Power-based ejection starting control method and device and hybrid electric vehicle

Abstract

The invention discloses a power-based ejection starting control method and device and a hybrid electric vehicle, and relates to the technical field of vehicles. The method comprises the steps that in response to activation of a catapult starting control function, the maximum power of a driving motor and the maximum output power of an engine are determined based on operation information of a driving component, and the maximum driving power of the vehicle in the catapult starting stage is determined based on the maximum power of the driving motor, the maximum output power of the engine and whole vehicle traveling state information; on the basis of the maximum driving power and the driving operation information, the whole vehicle demand power is determined, and the whole vehicle demand torque is determined on the basis of the whole vehicle demand power; determining a clutch motor target voltage of the vehicle based on the vehicle condition information; and the output torque of a driving motor and the output torque of an engine in the vehicle are adjusted based on the whole vehicle demand torque, and the pressure of a clutch in the vehicle is adjusted based on the clutch motor target voltage, so that ejection starting of the vehicle is achieved. By adopting the method, the driving experience of the driver can be improved.

Description

Technical Field

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

[0002] Dual-motor hybrid systems utilize two distinct power sources: an engine and a drive motor, meeting the demands of diverse driving conditions. However, the effectiveness of a dual-motor hybrid system's launch control strategy directly impacts the vehicle's overall power and stability, potentially triggering driving malfunctions and resulting in a poor driver experience.

[0003] 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

[0004] The embodiments of the present application provide a power-based launch control method, device, and hybrid vehicle, which can improve the driver's driving experience during the vehicle's launch phase.

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

[0006] In response to a launch control function of the vehicle being activated, determining a maximum driving power of the vehicle during a launch control phase based on a maximum power of a drive motor, a maximum output power of an engine, and information about a driving state of the entire vehicle; the vehicle including a hybrid power system;

[0007] Determine the vehicle's required power based on the maximum driving power and driving operation information, and determine the vehicle's required torque based on the vehicle's required power;

[0008] determining a target voltage for a clutch motor of the vehicle based on vehicle condition information;

[0009] The output torque of the drive motor and the output torque of the engine in the vehicle are adjusted based on the required torque of the entire vehicle, and the pressure of the clutch in the vehicle is adjusted based on the target voltage of the clutch motor to achieve the launch of the vehicle.

[0010] In a second aspect, an embodiment of the present application provides a power-based launch control device, the device comprising:

[0011] a power boundary determination module, configured to determine, in response to activation of a launch control function of the vehicle, a maximum driving power of the vehicle during a launch control phase based on a maximum power of a drive motor, a maximum output power of an engine, and vehicle driving state information; the vehicle including a hybrid power system;

[0012] The required torque determination module is further configured to determine the required power of the entire vehicle based on the maximum driving power and the driving operation information, and to determine the required torque of the entire vehicle based on the required power of the entire vehicle;

[0013] The clutch voltage determination module is further configured to determine a target voltage of a clutch motor of the vehicle based on the vehicle condition information;

[0014] The processing module is used to adjust the output torque of the drive motor and the output torque of the engine in the vehicle based on the required torque of the entire vehicle, and to adjust the pressure of the clutch in the vehicle based on the target voltage of the clutch motor to achieve the launch of the vehicle.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] The power-based launch control method, device, and hybrid vehicle described above include a launch control function pre-installed in the hybrid vehicle (hereinafter referred to as the vehicle). In response to the launch control function being activated, the maximum drive power of the vehicle during the launch phase is determined based on the maximum power of the drive motor, the maximum output power of the engine, and vehicle driving status information. This method, by analyzing the vehicle driving status and powertrain feedback information (i.e., operating information of the drive components), can help mitigate risks such as power degradation due to motor stall and overtemperature, power limitation due to engine overtemperature, or clutch slippage and burnout. The method also determines the vehicle's required power based on the maximum drive power and driving operation information, determines the vehicle's required torque based on the vehicle's required power, and determines the vehicle's clutch motor target voltage based on vehicle condition information. This ensures that the engine continuously outputs power under clutch action during the launch phase, while also preventing unintended engine speed spikes. Furthermore, the vehicle's drive motor output torque and engine output torque are adjusted based on the vehicle's required torque, and the clutch pressure is adjusted based on the clutch motor target voltage, thereby enabling launch control. By adopting this method, on the one hand, in response to the vehicle launch control function being activated, the maximum driving power of the vehicle during the launch phase can be determined with priority, so as to eliminate the risks of motor stalling and overheating driving power degradation, engine overheating power limitation, or clutch slippage and burning. On the other hand, since the vehicle demand power is the maximum driving power determined based on the driving operation information, and the driving operation information can reflect the driver's driving needs, the vehicle demand torque determined based on the vehicle demand power matches the driver's driving needs (or the vehicle demand torque is adapted to the driver's driving needs). Therefore, the output torque of the drive motor and the engine adjusted based on the vehicle demand torque also meets the driver's driving needs, thereby improving the driver's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] 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.

[0020] Figure 1 Schematic diagram of an application scenario of a power-based launch control method provided in an embodiment of the present application;

[0021] Figure 2 1 is a flow chart of a power-based launch control method provided in an embodiment of the present application;

[0022] Figure 3 1 is a flow chart of another power-based launch control method provided in an embodiment of the present application;

[0023] Figure 4 1 is a schematic structural diagram of a power-based launch control device provided in an embodiment of the present application;

[0024] Figure 5 This is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] 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.

[0026] See Figure 1 , Figure 1 Schematic diagram of a set of application scenarios of the power-based 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 .

[0027] Among them, the engine 1021 is a traditional power source used to provide driving force for the vehicle or generate electricity.

[0028] 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.

[0029] 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.

[0030] Dual-motor hybrid systems utilize two distinct power sources: an engine and a drive motor, meeting the demands of diverse driving conditions. However, the effectiveness of a dual-motor hybrid system's launch control strategy directly impacts the vehicle's overall power and stability, potentially triggering driving malfunctions and resulting in a poor driver experience.

[0031] To solve the above problems, an embodiment of the present application provides a power-based launch control method, wherein the hybrid vehicle 100 is equipped with a launch control function and corresponding activation conditions. Based on this, the launch control function can be activated upon detecting that activation conditions for the launch control function are met. In response to the launch control function being activated, the vehicle's maximum driving power during the launch control phase is determined based on vehicle driving state information and operating information of the drive components. This allows the launch control phase's driving capability to be analyzed using the vehicle driving state and powertrain feedback (i.e., operating information of the drive components). This mitigates risks such as motor stall and overtemperature driving power degradation, engine overtemperature power limitation, or clutch slippage and burnout. Subsequently, the vehicle's required power is determined based on the vehicle's maximum driving power during the launch control phase and driving error information. The vehicle's required torque is then determined based on the required power. The target voltage for the clutch motor is then determined based on vehicle condition information. This ensures continuous engine power output under clutch action during the launch control phase, while also preventing unintended engine speed spikes. Furthermore, the output torque of the drive motor and the engine is adjusted based on the required vehicle torque, and the clutch pressure is adjusted based on the target voltage of the clutch motor, enabling the launch control phase. By adopting this method, on the one hand, in response to the vehicle's launch control function being activated, the maximum driving power of the vehicle during the launch phase can be determined with priority, thereby helping to eliminate risks such as motor stall and overtemperature driving power degradation, engine overtemperature power limitation, or clutch slippage and ablation; on the other hand, since the vehicle's required power is the maximum driving power determined based on driving operation information, and the driving operation information can reflect the driver's driving needs, the vehicle's required torque determined based on the vehicle's required power matches the driver's driving needs (or the vehicle's required torque is adapted to the driver's driving needs), and thus the output torque of the drive motor and engine adjusted based on the vehicle's required torque also meets the driver's driving needs, thereby improving the driver's driving experience.

[0032] The power-based launch control method provided in an embodiment of the present application is described below.

[0033] See Figure 2 , Figure 2 This is a flow chart of a power-based launch control method provided by an embodiment of the present application. Figure 1 The hybrid controller 101 in FIG. Figure 2 As shown, the power-based launch control method may include but is not limited to the following steps:

[0034] S201. In response to activation of a launch control function of a vehicle, determining a maximum driving power of the vehicle during a launch control phase based on a maximum power of a drive motor, a maximum output power of an engine, and vehicle driving state information; the vehicle includes a hybrid power system.

[0035] 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".

[0036] The vehicles in this application may be pre-configured with a launch control function and the conditions for activating the launch control function. Launch control is a technology that dynamically manages powertrain output to achieve optimal acceleration performance. It is widely used in high-performance fuel vehicles, electric vehicles, and hybrid vehicles. Its core goal is to maximize traction during launch while balancing powertrain protection and driving experience. The activation conditions for launch control can include multiple conditions.

[0037] The maximum driving power refers to the maximum effective power that the power source (engine, motor, or hybrid system) can output during the vehicle's launch. This power is ultimately transmitted to the drive wheels to overcome driving resistance and accelerate the vehicle. For the purposes of this application, the maximum driving power of a vehicle during a launch phase can be understood as the maximum effective power that the hybrid system in the vehicle can stably output over a short period of time.

[0038] In an optional embodiment, the hybrid power controller can obtain multiple information in real time or periodically, including driving operation information (such as brake pedal opening, accelerator pedal opening, etc.), vehicle driving status information (such as the vehicle's current gear, hybrid power system operation mode, 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 maximum power of the drive motor and the maximum output power of the engine can be determined.

[0039] Among them, the maximum power of the drive motor refers to the maximum electric power that the drive motor can continuously output under allowable operating conditions; the maximum output power of the engine refers to the maximum mechanical power that the engine can output within the highest efficiency speed range.

[0040] For example, the hybrid power controller may obtain multiple pieces of vehicle information in real time and match the multiple pieces of 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 maximum power of the drive motor and the maximum output power of the engine.

[0041] Optionally, the hybrid power controller can also obtain multiple operating information of each driving component in the vehicle in real time or periodically, such as multiple operating information of the driving motor, multiple operating information of the engine, etc.; then, the hybrid power controller can determine the maximum power of the driving motor based on the multiple operating information of the driving motor; and determine the maximum output power of the engine based on the multiple operating information of the engine.

[0042] S202: Determine the vehicle's required power based on the maximum driving power and the driving operation information, and determine the vehicle's required torque based on the vehicle's required power.

[0043] The driving operation information may include accelerator pedal opening and brake pedal opening. The hybrid power controller determines the vehicle power requirement based on the maximum driving power and the driving operation information. The vehicle power requirement may be determined based on the maximum driving power, accelerator pedal opening, brake pedal opening, vehicle speed, accelerator pedal power requirement, and vehicle drive mode. Optionally, the vehicle speed may be monitored in real time by the hybrid power controller or determined by the hybrid power controller based on the vehicle's motor speed, which is not limited herein.

[0044] 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.

[0045] (1)

[0046] 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.

[0047] S203 : Determine a target voltage of a clutch motor of the vehicle based on the vehicle condition information.

[0048] The vehicle condition information may be the actual engine torque and transmission oil temperature of the vehicle. In other words, the hybrid controller determines the target voltage of the clutch motor of the vehicle based on the vehicle condition information, which may be based on the actual engine torque and transmission oil temperature.

[0049] S204: Adjust the output torque of the drive motor and the output torque of the engine in the vehicle based on the required torque of the entire vehicle, and adjust the pressure of the clutch in the vehicle based on the target voltage of the clutch motor to achieve a launch operation of the vehicle.

[0050] In an embodiment of the present application, for a vehicle with a hybrid power system, the hybrid controller may, in response to activation of the vehicle's launch control function, determine the maximum power of the drive motor and the maximum output power of the engine based on operating information of the drive components. Furthermore, the hybrid controller may determine the maximum drive power of the vehicle during the launch control phase based on the maximum power of the drive motor, the maximum output power of the engine, and vehicle driving status information. In this way, by analyzing the vehicle's driving status and powertrain feedback information (i.e., operating information of the drive components), the drive capability during the launch control phase can be effectively eliminated, such as risks of power degradation due to motor stall and overtemperature, power limitation due to engine overtemperature, or clutch slippage and ablation. The hybrid controller may also determine the vehicle's required power based on the maximum drive power and driving operation information, and the vehicle's required torque based on the required power. The hybrid controller may also determine the vehicle's clutch motor target voltage based on vehicle condition information, thereby ensuring continuous engine power output under clutch action during the launch control phase and preventing unintended engine speed spikes. The hybrid controller may also adjust the output torque of the drive motor and the engine based on the vehicle's required torque, and adjust the clutch pressure based on the clutch motor target voltage to achieve launch control. By adopting this method, on the one hand, in response to the vehicle's launch control function being activated, the maximum driving power of the vehicle during the launch phase can be preferentially determined to eliminate the risks of motor stall and overtemperature driving power degradation, engine overtemperature power limitation, or clutch slippage and burning; on the other hand, since the vehicle's required power is the maximum driving power determined based on driving operation information, and the driving operation information can reflect the driver's driving needs, the vehicle's required torque determined based on the vehicle's required power matches the driver's driving needs (or the vehicle's required torque is adapted to the driver's driving needs), and thus the output torque of the drive motor and engine adjusted based on the vehicle's required torque also meets the driver's driving needs, thereby improving the driver's driving experience.

[0051] In an optional embodiment, Figure 2 In step S201 of the power-based launch control method shown, the maximum power of the drive motor can be determined by the hybrid controller in the following manner: obtaining an over-temperature attenuation coefficient corresponding to the temperature of the drive motor winding; and determining the maximum power of the drive motor based on the over-temperature attenuation coefficient, the maximum allowable torque of the drive motor, and the actual speed of the drive motor.

[0052] In some embodiments, the vehicle is a four-wheel drive vehicle. In this case, the drive motor winding temperature may include the front drive motor winding temperature and the rear drive motor winding temperature, the drive motor maximum allowable torque may include the front drive motor maximum allowable torque and the rear drive motor maximum allowable torque, and the drive motor actual speed may include the front drive motor actual speed and the rear drive motor actual speed; in this case, the hybrid controller drives the motor maximum power, which may include: determining a first over-temperature attenuation coefficient based on the front drive motor winding temperature, and determining the front drive motor maximum power based on the first over-temperature attenuation coefficient, the front drive motor maximum allowable torque and the front drive motor actual speed; determining a second over-temperature attenuation coefficient based on the rear drive motor winding temperature, and determining the rear drive motor maximum power based on the second over-temperature attenuation coefficient, the rear drive motor maximum allowable torque and the rear drive motor actual speed; and taking the sum of the front drive motor maximum power and the rear drive motor maximum power as the drive motor maximum power.

[0053] In some embodiments, the hybrid controller may determine a first over-temperature attenuation coefficient based on the front drive motor winding temperature by: obtaining a first over-temperature attenuation coefficient corresponding to the front drive motor winding temperature based on a first correspondence relationship; wherein the first correspondence relationship includes correspondences between multiple front drive motor winding temperatures and multiple over-temperature attenuation coefficients, and the over-temperature attenuation coefficient is negatively correlated with the front drive motor winding temperature; and determining a second over-temperature attenuation coefficient based on the rear drive motor winding temperature by: obtaining a second over-temperature attenuation coefficient corresponding to the rear drive motor winding temperature based on a second correspondence relationship; wherein the second correspondence relationship includes correspondences between multiple rear drive motor winding temperatures and multiple over-temperature attenuation coefficients, and the over-temperature attenuation coefficient is negatively correlated with the rear drive motor winding temperature. In this way, the first over-temperature attenuation coefficient and the second over-temperature attenuation coefficient can be determined simply and quickly, thereby improving the efficiency of determining the maximum power of the front drive motor and the maximum power of the rear drive motor.

[0054] 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 accessible by the hybrid power controller (referred to as the first correspondence table), etc., without limitation herein. The first correspondence table includes correspondences between multiple front drive motor winding temperatures and multiple over-temperature attenuation coefficients; in the first correspondence table, the front drive motor winding temperatures and the over-temperature attenuation coefficients are negatively correlated. For example, the first correspondence table can be shown in Table 1 below.

[0055] Table 1 First correspondence table

[0056]

[0057] 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 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 rear drive motor winding temperatures and multiple over-temperature attenuation coefficients; in the first correspondence table, the rear drive motor winding temperature and the over-temperature attenuation coefficient are negatively correlated. Optionally, the second correspondence and the first correspondence can be the same or different. If the second correspondence and the first correspondence are the same, the second correspondence table can refer to Table 1 above; if the second correspondence and the first correspondence are different, the second correspondence table can be as shown in Table 2 below.

[0058] Table 2 Second correspondence table

[0059]

[0060] In some embodiments, the hybrid controller may use the following formula (2) to determine the maximum power of the front drive motor based on the first overtemperature attenuation coefficient, the maximum allowable torque of the front drive motor of the vehicle, and the actual speed of the front drive motor.

[0061] (2)

[0062] In formula (2), It represents the maximum power of the front drive motor (unit: W); It indicates the maximum allowable torque of the front drive motor (unit: Nm); It indicates the actual speed of the front drive motor (unit: rpm); It represents the first over-temperature attenuation coefficient.

[0063] In some embodiments, the hybrid controller may use the following formula (3) to determine the maximum power of the rear drive motor based on the second overtemperature attenuation coefficient, the maximum allowable torque of the rear drive motor of the vehicle, and the actual speed of the rear drive motor.

[0064] (3)

[0065] In formula (3), It represents the maximum power of the rear drive motor (unit: W); It indicates the maximum allowable torque of the rear drive motor (unit: Nm); It indicates the actual speed of the rear drive motor (unit: rpm); It represents the second over-temperature attenuation coefficient.

[0066] In some embodiments, the hybrid controller uses the sum of the maximum power of the front drive motor and the maximum power of the rear drive motor as the maximum power of the drive motor, which can be expressed as the following formula (4).

[0067] (4)

[0068] In formula (4), It indicates the maximum power of the driving motor (unit: W); It represents the maximum power of the front drive motor (unit: W); It indicates the maximum power of the rear drive motor (unit: W).

[0069] Using this embodiment, the hybrid power controller can determine the maximum power of the front drive motor based on the relevant operating information of the vehicle's front drive motor, and determine the maximum power of the rear drive motor based on the relevant operating information of the rear drive motor. Thereafter, based on the maximum power of the front drive motor and the maximum power of the rear drive motor, the maximum power of the drive motor is determined, thereby providing a basis for subsequently determining the maximum drive power of the vehicle during the launch start phase.

[0070] In an optional embodiment, Figure 2 In step S201 of the power-based launch control method shown, the maximum output power of the engine can be determined by the hybrid controller in the following manner: obtaining a target engine transfer attenuation coefficient, which is determined based on the engine water temperature and clutch plate temperature of the vehicle; in response to the maximum engine torque being greater than or equal to the maximum clutch transfer torque, determining the maximum output power of the engine based on the maximum clutch transfer torque, the target engine transfer attenuation coefficient, and the actual engine speed, or, in response to the maximum engine torque being less than the maximum clutch transfer torque, determining the maximum output power of the engine based on the maximum engine torque, the target engine transfer attenuation coefficient, and the actual engine speed.

[0071] In some embodiments, the hybrid controller obtains the target engine transfer attenuation coefficient by obtaining the target engine transfer attenuation coefficient corresponding to the vehicle's engine water temperature and clutch plate temperature based on a third correspondence relationship; wherein the third correspondence relationship includes the correspondence between a plurality of combinations of engine water temperatures and clutch plate temperatures and a plurality of engine transfer attenuation coefficients; in the third correspondence relationship, when the engine water temperature is the same, the engine transfer attenuation coefficient is negatively correlated with the clutch plate temperature; and when the clutch plate temperature is the same, the engine transfer attenuation coefficient is negatively correlated with the engine water temperature. wherein the third correspondence relationship can be a table preset in the hybrid controller (referred to as the third correspondence relationship table), or a table preset in a database and readable by the hybrid controller (referred to as the third correspondence relationship table), etc., which is not limited here. For example, the third correspondence relationship table can be as shown in Table 3 below.

[0072] Table 3 The third correspondence table

[0073]

[0074] The process of the hybrid controller determining the maximum output power of the engine can be expressed as the following formula (5).

[0075] (5)

[0076] In formula (5), It represents the maximum output power of the engine (unit: W); It represents the maximum torque of the engine (unit: Nm); It indicates the maximum transmission torque of the clutch (unit: Nm); It represents the target engine transfer attenuation coefficient; Indicates the actual engine speed (unit: rpm).

[0077] With this embodiment, the hybrid power controller can quickly determine the maximum output power of the engine based on relevant operating information of the engine, thereby providing a basis for subsequently determining the maximum driving power of the vehicle during the launch start phase.

[0078] In an optional embodiment, Figure 2In step S201 of the power-based launch control method shown, the vehicle driving state information may include the peak discharge power of the vehicle's battery within a preset time period and the actual power of accessories in the vehicle; the hybrid controller determines the maximum driving power of the vehicle in the launch phase based on the maximum power of the drive motor, the maximum output power of the engine, and the vehicle driving state information, which may include: in response to the maximum power of the drive motor being greater than or equal to the power difference between the peak discharge power of the vehicle's battery within a preset time period and the actual power of accessories in the vehicle, using the sum of the power difference and the maximum output power of the engine as the maximum driving power of the vehicle in the launch phase; or, in response to the maximum power of the drive motor being less than the power difference, using the sum of the maximum power of the drive motor and the maximum output power of the engine as the maximum driving power of the vehicle in the launch phase.

[0079] Assuming that the duration of the preset time period is 10 seconds, the process of the hybrid controller determining the maximum driving power of the vehicle during the launch phase can be expressed as the following formula (6).

[0080] (6)

[0081] In formula (6), It represents the maximum driving power of the vehicle during the launch phase (unit: W); It indicates the maximum power of the driving motor (unit: W); It represents the peak discharge power of the battery in the vehicle within 10s (unit: W); It represents the actual power of the accessories in the vehicle (unit: W); It represents the maximum output power of the engine (unit: W). and It can be obtained in real time by the hybrid controller.

[0082] By adopting this embodiment, the hybrid power controller can quickly determine the maximum driving power of the vehicle during the launch phase, thereby providing a basis for subsequently determining the required power of the entire vehicle.

[0083] In an optional embodiment, Figure 2In the power-based launch control method shown, driving operation information includes accelerator pedal opening and brake pedal opening. Accordingly, in step S202, the hybrid controller determines the vehicle power requirement based on the maximum driving power and driving operation information. This may include: obtaining the vehicle's accelerator pedal torque requirement; determining the accelerator pedal power requirement based on the vehicle's actual drive motor speed, the drive motor transmission speed ratio, and the accelerator pedal torque requirement; using the maximum drive power as the initial vehicle power requirement if the accelerator pedal power requirement is greater than or equal to the maximum drive power; or using the accelerator pedal power requirement as the initial vehicle power requirement if the accelerator pedal power requirement is less than the maximum drive power; and determining the vehicle power requirement based on the initial vehicle power requirement, a target braking influence factor, and a target acceleration influence factor; the target braking influence factor is determined based on the brake pedal opening; and the target acceleration influence factor is determined based on the vehicle's longitudinal acceleration and the vehicle's driving mode. The longitudinal acceleration is obtained by differentiating the vehicle's speed.

[0084] In some embodiments, the vehicle is a four-wheel drive vehicle. In this case, the actual speed of the drive motor may include the actual speed of the front drive motor and the actual speed of the rear drive motor, and the drive motor transmission speed ratio may include the front drive motor transmission speed ratio and the rear drive motor transmission speed ratio; the vehicle controller determines the accelerator pedal required power based on the vehicle's actual speed of the drive motor, the drive motor transmission speed ratio and the accelerator pedal required torque, which may be: determining the accelerator pedal required power based on the vehicle's actual speed of the front drive motor, the front drive motor transmission speed ratio, the rear drive motor actual speed, the rear drive motor transmission speed ratio and the accelerator pedal required torque.

[0085] The hybrid controller determines the accelerator pedal required power based on the actual speed of the vehicle's front drive motor, the front drive motor transmission speed ratio, the actual speed of the rear drive motor, the rear drive motor transmission speed ratio, and the accelerator pedal required torque, and can use the following formula (7).

[0086] (7)

[0087] In formula (7), It represents the accelerator pedal required power (unit: W); It indicates the actual speed of the front drive motor (unit: rpm); It indicates the transmission speed ratio of the front drive motor; It indicates the actual speed of the rear drive motor (unit: rpm); It indicates the transmission speed ratio of the rear drive motor; It represents the accelerator pedal required torque (unit: Nm).

[0088] The process of the hybrid controller determining the initial vehicle power requirement can be expressed as the following formula (8).

[0089] (8)

[0090] In formula (8), Indicates the initial vehicle power requirement It represents the accelerator pedal required power (unit: W); It represents the accelerator pedal power requirement (unit: W), which can be determined by the above formula (7); It represents the maximum driving power of the vehicle during the launch phase (unit: W), which can be determined by the above formula (6).

[0091] In some embodiments, the target braking influence factor can be determined by the hybrid controller by obtaining the target braking influence factor corresponding to the brake pedal opening based on a fourth correspondence relationship. The fourth correspondence relationship includes correspondences between multiple braking influence factors and multiple brake pedal openings, with the braking influence factor and brake pedal opening being negatively correlated. The fourth correspondence relationship can be a table preset in the hybrid controller (referred to as a fourth correspondence relationship table), or a table preset in a database accessible to the hybrid controller (referred to as a fourth correspondence relationship table), etc., without limitation herein. For example, the fourth correspondence relationship table can be as shown in Table 4 below.

[0092] Table 4 Fourth correspondence table

[0093]

[0094] In some embodiments, the target acceleration influence factor can be determined by the hybrid controller in the following manner: based on the fifth correspondence, the target acceleration influence factor corresponding to the longitudinal acceleration of the vehicle and the vehicle's whole vehicle driving mode is obtained; wherein the fifth correspondence includes the correspondence between the combination of multiple longitudinal accelerations and multiple whole vehicle driving modes and multiple acceleration influence factors; in the fifth correspondence, when the longitudinal acceleration is the same, the acceleration influence factor increases or remains unchanged as the power required by the whole vehicle driving mode increases; when the whole vehicle driving mode is the same, the acceleration influence factor decreases or remains unchanged as the longitudinal acceleration increases.

[0095] Among them, the fifth correspondence can be a table preset in the hybrid controller (recorded as the fifth correspondence table), or a table preset in a database and readable by the hybrid controller (recorded as the fifth correspondence table), etc., which is not limited here.

[0096] The vehicle's drive mode refers to the various power distribution and output strategies achieved by the electronic control system through coordinated control of components such as the engine, motor, clutch, and transmission based on different driving requirements (such as power, economy, and road conditions). Its core goal is to optimize the vehicle's performance, energy efficiency, or driving experience in specific scenarios. Optionally, the vehicle's drive mode may include, but is not limited to, snow mode, economy mode, comfort mode, and sport mode, which are not limited here. The power required for sport mode > the power required for comfort mode > the power required for economy mode ≥ the power required for snow mode.

[0097] For example, taking the vehicle driving modes as the above four modes as an example, the fifth corresponding relationship can be shown in Table 5 below.

[0098] Table 5 Fifth correspondence table

[0099]

[0100] It can be seen from the above table that, when the longitudinal acceleration remains unchanged, the target acceleration influence factors under different vehicle driving modes basically meet the following rules: acceleration influence factor in sport mode > acceleration influence factor in comfort mode > acceleration influence factor in economy mode > acceleration influence factor in snow mode.

[0101] In some embodiments, the hybrid controller may use the following formula (9) to determine the vehicle power requirement based on the initial vehicle power requirement, the target braking influence factor, and the target acceleration influence factor.

[0102] (9)

[0103] In formula (9), It represents the required power of the whole vehicle (unit: W); It represents the initial vehicle power requirement (unit: W), which can be determined by the above formula (8); It represents the target braking influence factor; It represents the target acceleration impact factor.

[0104] This implementation, because driving operation information reflects the driver's driving needs, can determine a vehicle power requirement that matches the driver's driving needs based on the driving operation information and the vehicle's maximum drive power during the launch phase. Furthermore, incorporating a target braking influence factor into the vehicle power requirement determination prevents conflicts between driving and braking, improving vehicle stability. Incorporating a target acceleration influence factor prevents discomfort for drivers and passengers caused by excessive acceleration during launch.

[0105] In an optional embodiment, Figure 2 In step S202 of the power-based launch control method shown, the hybrid controller determines the vehicle's required torque based on the vehicle's required power, which may include: determining the quotient of the vehicle's drive motor's actual speed and the drive motor's transmission speed ratio; and determining the vehicle's required torque based on the quotient and the vehicle's required power.

[0106] In some embodiments, the vehicle is a four-wheel drive vehicle. In this case, the actual speed of the drive motor may include the actual speed of the front drive motor and the actual speed of the rear drive motor, and the drive motor transmission speed ratio may include the front drive motor transmission speed ratio and the rear drive motor transmission speed ratio; the hybrid controller determines the quotient of the actual speed of the drive motor of the vehicle and the drive motor transmission speed ratio, which may include: determining a first quotient of the actual speed of the front drive motor of the vehicle and the front drive motor transmission speed ratio, and determining a second quotient of the actual speed of the rear drive motor of the vehicle and the rear drive motor transmission speed ratio; based on the quotients and the required power of the vehicle, determining the required torque of the vehicle, which may be: in response to the first quotient being greater than or equal to the second quotient, determining the required torque of the vehicle based on the required power of the vehicle and the first quotient; or, in response to the first quotient being less than the second quotient, determining the required torque of the vehicle based on the required power of the vehicle and the second quotient.

[0107] The process of the hybrid controller determining the required torque of the vehicle can be expressed as the following formula (10).

[0108] (10)

[0109] In formula (10), It represents the required torque of the vehicle (unit: Nm); It represents the required power of the whole vehicle (unit: W); It indicates the actual speed of the front drive motor (unit: rpm); It indicates the transmission speed ratio of the front drive motor; It indicates the actual speed of the rear drive motor (unit: rpm); Indicates the transmission speed ratio of the rear drive motor.

[0110] By adopting this embodiment, the hybrid power controller can quickly determine the required torque of the entire vehicle, thereby providing a basis for subsequent adjustment of the output torque of each driving component.

[0111] In an optional embodiment, Figure 2In the illustrated power-based launch control method, vehicle condition information may include the vehicle's actual engine torque and transmission oil temperature. Accordingly, in step S203, the hybrid controller determines the vehicle's clutch motor target voltage based on the vehicle condition information. This may include: obtaining a clutch target pressure corresponding to the vehicle's actual engine torque; obtaining a target clutch base voltage corresponding to the clutch target pressure and the vehicle's transmission oil temperature; and determining the vehicle's clutch motor target voltage based on the target clutch base voltage, the clutch target pressure, and the vehicle's actual clutch pressure.

[0112] In some embodiments, the hybrid power controller may obtain the clutch target pressure corresponding to the vehicle's actual engine torque by obtaining the clutch target pressure corresponding to the actual engine torque based on a sixth correspondence relationship. The sixth correspondence relationship includes correspondences between multiple actual engine torques and multiple clutch target pressures. The sixth correspondence relationship may be a table pre-set in the hybrid power controller (referred to as the sixth correspondence relationship table), or a table pre-set in a database accessible by the hybrid power controller (referred to as the sixth correspondence relationship table), etc., without limitation herein. For example, the sixth correspondence relationship table may be as shown in Table 6 below.

[0113] Table 6 Sixth correspondence table

[0114]

[0115] In some embodiments, the hybrid power controller may obtain the target clutch base voltage corresponding to the clutch target pressure and the vehicle's transmission oil temperature by: obtaining the target clutch base voltage corresponding to the clutch target pressure and the vehicle's transmission oil temperature based on a seventh correspondence relationship; wherein the seventh correspondence relationship includes correspondences between multiple clutch target pressure and transmission oil temperature combinations and multiple clutch base voltages; wherein, in the seventh correspondence relationship, when the clutch target pressure is the same, the clutch base voltage is positively correlated with the transmission oil temperature; and when the transmission oil temperature is the same, the clutch base voltage is positively correlated with the clutch target pressure. The seventh correspondence relationship may be a table preset in the hybrid power controller (referred to as the seventh correspondence relationship table), or a table preset in a database and readable by the hybrid power controller (referred to as the seventh correspondence relationship table), etc., without limitation herein. For example, the seventh correspondence relationship table may be as shown in Table 7 below.

[0116] Table 7 Seventh correspondence table

[0117]

[0118] In some embodiments, the hybrid controller determines the target voltage of the vehicle's clutch motor based on the target clutch base voltage, the clutch target pressure and the actual clutch pressure of the vehicle. The method can be: using the difference between the clutch target pressure and the clutch actual pressure as the input variable of the PID closed-loop controller; using the clutch motor target compensation voltage as the output variable of the PID closed-loop control; determining the control coefficient of the PID closed-loop controller by looking up the table based on the transmission oil temperature; determining the clutch motor target compensation voltage based on the input variable and the control coefficient; and determining the vehicle's clutch motor target voltage based on the target clutch base voltage and the clutch motor target compensation voltage.

[0119] The difference between the clutch target pressure and the clutch actual pressure can be expressed as the following formula (11). Optionally, the value range of the difference can be [-12, 12] bar.

[0120] (11)

[0121] In formula (11), It represents the difference between the clutch target pressure and the clutch actual pressure at time k (unit: bar); It represents the clutch target pressure at time k (unit: bar); It represents the actual clutch pressure at time k (unit: bar).

[0122] The control coefficients can include proportional, integral, and differential control coefficients. By determining these control coefficients, PID overshoot can be avoided, which could cause the actual clutch pressure to exceed the clutch pressure control target, or the clutch to engage or disengage too quickly, leading to abnormal vehicle vibration, unexpected engine speed increases, or even clutch erosion.

[0123] In some embodiments, the hybrid controller may use the following formula (12) to determine the target compensation voltage of the clutch motor based on the input variables and the control coefficient.

[0124] (12)

[0125] In formula (12), It represents the target compensation voltage of the clutch motor at time k (unit: V); K p It represents the proportional control coefficient; K i It represents the integral control coefficient; K d It represents the differential control coefficient; It represents the difference between the clutch target pressure and the clutch actual pressure at time k (unit: bar); It represents the difference between the clutch target pressure and the clutch actual pressure at time k (unit: bar).

[0126] In some embodiments, the hybrid controller may use the following formula (13) to determine the target voltage of the vehicle's clutch motor based on the target clutch base voltage and the clutch motor target compensation voltage.

[0127] (13)

[0128] In formula (13), It represents the target voltage of the clutch motor at time k (unit: V); It represents the target clutch base voltage at time k (unit: V); It represents the target compensation voltage of the clutch motor at time k (unit: V), which can be determined by the above formula (12).

[0129] With this implementation, the hybrid controller determines the target voltage of the clutch motor, which can facilitate subsequent adjustment of the clutch pressure in the vehicle based on the target voltage of the clutch motor. This ensures that the engine continues to output power under the action of the clutch during the launch phase, while also avoiding unexpected increases in engine speed.

[0130] In an optional embodiment, Figure 2 In the power-based launch control method shown, before step S201, the hybrid power controller may also activate the launch control function in response to the following conditions being met: the vehicle's current gear is D gear; the hybrid power system's operating mode is series mode; the vehicle's battery remaining power, brake pedal opening, brake master cylinder pressure, and accelerator pedal opening are all greater than or equal to 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 inactive; 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.

[0131] The remaining battery power, brake pedal opening, brake master cylinder pressure, and accelerator pedal opening of the vehicle are all greater than or equal to a preset threshold value, which may include: the remaining battery power of the vehicle is greater than or equal to a preset power threshold value; the brake pedal opening of the vehicle is greater than or equal to a preset brake pedal opening threshold value; the brake master cylinder pressure of the vehicle is greater than or equal to a preset brake master cylinder pressure threshold value; the accelerator pedal opening of the vehicle is greater than or equal to a preset accelerator pedal opening threshold value;

[0132] 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.

[0133] 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.

[0134] In some embodiments, the vehicle is a four-wheel drive vehicle. In this case, the drive motor winding temperature may include the front drive motor winding temperature and the rear drive motor winding temperature; the preset temperature condition corresponding to the drive motor winding temperature may be that the front drive motor winding temperature and the rear drive motor winding temperature are both less than a third preset temperature threshold.

[0135] For example, the preset power threshold may be 50%, the preset brake pedal opening threshold may be 50%, the preset brake master cylinder 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 hybrid system is in series mode, the brake pedal opening is ≥50%, the brake master cylinder pressure is ≥20 bar, 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 battery, which may result in the inability to meet the torque requirement corresponding to the launch control; a brake pedal opening of ≥50% can ensure sufficient braking force to ensure that the vehicle remains stationary during the torque reserve stage; the brake master cylinder pressure of ≥20 bar has the same purpose as the brake pedal opening of ≥50%, which is to ensure that the vehicle remains refined during the torque reserve stage; the transmission oil temperature of <80°C can ensure clutch lubrication and cooling to avoid clutch burning; the clutch plate temperature of <150°C can avoid triggering the clutch overtemperature alarm due to excessive temperature, which may result in the inability to meet the launch control requirements; the drive motor winding temperature of <100°C can avoid power degradation due to excessive drive motor winding temperature, which may result in the inability to meet the torque requirement corresponding to the launch control; the engine water temperature of 80°C≤100°C can avoid engine function degradation due to excessive or low engine water temperature, which may result in engine output torque being limited.

[0136] 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).

[0137] 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.

[0138] 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.

[0139] In an optional embodiment, Figure 2 In the power-based launch control method shown, after step S204, the hybrid power controller may 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 disc speed and the driven disc 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; and the sum of the output torque of the drive motor and the output torque of the engine is equal to the vehicle's required torque.

[0140] 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 can confirm the execution of launch control when all of the following conditions are met: the actual clutch pressure of the vehicle is ≥ 10 bar; the difference between the clutch's driving disc speed and the driven disc speed is ≤ 20 rpm; the vehicle's speed is ≥ 10 km / h; and the sum of the output torque of the drive motor and the output torque of the engine is equal to the required vehicle torque. It should be noted that the hybrid controller can also adjust the above thresholds or set other thresholds based on the actual vehicle conditions, which are not limited here.

[0141] 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.

[0142] 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.

[0143] The following combination Figure 3 , the overall process of the power-based launch control method provided in the embodiment of the present application is described. Figure 3 , Figure 3 FIG. 1 is a flow chart of another power-based launch control method provided in an embodiment of the present application, which can be executed by a hybrid power controller. Figure 3As shown, the power-based launch control method may include but is not limited to the following steps.

[0144] S301. Acquire multiple pieces of information associated with the vehicle.

[0145] 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 actual torque, engine water temperature, engine maximum torque, front / rear drive motor maximum allowable available torque, front / rear drive motor winding temperature, battery 10s peak discharge power, front / rear drive motor maximum limit torque, engine maximum limit torque, front / rear drive motor actual speed, engine actual speed, hybrid system actual operating mode, vehicle drive mode, accelerator pedal required torque, clutch plate temperature, speed difference between clutch active plate and driven plate, clutch maximum transmission torque and actual accessory power, etc.

[0146] 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 power controller; vehicle speed, battery SOC value, EPB system status, ESP system status, AVH status, brake master cylinder pressure, engine actual torque, engine water temperature, engine maximum torque, front / rear drive motor maximum allowable available torque, front / rear drive motor winding temperature, battery 10s peak discharge power, front / rear drive motor maximum limit torque, engine maximum limit torque, front / rear drive motor actual speed, and engine actual speed can be obtained by the hybrid power controller through the controller local area network; the actual operating mode of the hybrid power system, vehicle drive mode, accelerator pedal required torque, clutch plate temperature, speed difference between the clutch active plate and driven plate, actual accessory power, etc. can be obtained by the hybrid power controller from the vehicle's internal module.

[0147] 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 .

[0148] Exemplarily, the activation conditions of the launch control function may include: the actual gear is D, the operating mode of the hybrid system is series mode, 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.

[0149] 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).

[0150] 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.

[0151] S303: Analyze the launch power limit.

[0152] During the launch process, in order to eliminate the risks of motor stalling and overheating driving power degradation, engine overheating power limitation or clutch slippage and ablation, the hybrid power controller can analyze the driving capability of the launch phase (i.e., the launch power boundary) based on the vehicle's driving status and power system feedback information.

[0153] In an optional embodiment, the process of the hybrid power controller analyzing the launch power boundary may include but is not limited to the following steps:

[0154] (1) Determine the maximum power of the drive motor.

[0155] In some embodiments, the hybrid controller may determine the maximum power of the drive motor based on the front / rear drive motor winding temperature, the front / rear drive motor maximum torque limit, and the front / rear drive motor actual speed mentioned in step S301 above.

[0156] Optionally, the hybrid controller may use the aforementioned formulas (3) and (4) when determining the maximum power of the drive motor based on the front / rear drive motor winding temperature, the front / rear drive motor maximum torque limit, and the front / rear drive motor actual speed.

[0157] (2) Determine the maximum output power of the engine.

[0158] In some embodiments, the hybrid controller may determine the maximum output power of the engine based on the engine water temperature, clutch plate temperature, engine maximum torque limit, clutch maximum transmission torque, and actual engine speed mentioned in step S301.

[0159] Optionally, the hybrid controller may use the aforementioned formula (5) when determining the maximum output power of the engine based on the engine water temperature, the clutch plate temperature, the maximum limit torque of the engine, the maximum transmission torque of the clutch, and the actual engine speed.

[0160] (3) Determine the launch power limit based on the maximum power of the drive motor and the maximum output power of the engine.

[0161] The launch power limit is the maximum driving power of the vehicle during the launch phase.

[0162] In some embodiments, the hybrid controller may use the aforementioned formula (6) when determining the launch power boundary based on the maximum power of the drive motor and the maximum output power of the engine.

[0163] S304: Analyze the required vehicle torque based on the launch power limit.

[0164] In an optional embodiment, the hybrid controller may analyze the vehicle torque requirement based on the launch power limit, including but not limited to the following steps:

[0165] (1) Determine the vehicle's required power based on the launch power boundary (i.e., the vehicle's maximum driving power during the launch phase).

[0166] In an optional embodiment, the hybrid power controller determines the required power of the vehicle based on the launch start power boundary. The relevant description of the hybrid power controller determining the required power of the vehicle based on the maximum driving power and driving operation information mentioned above can be referred to, and will not be repeated here.

[0167] (2) Based on the vehicle's required power, determine the vehicle's required torque.

[0168] In an optional embodiment, the hybrid power controller determines the required torque of the vehicle based on the required power of the vehicle. The relevant explanation can be found in the above description and will not be repeated here.

[0169] S305: Determine the clutch motor target voltage.

[0170] In order to ensure that the engine continues to output power under the action of the clutch during the launch start phase and to avoid unexpected increases in engine speed, the hybrid controller also determines the clutch motor target voltage to perform clutch launch control based on the clutch motor target voltage.

[0171] In an optional embodiment, the hybrid power controller's determination of the clutch motor target voltage can be referred to the aforementioned hybrid power controller's determination of the vehicle's clutch motor target voltage based on vehicle condition information, which will not be repeated here.

[0172] S306 , adjusting the output torque of the drive motor and the output torque of the engine in the vehicle based on the required torque of the entire vehicle, and adjusting the pressure of the clutch in the vehicle based on the target voltage of the clutch motor to achieve a launch operation of the vehicle.

[0173] S307: Determine whether the launch control execution completion condition is met. If so, execute step S308; if not, execute step S301.

[0174] In an optional embodiment, the hybrid power controller may determine that the power-based launch control is completed when 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; and the sum of the output torque of the drive motor and the output torque of the engine is equal to the required torque of the vehicle.

[0175] S308: Set the launch control state to a success state.

[0176] In this embodiment of the present application, the hybrid controller determines whether the launch control activation conditions are currently met based on driving operation information, vehicle driving status information, and the operating conditions of the drive components. If the launch control function is activated, the controller prioritizes analyzing the launch control power boundary. Subsequently, based on the launch control power boundary and driving operation information, the controller analyzes the vehicle's required torque and determines the clutch motor target voltage, thereby implementing a power-prioritized launch control strategy. Furthermore, by determining the launch control completion conditions, the hybrid system transitions from power splitting to power combining during the launch phase, thereby improving the energy efficiency of the dual-motor hybrid system and providing consumers with a superior performance experience.

[0177] 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.

[0178] Based on the same inventive concept, embodiments of the present application also provide a power-based launch control device for implementing the aforementioned power-based 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 power-based launch control device embodiments provided below can be found in the aforementioned limitations of the power-based launch control method and will not be further elaborated here.

[0179] See Figure 4 , Figure 4 Schematic diagram of a power-based launch control device provided in an embodiment of the present application. Figure 4 As shown, the power-based launch control device 400 may include but is not limited to:

[0180] a power boundary determination module 401 for determining, in response to activation of a launch control function of the vehicle, a maximum drive motor power and a maximum engine output power based on operating information of a drive component, and determining a maximum drive power of the vehicle during a launch control phase based on the maximum drive motor power, the maximum engine output power, and vehicle driving state information; the vehicle including a hybrid power system;

[0181] The required torque determination module 402 is further configured to determine the required power of the vehicle based on the maximum driving power and the driving operation information, and determine the required torque of the vehicle based on the required power of the vehicle;

[0182] The clutch voltage determination module 403 is further configured to determine a target voltage of a clutch motor of the vehicle based on the vehicle condition information;

[0183] The processing module 404 is configured to adjust the output torque of the drive motor and the output torque of the engine in the vehicle based on the required torque of the vehicle, and to adjust the pressure of the clutch in the vehicle based on the target voltage of the clutch motor, so as to achieve launch control of the vehicle.

[0184] 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.

[0185] Each module in the aforementioned power-based launch control device 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 within a computer device in the form of hardware, or may be stored in a memory within a vehicle control device in the form of software, allowing the processor to call and execute the corresponding operations of each module.

[0186] 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, with wireless communication being achieved via Wi-Fi, mobile cellular networks, NFC (near-field communication), or other technologies. When executed by the processor, the computer program implements a power-based launch control method. 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.

[0187] 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.

[0188] 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 power-based launch control method are implemented.

[0189] 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 power-based launch control method described above.

[0190] 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 power-based launch control method described above.

[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 power-based launch control method, characterized in that: The method comprises: In response to a launch control function of a vehicle being activated, determining a maximum driving power of the vehicle during a launch control phase based on a maximum power of a drive motor, a maximum output power of an engine, and vehicle driving state information; the vehicle including a hybrid power system; Determining a vehicle power requirement based on the maximum driving power and the driving operation information, and determining a vehicle torque requirement based on the vehicle power requirement; determining a clutch motor target voltage of the vehicle based on vehicle condition information; The output torque of the driving motor and the output torque of the engine in the vehicle are adjusted based on the vehicle required torque, and the pressure of the clutch in the vehicle is adjusted based on the clutch motor target voltage to achieve a launch operation of the vehicle.

2. The method according to claim 1, characterized in that The maximum power of the driving motor is determined by the following method: Obtain the over-temperature attenuation coefficient corresponding to the drive motor winding temperature; The maximum power of the drive motor is determined based on the over-temperature attenuation coefficient, the maximum allowable torque of the drive motor, and the actual speed of the drive motor.

3. The method according to claim 1, characterized in that The maximum output power of the engine is determined by the following method: obtaining a target engine transmission attenuation coefficient, wherein the target engine transmission attenuation coefficient is determined based on an engine water temperature and a clutch plate temperature; In response to the maximum engine torque being greater than or equal to the maximum clutch transmission torque, the maximum engine output power is determined based on the maximum clutch transmission torque, the target engine transmission attenuation coefficient, and the actual engine speed, or, In response to the engine maximum torque being less than the clutch maximum transfer torque, an engine maximum output power is determined based on the engine maximum torque, the target engine transfer attenuation coefficient, and the actual engine speed.

4. The method according to claim 1, wherein The vehicle driving state information includes a peak discharge power of a battery of the vehicle within a preset time period and actual power of accessories in the vehicle; and determining the maximum driving power of the vehicle during a launch start phase based on the maximum power of the drive motor, the maximum output power of the engine, and the vehicle driving state information includes: In response to the maximum power of the drive motor being greater than or equal to the power difference between the peak discharge power of the battery of the vehicle within a preset time period and the actual power of the accessories in the vehicle, the sum of the power difference and the maximum output power of the engine is used as the maximum drive power of the vehicle during the launch phase, or, In response to the maximum power of the driving motor being less than the power difference, the sum of the maximum power of the driving motor and the maximum output power of the engine is used as the maximum driving power of the vehicle in the launch phase.

5. The method according to claim 1, wherein The driving operation information includes an accelerator pedal opening and a brake pedal opening; and determining the vehicle required power based on the maximum driving power and the driving operation information includes: Obtaining an accelerator pedal required torque of the vehicle; and determining an accelerator pedal required power based on an actual speed of a drive motor of the vehicle, a transmission speed ratio of the drive motor, and the accelerator pedal required torque; In response to the accelerator pedal required power being greater than or equal to the maximum driving power, using the maximum driving power as the initial vehicle required power; or, in response to the accelerator pedal required power being less than the maximum driving power, using the accelerator pedal required power as the initial vehicle required power; The vehicle demand power is determined based on the initial vehicle demand power, the target braking influence factor and the target acceleration influence factor; the target braking influence factor is determined based on the brake pedal opening; the target acceleration influence factor is determined based on the longitudinal acceleration of the vehicle and the vehicle driving mode of the vehicle.

6. The method according to claim 1, characterized in that The determining of the vehicle required torque based on the vehicle required power includes: Determining a quotient of an actual rotational speed of a drive motor of the vehicle and a transmission speed ratio of the drive motor; The vehicle required torque is determined based on the quotient and the vehicle required power.

7. The method according to claim 1, characterized in that The vehicle condition information includes actual engine torque and transmission oil temperature of the vehicle; and determining a target voltage of a clutch motor of the vehicle based on the vehicle condition information includes: obtaining a clutch target pressure corresponding to an actual engine torque of the vehicle; Obtaining a target clutch base voltage corresponding to the clutch target pressure and the transmission oil temperature of the vehicle; A clutch motor target voltage for the vehicle is determined based on the target clutch base voltage, the clutch target pressure, and an actual clutch pressure of the vehicle.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: The launch control function is activated in response to the following conditions being met: The current gear position of the vehicle is D gear; The operation mode of the hybrid system is a series mode; The vehicle's battery remaining capacity, brake pedal opening, brake master cylinder pressure, and accelerator pedal opening are all greater than or equal to corresponding preset thresholds; The state of the electronic parking brake system of the vehicle is released; The electronic stability program system of the vehicle is in a state of off; The status of the vehicle's automatic parking hold system is inactive; The vehicle's transmission oil temperature, clutch plate temperature, drive motor winding temperature, and engine water temperature all meet corresponding preset temperature conditions; The vehicle does not have a preset launch-inhibiting fault.

9. A power-based launch control device, characterized in that: The device comprises: a power boundary determination module, configured to determine, in response to activation of a launch control function of the vehicle, a maximum driving power of the vehicle during a launch control phase based on a maximum power of a drive motor, a maximum output power of an engine, and vehicle driving state information; the vehicle including a hybrid power system; The required torque determination module is further configured to determine the required power of the entire vehicle based on the maximum driving power and the driving operation information, and determine the required torque of the entire vehicle based on the required power of the entire vehicle; a clutch voltage determination module, further configured to determine a target voltage of a clutch motor of the vehicle based on vehicle condition information; A processing module is used to adjust the output torque of the drive motor and the output torque of the engine in the vehicle based on the required torque of the entire vehicle, and to adjust the pressure of the clutch in the vehicle based on the target voltage of the clutch motor to achieve a launch operation of the vehicle.

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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