and multiple clutch motor voltages, and the second combination includes clutch pressure and transmission oil temperature; when the clutch pressure is the same, the clutch motor voltage is positively correlated with the transmission oil temperature in the second combination; when the transmission oil temperature is the same, the clutch motor voltage is positively correlated with the clutch pressure in the second combination.

[0125] The fifth correspondence table can be a table preset in the hybrid power controller (referred to as the fifth correspondence table), or a table preset in a database and accessible by the hybrid power controller (referred to as the fifth correspondence table), etc., without limitation herein. The fifth correspondence table includes correspondences between multiple clutch requested torques and multiple clutch pressures; in the fifth correspondence table, clutch pressures and clutch requested torques are positively correlated. For example, the fifth correspondence table can be shown in Table 12 below.

[0126] Table 12 Fifth correspondence table

[0127]

[0128] The sixth correspondence table can be a table preset in the hybrid power controller (denoted as the sixth correspondence table), or a table preset in a database and readable by the hybrid power controller (denoted as the sixth correspondence table), etc., and is not limited here. The sixth correspondence table includes correspondences between multiple combinations of clutch pressure and transmission oil temperature and multiple clutch motor voltages. In the sixth correspondence table, when the transmission oil temperature is constant, the clutch motor voltage is positively correlated with the clutch pressure, and when the clutch pressure is constant, the clutch motor voltage is positively correlated with the transmission oil temperature. For example, the sixth correspondence table can be shown in Table 13 below.

[0129] Table 13 Sixth correspondence table

[0130]

[0131] With this embodiment, the hybrid controller can adjust the clutch pressure based on the clutch motor target voltage to adjust the clutch output torque based on the clutch pressure, the target torque rise gradient, and the clutch request torque, which is conducive to achieving more stable acceleration performance.

[0132] In an optional embodiment, Figure 2 In the launch control method based on torque gradient adjustment shown, the hybrid 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 hybrid system's operating mode is series mode; the vehicle's battery remaining power, brake push rod travel, and accelerator pedal opening are all greater than or equal to corresponding preset thresholds; the vehicle's Electronic Parking Brake (EPB) system is released; the vehicle's Electronic Stability Program (ESP) system is off; the vehicle's Automatic Vehicle Hold (AVH) system is not activated; 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.

[0133] Among them, the vehicle's remaining battery power, brake push rod stroke and accelerator pedal opening are all greater than or equal to the corresponding preset thresholds, which may include: the vehicle's remaining battery power is greater than or equal to the preset power threshold; the vehicle's brake push rod stroke is greater than or equal to the preset stroke threshold; the vehicle's accelerator pedal opening is greater than or equal to the preset accelerator pedal opening threshold.

[0134] 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.

[0135] 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.

[0136] For example, the preset power threshold may be 50%, the preset travel threshold may be 5 mm, 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 hybrid system is in series mode, the battery remaining power is ≥ 50%, the brake push rod travel is ≥ 5 mm, the accelerator pedal opening is > 10%, the EPB system is released, the ESP system is off, the AVH 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 adjust the above thresholds or set other thresholds based on the actual vehicle conditions, which are not limited here. Among them, a remaining battery charge of ≥50% can avoid power degradation due to low power, resulting in the inability to meet the torque requirement corresponding to the launch; a brake push rod stroke of ≥5mm can ensure that the braking force ensures that the vehicle remains stationary during the torque reserve stage; a transmission oil temperature of <80°C can ensure clutch lubrication and cooling to avoid clutch burning; a clutch plate temperature of <150°C can avoid triggering the clutch overtemperature alarm due to excessive temperature, resulting in the inability to meet the launch requirement; a drive motor winding temperature of <100°C can avoid power degradation due to excessively high drive motor winding temperature, resulting in the inability to meet the torque requirement corresponding to the launch; an engine water temperature of 80°C ≤100°C can avoid engine function degradation due to excessive or low engine water temperature, resulting in the limitation of engine output torque.

[0137] In some embodiments, after activating the launch control function, the hybrid controller may further set the launch control state to True (indicating an activated state).

[0138] Optionally, the hybrid power controller may also set the launch control state to False (indicating a failure state) when any of the above conditions is not met.

[0139] In some embodiments, the hybrid controller can also set the launch control state to False and forcibly exit the launch control logic if any of the following conditions are met: the transmission oil temperature is greater than a fourth preset temperature threshold; the clutch plate temperature is greater than a fifth preset temperature threshold; the drive motor winding temperature is greater than a sixth preset temperature threshold; or the engine water temperature is greater than or equal to a seventh preset temperature threshold. This prevents irreversible hardware failures in the hybrid system caused by excessive powertrain and transmission system temperatures.

[0140] For example, the fourth preset temperature threshold may be 120°C, the fifth preset temperature threshold may be 250°C, and the sixth preset temperature threshold may be 150°C. The seventh preset temperature threshold may be 130°C. In other words, the hybrid controller may update the launch control state to False and forcibly exit the launch control logic if any of the following conditions are met: transmission oil temperature > 120°C; clutch plate temperature > 250°C; drive motor winding temperature greater than 150°C; engine water temperature ≥ 130°C.

[0141] With this implementation, the hybrid power controller can determine whether the activation conditions of the launch control function are currently met based on driver operation information, vehicle driving status information, and operating information of each drive component, thereby facilitating timely activation of the launch control function when it is detected that the activation conditions for activating the launch control function are met.

[0142] In an optional embodiment, Figure 2 In the launch control method based on torque gradient adjustment 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 vehicle's engine, clutch and drive motor all output torque according to the target torque rising gradient.

[0143] 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 all of the following conditions are met: the actual clutch pressure of the vehicle is ≥ 10 bar; the difference between the clutch's driving and driven disc speeds is ≤ 20 rpm; the vehicle's speed is ≥ 10 km / h; and the vehicle's engine, clutch, and drive motor all output torque according to the target torque ramp. It should be noted that the hybrid controller may adjust the above thresholds or set other thresholds based on the actual vehicle conditions, and these are not limited here.

[0144] In some embodiments, the hybrid controller may further update the launch control state to Success (indicating that the launch control has been completed) when determining that the launch control has been completed.

[0145] 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.

[0146] The following combination Figure 3 , the overall process of the launch control method based on torque gradient adjustment provided by the embodiment of the present application is described. Figure 3 , Figure 3 FIG. 1 is a flow chart of another launch control method based on torque gradient adjustment 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 based on torque gradient adjustment may include but is not limited to the following steps.

[0147] S301. Acquire multiple pieces of information associated with the vehicle.

[0148] Among them, multiple information includes but is not limited to accelerator pedal opening, actual gear position, transmission oil temperature, actual clutch pressure, vehicle driving mode, vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake push rod stroke, engine flywheel end torque, actual engine speed, engine water temperature, actual drive motor speed, drive motor winding temperature, actual hybrid system operation mode, accelerator pedal required torque, road adhesion coefficient, slip rate, actual accessory power, engine economy lower limit, engine economy upper limit, clutch plate temperature, speed difference between clutch active plate and driven plate, etc.

[0149] Among them, the accelerator pedal opening, actual gear position, transmission oil temperature, and actual clutch pressure can be collected in real time by the hybrid power controller; the vehicle driving mode, vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake push rod stroke, engine flywheel end torque, engine actual speed, engine water temperature, drive motor actual speed, and drive motor winding temperature can be obtained by the hybrid power controller through the controller local area network; the vehicle driving mode, vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake push rod stroke, engine flywheel end torque, engine actual speed, engine water temperature, drive motor actual speed, and drive motor winding temperature can be obtained by the hybrid power controller from the vehicle's internal module.

[0150] S302 : Based on the multiple pieces of information, determine whether the activation condition of the launch control function is met. If so, execute steps S303 to S309 ; if not, repeat step S301 .

[0151] For example, the activation conditions for the launch control function may include: the actual gear is D, the hybrid system is operating in series mode, the battery remaining charge is ≥ 50%, the brake push rod travel is ≥ 5mm, 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.

[0152] That is, the hybrid controller may activate the launch control function when all of the above conditions are met. In addition, the hybrid controller may also set the launch control state to True (indicating an activated state).

[0153] Optionally, the hybrid power controller may also set the launch control state to False (indicating a failure state) when any of the above conditions is not met.

[0154] Optionally, the hybrid power controller can also set the launch control state to False and forcibly exit the launch control logic if any of the following conditions are met: transmission oil temperature > 120°C; clutch plate temperature > 250°C; drive motor winding temperature > 150°C; engine water temperature ≥ 130°C. This prevents irreversible hardware failures in the hybrid system caused by excessive powertrain and transmission system temperatures. It should be noted that the hybrid power controller can also adjust the above thresholds or set other thresholds based on the actual vehicle conditions, which are not limited here.

[0155] S303: Analyze the required torque of the entire vehicle.

[0156] In an optional embodiment, the hybrid controller may analyze the vehicle required torque based on the accelerator pedal required torque, brake push rod stroke, and slip ratio mentioned in step S301.

[0157] Optionally, the hybrid controller analyzes the vehicle's required torque based on the accelerator pedal's required torque, the brake push rod stroke, and the slip ratio. The analysis of the vehicle's required torque may include: obtaining a target road attenuation factor corresponding to the slip ratio based on a first correspondence; the first correspondence includes a correspondence between multiple slip ratios and multiple road attenuation factors, and the slip ratio and the road attenuation factor are negatively correlated; obtaining a target braking influence factor corresponding to the brake push rod stroke based on a second correspondence; the second correspondence includes a correspondence between multiple brake push rod strokes and multiple braking influence factors, and the brake push rod stroke and the braking influence factor are negatively correlated; determining the vehicle's required torque based on the accelerator pedal's required torque, the target road attenuation factor, and the target braking influence factor.

[0158] Optionally, the hybrid controller may use the aforementioned formula (3) when determining the vehicle required torque based on the accelerator pedal required torque, the target road attenuation factor, and the target braking influence factor.

[0159] S304. Analyze the torque gradient optimization factor.

[0160] In an optional embodiment, the hybrid power controller may analyze the torque gradient optimization factor based on the accelerator pedal opening, the road adhesion coefficient, and the vehicle driving mode mentioned in step S301 above.

[0161] Optionally, the hybrid power controller analyzes the torque gradient optimization factor based on the accelerator pedal position, road adhesion coefficient, and vehicle drive mode. This may be done by using the accelerator pedal position and road adhesion coefficient as input variables of a fuzzy control algorithm, and the torque gradient optimization factor as the output variable of the fuzzy control algorithm. The torque gradient optimization factor is determined based on the fuzzy control rules of the membership functions of the input variables and the membership functions of the output variables under the vehicle drive mode. A detailed description of how the hybrid power controller determines the torque gradient optimization factor based on the above-mentioned method can be found in the aforementioned description of how the hybrid power controller determines the torque gradient optimization factor based on driving operation information and vehicle driving state information, and is not further elaborated here.

[0162] S305 : Determine an initial torque increase gradient based on the vehicle's required torque and speed, and adjust the initial torque increase gradient based on a torque gradient optimization factor to obtain a target torque increase gradient.

[0163] In an optional embodiment, the hybrid power controller determines the initial torque rise gradient based on the vehicle's required torque and vehicle speed, and may obtain the initial torque rise gradient corresponding to the vehicle's required torque and vehicle speed based on a third correspondence; the third correspondence includes a correspondence between multiple first combinations and multiple torque rise gradients, and the first combination includes the vehicle's required torque and vehicle speed; when the vehicle's required torque is the same, the torque rise gradient is positively correlated with the vehicle speed in the first combination; when the vehicle speed is the same, the torque rise gradient is positively correlated with the vehicle's required torque in the first combination.

[0164] In an optional embodiment, the hybrid controller adjusts the initial torque rise gradient based on the torque gradient optimization factor to obtain the target torque rise gradient, and the aforementioned formula (2) may be used.

[0165] S306: Analyze the required torque of the driving component.

[0166] In an optional embodiment, the driving component may include a clutch, an engine, and a drive motor. In this case, the driving component request torque may include the clutch request torque, the engine request torque, and the drive motor request torque.

[0167] In some embodiments, the engine requested torque may be determined by the hybrid power controller based on the vehicle requested torque, the engine transmission ratio, the engine economy lower limit, and the engine economy upper limit mentioned in step S301. Alternatively, the hybrid power controller may use the aforementioned formula (5) to determine the engine requested torque based on the vehicle requested torque, the engine transmission ratio, the engine economy lower limit, and the engine economy upper limit.

[0168] In some embodiments, the drive motor requested torque may be determined by the hybrid controller based on the engine flywheel torque, the actual clutch torque, the engine transmission speed ratio, the vehicle torque requirement, and the drive motor transmission speed ratio, as described in step S301. Alternatively, the hybrid controller may use the aforementioned formula (6) to determine the drive motor requested torque based on the engine flywheel torque, the actual clutch torque, the engine transmission speed ratio, the vehicle torque requirement, and the drive motor transmission speed ratio.

[0169] In some embodiments, the clutch request torque can be determined by the hybrid controller in the following manner: based on a fourth correspondence, obtaining a target driving intention gain factor corresponding to the accelerator pedal opening and the vehicle speed; wherein the fourth correspondence includes a correspondence between a plurality of combinations of accelerator pedal openings and vehicle speeds and a plurality of driving intention gain factors; when the accelerator pedal openings are the same, the driving intention gain factor is positively correlated with the vehicle speed in the combination; when the vehicle speeds are the same, the driving intention gain factor is positively correlated with the accelerator pedal opening in the combination; and determining the clutch request torque based on the engine flywheel end torque and the target driving intention gain factor. Optionally, the hybrid controller may use the aforementioned formula (4) when determining the clutch request torque based on the engine flywheel end torque and the target driving intention gain factor.

[0170] Optionally, the hybrid controller may also determine a clutch motor target voltage based on the clutch requested torque and transmission oil temperature, and adjust the clutch pressure based on the clutch motor target voltage to adjust the clutch output torque based on the clutch pressure, the target torque ramp, and the clutch requested torque. The hybrid controller's determination of the clutch motor target voltage based on the clutch requested torque and transmission oil temperature is discussed in the previous section and will not be further elaborated here.

[0171] S307 : Adjust the output torque of each driving component based on the target torque increase gradient and the requested torque corresponding to each driving component.

[0172] S308: Determine whether the launch control execution completion condition is met. If so, execute step S309; ​​if not, execute step S301.

[0173] 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 vehicle's engine, clutch and drive motor all output torque according to the target torque rising gradient.

[0174] S309: Set the launch control state to a success state.

[0175] In an embodiment of the present application, the hybrid controller can determine whether activation conditions for the launch control function are currently met based on driving operation information, vehicle driving state information, and the operating conditions of the drive components. If the launch control function is activated, the controller determines the vehicle's required torque and a torque gradient optimization factor. Then, the controller determines an initial torque ramp gradient based on the vehicle's required torque and speed, adjusts the initial torque ramp gradient based on the torque gradient optimization factor to obtain a target torque ramp gradient. Finally, the output torque of each drive component is adjusted based on the target torque ramp gradient and the requested torque corresponding to each drive component. This method achieves torque gradient optimization control while meeting the driver's driving requirements and the vehicle's drive mode settings, thereby achieving the torque gradient optimization control target during the launch control process of the hybrid system. This not only ensures that the output torque ramp gradients of the hybrid system's engine, clutch, and drive motor meet the driver's driving requirements but also ensures strong power output. This method can enhance the driving experience.

[0176] 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.

[0177] Based on the same inventive concept, embodiments of the present application also provide a launch control device based on torque gradient adjustment for implementing the aforementioned launch control method based on torque gradient adjustment. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more embodiments of the launch control device based on torque gradient adjustment provided below can be found in the aforementioned limitations of the launch control method based on torque gradient adjustment and will not be further elaborated here.

[0178] See Figure 4 , Figure 4 Schematic diagram of a launch control device based on torque gradient adjustment provided by an embodiment of the present application. Figure 4As shown, the launch control device based on torque gradient adjustment may include but is not limited to:

[0179] Determination module 401 is configured to determine a vehicle required torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information in response to activation of the launch control function of the vehicle; the torque gradient optimization factor is used to control the rate of torque increase;

[0180] The determination module 401 is further configured to determine an initial torque increase gradient based on the vehicle's required torque and vehicle speed;

[0181] A processing module 402 is configured to adjust the initial torque rising gradient based on the torque gradient optimization factor to obtain a target torque rising gradient;

[0182] The processing module 402 is further configured to adjust the output torque of each driving component based on the target torque increase gradient and the requested torque corresponding to each driving component; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor, and a clutch.

[0183] It is understood that the specific implementation of each module in the launch control device based on torque gradient adjustment and the beneficial effects that can be achieved provided by the embodiment of the present application can be referred to the description of the launch control method based on torque gradient adjustment in the aforementioned embodiment, and will not be repeated here.

[0184] Each module in the aforementioned torque gradient-adjusted launch control device can be implemented in whole or in part via software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor within a computer device as hardware, or stored in a memory within a vehicle control device as software, allowing the processor to call and execute the corresponding operations of each module.

[0185] 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, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, while 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 provides computing and control capabilities. The memory of the hybrid vehicle includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operating system and computer programs stored 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 may be implemented via Wi-Fi, mobile cellular networks, NFC (near-field communication), or other technologies. When executed by the processor, the computer program implements a launch control method based on torque gradient adjustment. The display unit of the hybrid vehicle is used to produce visual images and may 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.

[0186] 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.

[0187] 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; when the hybrid controller executes the computer program, the steps in the above-mentioned launch control method based on torque gradient adjustment are implemented.

[0188] 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 based on torque gradient adjustment.

[0189] In an exemplary embodiment, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the aforementioned launch control method based on torque gradient adjustment.

[0190] It should be noted that the data involved in this application (including but not limited to data used for analysis, stored data, displayed data, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0191] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. 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. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can 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 can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases 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, blockchain-based distributed databases. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), quantum computing-based data processing logic devices, artificial intelligence (AI) processors, and the like.

[0192] 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.

[0193] 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 based on torque gradient adjustment, characterized in that: The method comprises: In response to the launch control function of the vehicle being activated, determining the vehicle required torque and the torque gradient optimization factor based on the driving operation information and the vehicle driving state information; the torque gradient optimization factor is used to control the rate of torque increase; determining an initial torque increase gradient based on the vehicle required torque and vehicle speed; Adjusting the initial torque rising gradient based on the torque gradient optimization factor to obtain a target torque rising gradient; The output torque of each driving component is adjusted based on the target torque increase gradient and the requested torque corresponding to each driving component to achieve a launch control of the vehicle; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor, and a clutch.

2. The method according to claim 1, characterized in that The driving operation information includes the accelerator pedal opening, and the vehicle driving state information includes the vehicle slip rate and brake push rod stroke; Based on the driving operation information and vehicle driving status information, the required vehicle torque is determined, including: Obtaining an accelerator pedal required torque; the accelerator pedal required torque is determined based on the accelerator pedal opening; Obtaining a target road attenuation factor and a target braking influence factor; the target road attenuation factor is used to characterize the degree of influence of the vehicle's slip rate on the vehicle's required torque; the target braking influence factor is used to characterize the degree of influence of the vehicle's brake push rod stroke on the vehicle's required torque; The vehicle required torque is determined based on the accelerator pedal required torque, the target road attenuation factor, and the target braking influence factor.

3. The method according to claim 2, characterized in that The obtaining of the target road attenuation factor and the target braking influence factor includes: Obtaining a target road attenuation factor corresponding to the slip rate based on a first correspondence relationship, wherein the first correspondence relationship includes correspondences between a plurality of slip rates and a plurality of road attenuation factors, wherein the slip rates and the road attenuation factors are negatively correlated; Based on the second corresponding relationship, the target braking influence factor corresponding to the brake push rod stroke is obtained; the second corresponding relationship includes the corresponding relationship between multiple brake push rod strokes and multiple braking influence factors, and the brake push rod stroke and the braking influence factor are negatively correlated.

4. The method according to claim 1, wherein The driving operation information includes an accelerator pedal opening, and the vehicle driving state information includes a road adhesion coefficient and a vehicle driving mode; and determining the torque gradient optimization factor based on the driving operation information and the vehicle driving state information includes: acquiring the accelerator pedal opening, the road adhesion coefficient, and the vehicle driving mode; the vehicle driving mode being one of a plurality of preset driving modes, and different driving modes corresponding to different power responses; A torque gradient optimization factor is determined based on the accelerator pedal opening, the road adhesion coefficient, and a fuzzy control rule in the vehicle driving mode.

5. The method according to claim 1, characterized in that The determining of the initial torque increase gradient based on the vehicle required torque and vehicle speed includes: Based on the third correspondence, the initial torque rise gradient corresponding to the vehicle's required torque and vehicle speed is obtained; the third correspondence includes a correspondence between multiple first combinations and multiple torque rise gradients, and the first combination includes the vehicle's required torque and vehicle speed; when the vehicle's required torque is the same, the torque rise gradient is positively correlated with the vehicle speed in the first combination; when the vehicle speed is the same, the torque rise gradient is positively correlated with the vehicle's required torque in the first combination.

6. The method according to claim 1, characterized in that The requested torque corresponding to each driving component includes the clutch requested torque; The method further comprises: The clutch request torque is determined based on the engine flywheel end torque and a target driving intention gain factor; the target driving intention gain factor is used to represent the degree of influence of the driving operation information and vehicle speed on the clutch request torque.

7. The method according to claim 1, characterized in that The requested torque corresponding to each driving component also includes the engine requested torque; The method further comprises: In response to a quotient of the vehicle required torque and the engine transmission speed ratio being less than an engine economy lower limit, using the engine economy lower limit as the engine requested torque; In response to a quotient of the vehicle demand torque and the engine transmission speed ratio being greater than or equal to an engine economy lower limit and less than an engine economy upper limit, using the quotient of the vehicle demand torque and the engine transmission speed ratio as the engine requested torque; In response to a quotient of the vehicle required torque and the engine transmission speed ratio being greater than an engine economy lower limit and greater than or equal to an engine economy upper limit, the engine economy upper limit is used as the engine requested torque.

8. The method according to claim 1, characterized in that The requested torque corresponding to each driving component also includes the requested torque of the driving motor; The method further comprises: In response to the vehicle's engine flywheel end torque being less than the clutch's actual transmission torque, taking the product of the engine flywheel end torque and the engine transmission speed ratio as the intermediate torque; In response to the engine flywheel end torque being greater than or equal to the clutch actual transmission torque, taking the product of the clutch actual transmission torque and the engine transmission speed ratio as the intermediate torque; A difference between the vehicle required torque and the intermediate torque is determined, and a quotient of the difference and the transmission speed ratio of the drive motor is used as the drive motor requested torque.

9. A launch control device based on torque gradient adjustment, characterized in that: The device comprises: a determination module, configured to determine, in response to activation of a launch control function of the vehicle, a required vehicle torque and a torque gradient optimization factor based on driving operation information and vehicle driving state information; the torque gradient optimization factor being used to control a rate of torque increase; The determining module is further configured to determine an initial torque increase gradient based on the vehicle required torque and vehicle speed; a processing module, configured to adjust the initial torque rising gradient based on a torque gradient optimization factor to obtain a target torque rising gradient; The processing module is further configured to adjust the output torque of each driving component based on the target torque rising gradient and the requested torque corresponding to each driving component to achieve a launch control of the vehicle; the vehicle includes a hybrid power system, and the driving components include an engine, a drive motor, and a clutch.

10. 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 8 are implemented.

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