Pure electric vehicle control method and device, pure electric vehicle and storage medium

Abstract

The invention provides a control method and device of a pure electric vehicle, the pure electric vehicle and a storage medium, the method is applied to the technical field of vehicle control, and the method comprises the steps that the virtual gear shifting duration of the vehicle is determined according to the virtual target gear of the vehicle and the virtual current gear of the vehicle; determining a target request torque of the vehicle according to the driving state parameters of the vehicle; according to the virtual gear shifting duration and the target request torque, the gear shifting process torque of the vehicle is determined; and controlling a motor of the vehicle to output a gear shifting process torque so as to simulate the gear shifting process. By means of the method, a user can have a good gear shifting feeling when driving the pure electric vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a control method, apparatus, pure electric vehicle, and storage medium for a pure electric vehicle within the field of vehicle control technology. Background Technology

[0002] In related technologies, pure electric vehicles use an electric motor as a power source to drive the vehicle. Unlike traditional fuel vehicles, pure electric vehicles do not use multi-speed transmissions. However, in pure electric vehicles without multi-speed transmissions, drivers cannot enhance driving pleasure through gear shifting. Therefore, how to provide users with a better gear shifting experience for pure electric vehicles has become an urgent problem to be solved. Summary of the Invention

[0003] This application provides a control method, device, pure electric vehicle, and storage medium for a pure electric vehicle. The method enables users to have a good gear shifting experience when driving a pure electric vehicle.

[0004] In a first aspect, a control method for a pure electric vehicle is provided, the method comprising: determining a virtual shift duration of the vehicle based on a virtual target gear and a virtual current gear of the vehicle; determining a target requested torque of the vehicle based on driving state parameters of the vehicle; determining a shift process torque of the vehicle based on the virtual shift duration and the target requested torque; and controlling the vehicle's motor to output the shift process torque to simulate the shift process.

[0005] The aforementioned technical solution optimizes the shifting quality of pure electric vehicles by determining the virtual shift duration based on the vehicle's virtual target gear and virtual current gear, combining this with driving state parameters to determine the target requested torque, and further combining the virtual shift duration and target requested torque to collaboratively determine the shifting process torque and control the motor output of the shifting process torque. The target requested torque is typically a real-time variable reflecting the driver's latest operational intentions and the vehicle's actual state. The virtual shift duration defines the time span of the virtual shift event, providing a structured time framework for the entire shifting process. Combining the "process constraint" of the virtual shift duration with the "target orientation" of the target requested torque to determine the shifting process torque allows for both adherence to the virtual shift duration and real-time response to changes in the driver's torque demand, controlling the vehicle's motor output of the shifting process torque to simulate the shifting process and providing the driver with a superior shifting experience when driving a pure electric vehicle.

[0006] In conjunction with the first aspect, in some possible implementations, the virtual shift duration of the vehicle is determined based on the vehicle's virtual target gear and the vehicle's virtual current gear, including: determining the vehicle's target shift type based on the virtual target gear and the virtual current gear; obtaining the vehicle's driving mode and the vehicle's current battery power; and determining the virtual shift duration based on the target shift type, driving mode, and current power.

[0007] The above technical solution determines the target shift type based on the difference between the virtual target gear and the virtual current gear, and makes multi-dimensional corrections to the virtual shift time by combining the driving mode and the current power of the battery, making the shift process more closely resemble that of a fuel vehicle and significantly improving the realism of virtual shifting.

[0008] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the virtual shift duration based on the target shift type, driving mode, and current power includes: determining a target preset correspondence relationship corresponding to the target shift type from multiple first preset correspondence relationships based on the target shift type; querying the target preset correspondence relationship based on the driving mode and current power to determine the virtual shift duration; wherein, the target preset correspondence relationship is used to describe the relationship between the combination of driving mode and current power and the virtual shift duration under the target shift type.

[0009] The above technical solution filters multiple first preset correspondences based on the target shift type to obtain the first target preset correspondence. In the target preset correspondence, the virtual shift duration can reflect the intensity of the driving mode and be dynamically adjusted according to the real-time status of the battery through a two-dimensional query of the driving mode and the current power of the battery, thereby simulating shifting more realistically.

[0010] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the vehicle's shifting process torque based on the virtual shifting duration and the target requested torque includes: determining multiple target time points within the virtual shifting duration; based on each target time point and the target requested torque corresponding to each target time point, querying a second preset correspondence relationship to determine the shifting process torque corresponding to each target time point; wherein, the second preset correspondence relationship is used to describe the relationship between the combination of the target time point and the target requested torque and the shifting process torque.

[0011] The above technical solution divides the virtual shifting time into multiple target time points. Based on the target requested torque corresponding to each target time point, the shifting process torque at that target time point is obtained through a second preset correspondence. By querying the target requested torque at each target time point, this method enables a natural and smooth power transition during gear shifts in pure electric vehicles, achieving a refined shifting process and greatly improving the driver's shifting experience in pure electric vehicles.

[0012] Combining the first aspect and the above implementation methods, in some possible implementation methods, in the second preset correspondence, when the target requested torque remains unchanged, the absolute value of the shift process torque shows a trend of first decreasing and then increasing within the virtual shift time; when the shift progress ratio corresponding to the target time point remains unchanged, the shift process torque is positively correlated with the target requested torque.

[0013] The aforementioned technical solution, under the condition that the target requested torque remains constant, specifies that the absolute value of the shift process torque follows a trend of first decreasing and then increasing within the virtual shift time. This torque change trend actively simulates the dynamic process of power interruption and re-engagement caused by clutch disengagement and temporary decoupling between the engine and transmission during gear shifting in traditional fuel vehicles. This provides the driver with clear shift feedback and significantly enhances driving pleasure. With the shift progress ratio corresponding to the target time point remaining constant, it is clearly shown that the shift process torque is positively correlated with the target requested torque. This indicates that when the target requested torque increases, the shift process torque will also increase accordingly, ensuring that the shift process can respond promptly to changes in power demand. This allows the vehicle to obtain appropriate torque output under different operating conditions, thereby improving the vehicle's power performance and driving experience.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the driving state parameters include: the vehicle's current speed, the vehicle's accelerator pedal opening, and the vehicle's battery's maximum theoretical power; determining the vehicle's target requested torque based on the vehicle's driving state parameters includes: determining the initial requested torque based on the virtual target gear, the current speed, and the accelerator pedal opening; determining the first limiting torque corresponding to the battery's maximum theoretical power; determining whether the first limiting torque is greater than or equal to the initial requested torque; if the first limiting torque is greater than or equal to the initial requested torque, then the initial requested torque is determined as the target requested torque.

[0015] The above technical solution determines the initial requested torque based on the virtual target gear, current vehicle speed, and accelerator pedal opening, and calculates the first limiting torque through the battery's maximum theoretical power to avoid battery overload. When the first limiting torque is greater than or equal to the initial requested torque, the initial requested torque is directly used as the target requested torque to ensure timely power response.

[0016] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: if the first limiting torque is less than the initial requested torque, then determining the second limiting torque corresponding to the virtual target gear based on the gear ratio of the reference gear, the gear ratio of the virtual target gear, and the first limiting torque; wherein, in the reference gear, the limiting torque corresponding to the maximum theoretical power of the battery is the first limiting torque; determining whether the second limiting torque is greater than or equal to the initial requested torque; if the second limiting torque is greater than or equal to the initial requested torque, then determining the initial requested torque as the target requested torque; if the second limiting torque is less than the initial requested torque, then determining the second limiting torque as the target requested torque.

[0017] The above technical solution, when the first limiting torque is less than the initial requested torque, converts the first limiting torque into a second limiting torque according to the speed ratio relationship between the reference gear and the virtual target gear, and compares the magnitude relationship between the second limiting torque and the initial requested torque. If the second limiting torque is greater than or equal to the initial requested torque, the initial requested torque is directly used as the target requested torque; if the second limiting torque is less than the initial requested torque, the second limiting torque is used as the target requested torque. This method can distinguish the limiting torque under multiple virtual gears, thereby avoiding the situation where the target requested torque under different virtual gears is the first limiting torque (i.e., the torque change before and after shifting is small), which would result in a weak feeling before and after shifting.

[0018] Secondly, a control device for a pure electric vehicle is provided. The device includes: a first determining module specifically configured to: determine the virtual shift duration of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear; a second determining module specifically configured to: determine the vehicle's target requested torque based on the vehicle's driving state parameters; a third determining module specifically configured to: determine the vehicle's shift process torque based on the virtual shift duration and the target requested torque; and a control module specifically configured to: control the vehicle's motor to output the shift process torque to simulate the shift process.

[0019] Thirdly, a pure electric vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0020] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0021] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart of a control method for a pure electric vehicle provided in an embodiment of this application.

[0023] Figure 2 This is a schematic diagram illustrating the changing trend of torque during a gear shift process, provided in an embodiment of this application.

[0024] Figure 3 This is a schematic flowchart of another control method for a pure electric vehicle provided in the embodiments of this application.

[0025] Figure 4 This is a schematic diagram of the structure of a control device for a pure electric vehicle provided in an embodiment of this application.

[0026] Figure 5 This is a structural schematic diagram of a pure electric vehicle provided in an embodiment of this application. Detailed Implementation

[0027] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0029] In current technology, pure electric vehicles use an electric motor as a power source to drive the vehicle. Unlike traditional fuel vehicles, pure electric vehicles do not use multi-speed transmissions. However, in pure electric vehicles without multi-speed transmissions, drivers cannot enhance driving pleasure through gear shifting. Therefore, how to provide users with a better gear shifting experience for pure electric vehicles has become an urgent problem to be solved.

[0030] Currently, the main difference between gasoline-powered vehicles and pure electric vehicles lies in their power source. The primary power source for gasoline-powered vehicles is the engine, and engine speed has upper and lower limits. The formula for calculating engine speed is as follows:

[0031] It can calculate the upper and lower speed limits of the engine in each gear, and then use the formula for calculating the maximum wheel torque:

[0032] This allows us to determine the maximum wheel-end torque of the engine in each gear. From this, we can deduce: 1. At a constant vehicle speed, the higher the gear, the lower the maximum wheel-end torque. When simulating a transmission in a pure electric vehicle, this relationship between gear and torque can be applied.

[0033] To at least solve the above problems, embodiments of this application provide a control method for a pure electric vehicle, applied to a controller, which includes a vehicle controller and a motor controller. This method enables users to have a good shifting experience when driving a pure electric vehicle.

[0034] Figure 1 This is a schematic flowchart of a control method for a pure electric vehicle provided in an embodiment of this application.

[0035] For example, such as Figure 1 As shown, the method 100 includes: Step 101: Determine the virtual shift time of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear.

[0036] Step 102: Determine the target requested torque of the vehicle based on the vehicle's driving status parameters.

[0037] Step 103: Determine the vehicle's shift process torque based on the virtual shift duration and the target requested torque.

[0038] Step 104: Control the vehicle's motor to output shift torque to simulate the shift process.

[0039] In this embodiment, the virtual shift duration is determined based on the vehicle's virtual target gear and virtual current gear. The target requested torque is then determined by combining driving state parameters. Furthermore, the shift process torque is collaboratively determined by combining the virtual shift duration and the target requested torque, and the motor outputs the shift process torque, thereby optimizing the shift quality of the pure electric vehicle. The target requested torque is typically a real-time variable reflecting the driver's latest operational intent and the vehicle's actual state. The virtual shift duration defines the time span of the virtual shift event, providing a structured time frame for the entire shift process. Combining the "process constraint" of the virtual shift duration with the "target orientation" of the target requested torque to determine the shift process torque allows for both adherence to the virtual shift duration and real-time response to changes in the driver's torque demand. This control of the vehicle's motor outputs the shift process torque to simulate the shift process, providing the driver with a superior shifting experience when driving a pure electric vehicle.

[0040] The following is about Figure 1 The implementation of each step in the illustrated embodiment will be explained in detail.

[0041] Regarding step 101, it is understood that the aforementioned virtual target gear can be determined based on the driver's manual shift input information, which includes the input information of the paddle shifters (i.e., the upshift and downshift status of the paddle shifters). The virtual gear after the paddle shifter status changes is the virtual target gear. Based on this, the virtual gear before the paddle shifter status changes is the virtual current gear (also known as the virtual actual gear). When the virtual target gear is higher than the virtual current gear, it indicates that the user wants to upshift by moving the paddle shifters; when the virtual target gear is lower than the virtual current gear, it indicates that the user wants to downshift by moving the paddle shifters.

[0042] The aforementioned virtual gear shift time refers to the time elapsed from when the virtual target gear changes to when the timer ends when the virtual target gear matches the current virtual gear.

[0043] The following section will detail how to determine the virtual shift time based on the virtual target gear and the virtual current gear.

[0044] One possible implementation involves determining the virtual shift time of a vehicle based on its virtual target gear and its virtual current gear, including: querying a third preset correspondence based on the vehicle's virtual target gear and its virtual current gear to determine the virtual shift time of the vehicle.

[0045] It is understandable that the aforementioned third preset correspondence is used to describe the relationship between the combination of the virtual target gear and the virtual current gear and the virtual shift time. The aforementioned third preset correspondence can be represented by a third preset correspondence table, as shown in Table 1 below: Table 1

[0046] In Table 1 above, the horizontal axis represents the virtual current gear and the vertical axis represents the virtual target gear. Both the virtual current gear and the virtual target gear include gear 1, gear 2, gear 3, gear 4, gear 5 and gear 6. The virtual shift times in Table 1 are merely illustrative examples for ease of understanding and do not represent actual data. For example, t`12 only refers to the virtual shift time in the first row and second column of Table 1, that is, the virtual shift time when the virtual target gear is 1 and the virtual current gear is 2 is t`12. The specific value is not limited in this embodiment of the application.

[0047] In Table 1 above, the gear change is determined based on the virtual current gear and the virtual target gear. The larger the gear change, the longer the virtual shift time. For example, when the virtual current gear is 1 and the virtual target gear is 2, the gear change is upshifting to 1 gear. When the virtual current gear is 1 and the virtual target gear is 3, the gear change is upshifting to 2 gears. Considering that the gear change of upshifting to 1 gear is smaller than that of upshifting to 2 gears, the virtual shift time t`21 when the virtual current gear is 1 and the virtual target gear is 2 is less than the virtual shift time t`31 when the virtual current gear is 1 and the virtual target gear is 3.

[0048] For example, when the virtual current gear is 1st gear and the virtual target gear is 3rd gear, by querying the third preset correspondence table mentioned above, it can be determined that the virtual gear shifting time is t`31.

[0049] After obtaining the virtual shift duration, considering that the vehicle has multiple driving modes, in order to differentiate the shifting experience in different driving modes, the virtual shift duration can be adjusted to different degrees according to the driving mode. Furthermore, for pure electric vehicles, the battery's discharge capacity determines the motor's output capacity, thus affecting the vehicle's driving status. In order to differentiate the shifting experience in different driving states, the virtual shift duration can also be adjusted in conjunction with the battery's current power.

[0050] In some embodiments, based on the driving mode and current power, a fourth preset correspondence is queried to determine the correction coefficient; the product of the virtual shift time and the correction coefficient is calculated to obtain the corrected virtual shift time.

[0051] It can be understood that the above fourth preset correspondence is used to describe the relationship between the combination of driving mode and current power and the correction coefficient. The above current power includes the current discharge power and the current charging power. When the vehicle is in the driving condition, the current power is the current discharge power, and when the vehicle is in the recovery condition, the current power is the current charging power.

[0052] Taking the current power as the current discharge power as an example, the above fourth preset correspondence can be represented by a fourth preset correspondence table, as specifically shown in Table 2 below: Table 2

[0053] In Table 2 above, the abscissa is the interval formed by the current discharge power, including (P1, P2], (P2, P3], (P3, P4], (P4, P5], and (P5, P6], and P1 < P2 < P3 < P4 < P5 < P6. The ordinate is the driving mode, and the above driving mode includes the economy mode, the sport mode, and the super sport mode. The correction coefficients in Table 2 above are only exemplary explanations for easy understanding and do not represent real data. For example, the above X11 only represents the correction coefficient in the first row and the first column of Table 2, that is, when the current discharge power is within (P1, P2] and the driving mode is the economy mode, the correction coefficient is X11. The specific values are not limited in the embodiments of the present application, but the above correction coefficients are all greater than 0 and less than or equal to 1.

[0054] In Table 2 above, when the driving mode is certain, as the current discharge power gradually increases, it indicates that the power demand of the whole vehicle is also gradually increasing. In order to quickly meet the power demand of the whole vehicle, it can be considered to provide the required power for the vehicle by means of rapid gear shifting. Therefore, it can be considered to make a greater degree of correction to the virtual gear shifting duration. Further considering that the correction coefficient is greater than 0 and less than or equal to 1, it is necessary to reduce the correction coefficient. That is, when the driving mode is certain, the current discharge power and the correction coefficient are negatively correlated.

[0055] When the current discharge power is certain, as the driving mode of the vehicle becomes more intense, it indicates that the power demand of the whole vehicle is also increasing. In order to quickly meet the power demand of the whole vehicle, it can be considered to provide the required power for the vehicle by means of rapid gear shifting. Therefore, it can be considered to make a greater degree of correction to the virtual gear shifting duration. Further considering that the correction coefficient is greater than 0 and less than or equal to 1, it is necessary to reduce the correction coefficient. That is, when the current discharge power is certain, the intensity of the driving mode and the virtual gear shifting duration are negatively correlated.

[0056] For example, when the driving mode is in economy mode, the correction coefficients X11>X12>X13>X14>X15 gradually increase as the current discharge power increases; when the current discharge power is within (P1,P2], the correction coefficients X11>X21>X31 gradually increase as the intensity of the driving mode increases.

[0057] Therefore, in order to determine the virtual shift duration, firstly, based on the virtual current gear and the virtual target gear, the third preset correspondence is queried to determine the virtual shift duration; secondly, based on the driving mode and the current discharge power, the fourth preset correspondence is queried to determine the correction coefficient; finally, the product of the virtual shift duration and the correction coefficient is calculated to obtain the corrected virtual shift duration.

[0058] For example, taking Tables 1 and 2 above as examples, assuming the virtual current gear is 1st gear and the virtual target gear is 3rd gear, we can find from Table 1 that the virtual shift time is t`31. If the driving mode is economy mode and the current discharge power is within (P1,P2], we can find from Table 2 that the correction coefficient is X11. After obtaining the virtual shift time and the correction coefficient, we calculate the product of t`31 and X11 to determine the corrected virtual shift time.

[0059] Another possible implementation involves determining the virtual shift duration of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear. This includes: determining the vehicle's target shift type based on the virtual target gear and the virtual current gear; obtaining the vehicle's driving mode and the vehicle's current battery power; and determining the virtual shift duration based on the target shift type, driving mode, and current power.

[0060] Understandably, the above target shift types are used to describe the state of upshifting and downshifting, such as the virtual target gear being the same as the virtual current gear, the virtual target gear being 1 gear higher than the virtual current gear, the virtual target gear being 2 gears or more higher than the virtual current gear, the virtual target gear being 1 gear lower than the virtual current gear, and the virtual target gear being 2 gears or more lower than the virtual current gear.

[0061] Specifically, based on the virtual target gear and the virtual current gear, the fifth preset correspondence is queried to determine the vehicle's target gear shift type. This fifth preset correspondence can be represented by a fifth preset correspondence table, as shown in Table 3 below: Table 3

[0062] In Table 3 above, the horizontal axis represents the virtual current gear, and the vertical axis represents the virtual target gear. Both the virtual current gear and the virtual target gear include 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, and 6th gear. A, B, C, D, and E in Table 3 are five shift types. The target shift type is one of the five shift types. Specifically, A indicates that the virtual target gear is the same as the virtual current gear, B indicates that the virtual target gear is one gear higher than the virtual current gear, C indicates that the virtual target gear is two gears or more higher than the virtual current gear, D indicates that the virtual target gear is one gear lower than the virtual current gear, and E indicates that the virtual target gear is two gears or more lower than the virtual current gear.

[0063] For example, when the virtual current gear is 1st gear and the virtual target gear is 3rd gear, querying the fifth preset correspondence table above will show that the target gear shift type is C.

[0064] Furthermore, given the target shift type, the virtual shift duration can also be determined by combining the driving mode and the current battery power to account for the impact of the driving mode and the current battery power on the vehicle.

[0065] Specifically, the aforementioned driving modes may include Eco mode, Off-road mode, Sport mode, and Super Sport mode. The current power of the battery can be calculated using the current current obtained from the current sensor and the current voltage obtained from the voltage sensor.

[0066] In some embodiments, determining the virtual shift duration based on the target shift type, driving mode, and current power includes: determining a target preset correspondence relationship corresponding to the target shift type from among a plurality of first preset correspondence relationships; querying the target preset correspondence relationship based on the driving mode and current power to determine the virtual shift duration; wherein the target preset correspondence relationship is used to describe the relationship between the combination of driving mode and current power and the virtual shift duration under the target shift type.

[0067] It is understandable that each shift type corresponds to a first preset correspondence. When there are multiple shift types, there are also multiple first preset correspondences. Among the multiple first preset correspondences, the vehicle controller determines the target preset correspondence corresponding to the target shift type.

[0068] Taking the current power as the current discharge power as an example, the above target preset correspondence can be represented by the first preset correspondence table, as shown in Table 4 below: Table 4

[0069] In Table 4 above, the abscissa represents the intervals formed by the current discharge power, including (P1, P2], (P2, P3], (P3, P4], (P4, P5], and (P5, P6], and P1 < P2 < P3 < P4 < P5 < P6. The ordinate represents the driving mode, which includes the economy mode, the sport mode, and the super sport mode. The virtual shift durations in Table 4 above are only exemplary explanations for easy understanding and do not represent real data. For example, t11 only represents the virtual shift duration in the first row and the first column of Table 4, that is, when the current discharge power is within (P1, P2] and the driving mode is the economy mode, the virtual shift duration is t11. The specific value is not limited in the embodiments of the present application.

[0070] In Table 4 above, when the driving mode is fixed, as the current discharge power gradually increases, it indicates that the power demand of the whole vehicle is also gradually increasing. In order to meet the power demand of the whole vehicle as soon as possible, it can be considered to provide the required power for the vehicle by quickly shifting gears. Therefore, it can be considered to shorten the virtual shift duration, that is, when the driving mode is fixed, the current discharge power and the virtual shift duration are negatively correlated.

[0071] When the current discharge power is fixed, as the driving mode of the vehicle becomes more intense, it indicates that the power demand of the whole vehicle is also increasing. In order to meet the power demand of the whole vehicle as soon as possible, it can be considered to provide the required power for the vehicle by quickly shifting gears. Therefore, it can be considered to shorten the virtual shift duration, that is, when the current discharge power is fixed, the intensity of the driving mode and the virtual shift duration are negatively correlated.

[0072] Exemplarily, when the driving mode is the economy mode, as the current discharge power gradually increases, the virtual shift duration t11 > t12 > t13 > t14 > t15; when the current discharge power is P1, as the intensity of the driving mode gradually increases, the virtual shift duration t11 > t21 > t31.

[0073] It can be seen from this that in order to determine the virtual shift duration, first, it is necessary to determine the target shift type according to the virtual current gear and the virtual target gear; second, among multiple first preset corresponding relationships, determine the target preset corresponding relationship corresponding to the target shift type; finally, according to the driving mode and the current discharge power, query the target preset corresponding relationship to determine the virtual shift duration under the target shift type, the driving mode, and the current discharge power.

[0074] For example, taking Tables 3 and 4 above as examples, assuming the virtual current gear is 1st gear and the virtual target gear is 3rd gear, as can be seen from Table 3 above, the target shift type at this time is C. At the same time, the first preset correspondence with C is determined (i.e., Table 4 above). If the current discharge power is within (P1, P2] and the driving mode is economy mode, then by querying Table 4 above, the virtual shift time t11 can be obtained.

[0075] For step 102, it is understood that the above-mentioned vehicle driving state parameters are used to characterize the current driving state of the vehicle, which may include the current vehicle speed, the accelerator pedal opening, and the maximum theoretical power of the vehicle's battery, and the target requested torque of the vehicle is determined based on the obtained driving state parameters.

[0076] In some embodiments, determining the target requested torque of the vehicle based on the vehicle's driving state parameters includes: determining the initial requested torque based on the virtual target gear, the current vehicle speed, and the accelerator pedal opening; determining the first limiting torque corresponding to the maximum theoretical power of the battery; determining whether the first limiting torque is greater than the initial requested torque; and if the first limiting torque is greater than or equal to the initial requested torque, then determining the initial requested torque as the target requested torque.

[0077] Understandably, when determining the initial requested torque, one can first determine the preset correspondence with the virtual target gear, and then, based on the current vehicle speed and accelerator pedal opening, query the aforementioned preset correspondence to determine the initial requested torque.

[0078] Specifically, the initial requested torque is determined based on the virtual target gear, the current vehicle speed, and the accelerator pedal opening. This includes: determining a preset correspondence with the virtual target gear from among multiple sixth preset correspondences; and determining the initial requested torque based on the current vehicle speed and the accelerator pedal opening. The preset correspondence describes the relationship between the combination of the current vehicle speed and the accelerator pedal opening and the initial requested torque under the virtual target gear.

[0079] It is understandable that each virtual target gear corresponds to a sixth preset relationship. When there are multiple virtual target gears, there are also multiple sixth preset relationships. For example, referring to Table 1, if there are 6 virtual target gears, there are also 6 sixth preset relationships.

[0080] Among multiple sixth preset correspondences, the vehicle controller determines the preset correspondence corresponding to the virtual target gear. For example, if the virtual target gear is 1st gear, then among the multiple sixth preset correspondences, the sixth preset correspondence corresponding to 1st gear is determined as the preset correspondence.

[0081] Taking the virtual target gear as the first gear as an example, the above preset correspondence can be represented by the sixth preset correspondence table, as specifically shown in Table 5 below: Table 5

[0082] In Table 5 above, the abscissa is the interval formed by the current vehicle speed, including (V1, V2], (V2, V3], (V3, V4], (V4, V5], and (V5, V6], and V1 < V2 < V3 < V4 < V5 < V6; the ordinate is the interval formed by the throttle pedal opening, including (A1, A2], (A2, A3], (A3, A4], (A4, A5], and (A5, A6], and A1 < A2 < A3 < A4 < A5 < A6. The initial requested torques in Table 5 above are only exemplary explanations for easy understanding and do not represent real data. For example, the above T11 only represents the initial requested torque in the first row and first column of Table 5, that is, when the throttle pedal opening is within (A1, A2] and the current vehicle speed is within (V1, V2], the initial requested torque is T11, and the specific value is not limited in the embodiments of the present application.

[0083] In Table 5 above, when the throttle pedal opening is constant, as the current vehicle speed continuously increases, the power demand of the motor also continuously increases. To avoid motor power overload, combined with the calculation formula of the motor power (where P is the motor power, F is the driving force, and V is the current vehicle speed), the driving force needs to be reduced. To achieve the reduction of the driving force, the requested torque can be reduced. That is, when the throttle pedal opening is constant, the current vehicle speed and the initial requested torque are negatively correlated.

[0084] When the current vehicle speed is constant, as the throttle pedal opening gradually increases, it indicates that the power demand of the whole vehicle is also gradually increasing. To quickly meet the power demand of the whole vehicle, it can be considered to provide the required power for the vehicle by increasing the requested torque. That is, when the current vehicle speed is constant, the throttle pedal opening and the initial requested torque are positively correlated.

[0085] Exemplarily, when the throttle pedal opening is within (A1, A2], as the current vehicle speed gradually increases, the initial requested torques are T11 > T12 > T13 > T14 > T15; when the current vehicle speed is within (V1, V2], as the throttle pedal opening gradually increases, the initial requested torques are T11 < T21 < T31 < T41 < T51.

[0086] Given the initial requested torque corresponding to different combinations of current vehicle speed and accelerator pedal opening in 1st gear, the initial requested torque corresponding to different combinations of current vehicle speed and accelerator pedal opening in other gears can be obtained by dividing by a fixed gear ratio. Specifically, obtain the gear ratios of the transmission in each gear of the target vehicle (the target vehicle can be a vehicle with a transmission). For example, the gear ratio X1 in 1st gear and the gear ratio X2 in 2nd gear. Taking the current vehicle speed within (V1, V2] and the accelerator pedal opening within (A1, A2] as an example, referring to Table 5 above, we can obtain the initial requested torque in 1st gear as T11. Assuming the initial requested torque in 2nd gear is O11, according to... O11 can then be calculated. Using the fixed gear ratio division method described above, the initial requested torque corresponding to different combinations of current vehicle speed and accelerator pedal opening in 2nd gear can be calculated. The initial requested torque corresponding to different combinations of current vehicle speed and accelerator pedal opening in other gears (e.g., 3rd gear, 4th gear, etc.) can also be obtained using the fixed gear ratio division method, which will not be elaborated here.

[0087] Considering that this application simulates the gear shifting process of a transmission, and that the speed ratios between high gears are very close, resulting in very close initial requested torques, in order to make the difference in initial requested torque between different gears more obvious, the initial requested torque can be fine-tuned without having to set it exactly according to the speed ratio, thus breaking the constraints of the hardware speed ratio.

[0088] Specifically, considering that once the motor's power enters the constant power region (i.e., the motor's power reaches its upper limit), in order to maintain the motor's high speed, the motor's output torque will decrease as the speed increases. In other words, at higher gears, the motor speed is higher, and the motor's output torque is lower. Therefore, the requested torque at higher gears can be reduced, and the requested torque at lower gears can be increased. That is, for any two adjacent gears, denoted as the first gear and the second gear, if the first gear is higher than the second gear, then the initial requested torque at the first gear, calculated using the above method of dividing by the fixed speed ratio, is reduced, and the initial requested torque at the second gear, calculated using the same method, is increased. Optionally, both the first gear and the second gear can be higher than a preset gear, which is a rounded-down value of half the highest gear.

[0089] For example, taking a vehicle speed within (V1, V2) and accelerator pedal opening within (A1, A2) as an example, assume the initial requested torque in 5th gear is U11 and the initial requested torque in 6th gear is E11. Both U11 and E11 are obtained by dividing the fixed gear ratios as described above. Considering that the gear ratio of 5th gear is greater than that of 6th gear, the initial requested torque U11 in 5th gear is greater than that in 6th gear. In order to make the difference in initial requested torque between different gears more obvious, U11 can be increased and E11 can be decreased.

[0090] After obtaining the initial requested torque, it is also necessary to determine whether the battery discharge capacity of the pure electric vehicle can support the motor output of the initial requested torque.

[0091] Specifically, obtain the battery's maximum theoretical power from the battery manual, and combine it with... (Where Tmax1 is the first limiting torque, Pmax is the maximum theoretical power, and n is the current speed of the motor), calculate the first limiting torque corresponding to the maximum theoretical power; further determine whether the first limiting torque is greater than or equal to the initial requested torque. If the first limiting torque is greater than or equal to the initial requested torque, it means that the battery's discharge capacity supports the motor output of the initial requested torque. At this time, the initial requested torque is determined as the target requested torque.

[0092] The aforementioned maximum theoretical power includes both the maximum theoretical discharge power and the maximum theoretical charging power. When the vehicle is in driving mode, the maximum theoretical power is the maximum theoretical discharge power; when the vehicle is in regeneration mode, the maximum theoretical power is the maximum theoretical charging power. The first limiting torque corresponding to the maximum theoretical discharge power is positive, and the first limiting torque corresponding to the maximum theoretical charging power is negative. The following examples will use the maximum theoretical discharge power as the reference for both.

[0093] For example, taking the current vehicle speed as being within (V1, V2] and the accelerator pedal opening as being within (A1, A2], assuming the initial requested torque for 1st gear is T11 and the first limiting torque is Tmax1, then the smaller output between T11 and Tmax1 is taken. That is, if Tmax1 ≥ T11, then T11 is taken as the target requested torque.

[0094] Furthermore, continuing with the example of the current vehicle speed being within (V1, V2] and the accelerator pedal opening being within (A1, A2], assuming the initial requested torque for 2nd gear is O11, the initial requested torque for 3rd gear is R11, the initial requested torque for 4th gear is Q11, the initial requested torque for 5th gear is U11, and the initial requested torque for 6th gear is E11, if O11, R11, Q11, U11, and E11 are all greater than the first limiting torque Tmax1, and the smaller value is still taken, then there is a situation where the target requested torque before and after the gear shift is the first limiting torque Tmax1, resulting in an insignificant change in power before and after the gear shift. In order to make the target requested torque before and after the gear shift different, the maximum power of the battery can be increased for different gear settings.

[0095] In some embodiments, the method further includes: if the first limiting torque is less than the initial requested torque, determining a second limiting torque corresponding to the virtual target gear based on the gear ratio of the reference gear, the gear ratio of the virtual target gear, and the first limiting torque; wherein, in the reference gear, the limiting torque corresponding to the maximum theoretical power of the battery is the first limiting torque; determining whether the second limiting torque is greater than or equal to the initial requested torque; if the second limiting torque is greater than or equal to the initial requested torque, determining the initial requested torque as the target requested torque; if the second limiting torque is less than the initial requested torque, determining the second limiting torque as the target requested torque.

[0096] It is understandable that, referring to Corollary 1, considering that at a constant vehicle speed, the higher the gear, the lower the maximum wheel-end torque of the vehicle, for pure electric vehicles, the trend of the maximum wheel-end torque can reflect the trend of the motor output torque. In other words, at a constant vehicle speed, the higher the gear, the lower the motor output torque, and the lower the gear, the higher the motor output torque. Therefore, the aforementioned first limiting torque can be understood as the maximum output torque of the lowest gear, so the aforementioned reference gear can be understood as gear 1.

[0097] Given the obtained gear ratio of the reference gear and the gear ratio of the virtual target gear, the second limiting torque at the virtual target gear can be calculated based on the ratio between the gear ratio of the reference gear and the gear ratio of the virtual target gear, as well as the first limiting torque.

[0098] For example, assuming the gear ratio in 1st gear is X1, the gear ratio in 2nd gear is X2, the first limiting torque in 1st gear is Tmax1, and the second limiting torque in 2nd gear is Tmax2, according to... Tmax2 can then be calculated. Using the above method of dividing by a fixed speed ratio, the second limiting torque in 2nd gear can be calculated. The limiting torque for other gears (e.g., 3rd gear, 4th gear, etc.) can also be obtained using the same method of dividing by a fixed speed ratio, which will not be elaborated here.

[0099] Furthermore, when calculating the limiting torque for virtual target gears other than the reference gear, considering that the speed ratios between higher gears are very close, resulting in very close calculated limiting torques, in order to make the difference in limiting torque between different gears more obvious, the limiting torque can be obtained by dividing the initial requested torque of each gear, thus breaking the constraints of the hardware speed ratio.

[0100] For example, taking a vehicle speed within (V1, V2) and accelerator pedal opening within (A1, A2) as an example, assuming the initial requested torque in 5th gear is U11, the initial requested torque in 6th gear is E11, and the second limiting torque in 5th gear is Tmax5, and the second limiting torque in 6th gear is Tmax6, according to... Tmax6 can then be calculated. Using the method described above, which divides the initial requested torque, the second limiting torque in 6th gear can be calculated. The limiting torques for other gears (e.g., 3rd, 4th, etc.) can also be obtained using the same method, which will not be elaborated here. Wherein, U11 is the initial requested torque after being increased, and E11 is the initial requested torque after being decreased.

[0101] Given the second limiting torque corresponding to the virtual target gear, determine whether the second limiting torque is greater than or equal to the initial requested torque. If the second limiting torque is greater than or equal to the initial requested torque, it means that the battery's discharge capacity at the virtual target gear can support the motor's output of the initial requested torque. In this case, the initial requested torque is determined as the target requested torque. If the second limiting torque is less than the initial requested torque, it means that the battery's discharge capacity at the virtual target gear does not support the motor's output of the initial requested torque. In this case, the second limiting torque is determined as the target requested torque.

[0102] For example, taking the current vehicle speed as being within (V1, V2] and the accelerator pedal opening as being within (A1, A2], assuming the virtual target gear is 2nd gear and the initial requested torque is O11, and the second limiting torque in 2nd gear is Tmax2, then the smaller output is taken between O11 and Tmax2. That is, if Tmax2 ≥ O11, then O11 is taken as the target requested torque; if Tmax2 < O11, then Tmax2 is taken as the target requested torque.

[0103] For step 103, it is understood that when the virtual target gear is inconsistent with the virtual current gear, the target requested torque of the motor will also change. Therefore, the above-mentioned shifting process torque can be understood as the torque in the process from the target requested torque when the virtual target gear is inconsistent with the virtual current gear to the target requested torque when the virtual target gear is consistent with the virtual current gear.

[0104] When the virtual shift duration and the target requested torque are determined, query the second preset correspondence to obtain the shift process torque.

[0105] In some embodiments, determining the shift process torque of the vehicle according to the virtual shift duration and the target requested torque includes: determining multiple target time points within the virtual shift duration; based on each target time point and the target requested torque corresponding to each target time point, query the second preset correspondence to determine the shift process torque corresponding to each target time point; wherein, the second preset correspondence is used to describe the relationship between the combination of the target time point and the target requested torque and the shift process torque.

[0106] It can be understood that the above target time points are determined based on the start time point of the virtual shift and the product of the virtual shift duration and multiple preset shift progress ratios. The multiple preset shift progress ratios above define the ratio of the degree of the entire process from the start moment to the progress of the shift process as a percentage. The shift progress ratio at the start time point of the virtual shift is 0%, and when the shift progress ratio is 100%, it means the shift is completed. The time point with a shift progress ratio of 0% is the start time point of the virtual shift, and the time point with a shift progress ratio of 100% is the completion time point of the virtual shift.

[0107] Based on the start time point of the virtual shift and the product of the virtual shift duration and multiple preset shift progress ratios, determine each target time point. At the same time, determine the target requested torque corresponding to each target time point in real time. According to each target time point and the target requested torque corresponding to each target time point, query the second preset correspondence to determine the shift process torque corresponding to each target time point.

[0108] The above second preset correspondence can be represented by a second preset correspondence table, as shown in Table 6 below. Table 6

[0109] In Table 6 above, the abscissa is the target time point, and the above target time points include C1, C2, C3, C4, C5 in chronological order from front to back. The ordinate is the target requested torque, and the above target requested torques include R1, R2, R3, R4, R5, and R1 < R2 < R3 < R4 < R5. The shift process torques in Table 4 above are only exemplary explanations for easy understanding and do not represent real data. For example, the above P11 only represents the shift process torque in the first row and the first column of Table 6, that is, when the target requested torque is R1 and the target time point is C1, the shift process torque is P11. The specific numerical values are not limited in the embodiments of this application.

[0110] In Table 6 above, considering that the vehicle may be in regenerative braking mode and driving mode, when the vehicle is in regenerative braking mode, both the target requested torque and the shift process torque are negative. In this case, with the target requested torque remaining unchanged, the shift process torque shows a trend of first increasing and then decreasing during the virtual shift time. When the vehicle is in driving mode, both the target requested torque and the shift process torque are positive. In this case, with the target requested torque remaining unchanged, the shift process torque shows a trend of first decreasing and then increasing during the virtual shift time.

[0111] When the shift ratio at the target time point remains constant, whether in recovery mode or drive mode, the shift torque gradually increases as the target requested torque increases. That is, when the shift ratio at the target time point remains constant, the shift torque is positively correlated with the target requested torque.

[0112] In some embodiments, if the virtual target gear is higher than the virtual current gear, the target requested torque shows a decreasing trend during the virtual shift duration, the shift process torque shows a decreasing trend during the first duration, and an increasing trend during the second duration; wherein, the virtual shift duration includes the first duration and the second duration; if the virtual target gear is lower than the virtual current gear, the target requested torque shows an increasing trend during the virtual shift duration, the shift process torque shows an increasing trend during the first duration, and a decreasing trend during the second duration.

[0113] Understandably, if the virtual target gear is higher than the virtual current gear, it means the user wants to shift up. Combining Table 5 and the calculation method of dividing the speed ratio, it can be seen that the requested torque in the higher gear is less than the requested torque in the lower gear. Therefore, the target requested torque during upshifting shows a decreasing trend within the virtual shifting time. Furthermore, during the upshifting process, the motor's output torque will undergo a process of first decreasing torque and then increasing torque. Therefore, during upshifting, the shifting process torque shows a decreasing trend within the first time period and an increasing trend within the second time period. The sum of the first and second time periods equals the virtual shifting time.

[0114] If the virtual target gear is lower than the virtual current gear, it means the user wants to downshift. Combining Table 5 and the calculation method of dividing the speed ratio, considering that the requested torque in the lower gear is greater than the requested torque in the higher gear, the target requested torque during downshifting shows an upward trend within the virtual shifting time. Furthermore, during downshifting, the motor's output torque will go through a process of first increasing torque and then decreasing torque. Therefore, during downshifting, the shifting process torque shows an upward trend in the first time period and a downward trend in the second time period.

[0115] For example, Figure 2 This is a schematic diagram illustrating the torque variation trend during a gear shift process, as provided in an embodiment of this application. Figure 2 As shown, Figure 2In (a), it reflects the change trend of the shift process torque during the upshift process. Figure 2 In (b), it reflects the change trend of the shift process torque during the downshift process.

[0116] In Figure 2 In (a), R2 is used to indicate the target requested torque before the upshift, and R5 is used to indicate the target requested torque after the upshift. Since the requested torque in the high gear is less than that in the low gear, R5 < R2. And both P1` and P2` are the shift process torques in Table 6. Since during the upshift process, the output torque of the motor will go through a process of first reducing torque and then increasing torque, P1` shows a downward trend in the first time period, and P2` shows an upward trend in the second time period.

[0117] In Figure 2 In (b), R5 is used to indicate the target requested torque before the downshift, and R2 is used to indicate the target requested torque after the downshift. Since the requested torque in the low gear is greater than that in the high gear, R5 < R2. And both P3` and P4` are the shift process torques in Table 6. Since during the downshift process, the output torque of the motor will go through a process of first increasing torque and then reducing torque, P3` shows an upward trend in the first time period, and P4` shows a downward trend in the second time period.

[0118] For step 104, it can be understood that when the vehicle control unit queries Table 6 to obtain the shift process torque, it sends the shift process torque to the motor control unit, and the motor control unit controls the motor to output the shift process torque to simulate the shift process. Specifically, every time the vehicle control unit finds the shift process torque at a target time point, it sends it to the motor control unit, and the motor control unit controls the motor to output the shift process torque.

[0119] Figure 3 It is a schematic flowchart of another control method for a pure electric vehicle provided by an embodiment of the present application.

[0120] Exemplarily, as Figure 3 shown, the method 300 includes: Step 301, the vehicle control unit determines the target shift type of the vehicle according to the virtual target gear and the virtual current gear of the vehicle.

[0121] Step 302, the vehicle control unit obtains the driving mode of the vehicle and the current discharge power of the vehicle.

[0122] Step 303, the vehicle control unit determines the first target preset correspondence corresponding to the target shift type from multiple first preset correspondences according to the target shift type.

[0123] Step 304: The vehicle controller queries the preset correspondence of the first target based on the driving mode and the current discharge power to determine the virtual shift duration.

[0124] Step 305: The vehicle controller determines the initial requested torque based on the virtual target gear, current vehicle speed, and accelerator pedal opening.

[0125] Step 306: The vehicle controller determines the first limiting torque corresponding to the maximum theoretical discharge power of the battery.

[0126] Step 307: Determine whether the first limiting torque is greater than or equal to the initial requested torque. If yes, proceed to step 308; otherwise, proceed to step 311.

[0127] Step 308: The vehicle controller determines the initial requested torque as the target requested torque.

[0128] Step 309: The vehicle controller determines the vehicle's shift process torque based on the virtual shift duration and the target requested torque.

[0129] Step 310: The vehicle controller sends the shift process torque to the motor controller, and the motor controller controls the vehicle's motor to output the shift process torque.

[0130] Step 311: The vehicle controller determines the second limiting torque corresponding to the virtual target gear based on the speed ratio of the reference gear, the speed ratio of the virtual target gear, and the first limiting torque.

[0131] Step 312: Determine whether the second limiting torque is greater than or equal to the initial requested torque. If yes, proceed to step 308; otherwise, proceed to step 313.

[0132] Step 313: The vehicle controller determines the second limiting torque as the target requested torque.

[0133] Furthermore, considering the regenerative torque of the motor, different shift torques can be set when the vehicle is in regenerative mode, so that the vehicle can have different shifting experiences under regenerative conditions.

[0134] In summary, the control method for a pure electric vehicle provided in this application has the following beneficial effects: the method not only simulates the power changes during gear shifting in a traditional fuel vehicle, but also improves the driver's driving experience during the virtual gear shifting process, so that the driver can also have a good gear shifting feel when driving a pure electric vehicle.

[0135] Figure 4 This is a schematic diagram of the structure of a control device for a pure electric vehicle provided in an embodiment of this application.

[0136] For example, such as Figure 4As shown, the device 400 includes: The first determining module 401 is used to determine the virtual shifting time of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear. The second determining module 402 is used to determine the target requested torque of the vehicle based on the vehicle's driving state parameters. The third determining module 403 is used to determine the vehicle's shift process torque based on the virtual shift duration and the target requested torque. The control module 404 is used to control the motor output torque of the vehicle to simulate the gear shifting process.

[0137] It is not difficult to see that this embodiment is a virtual device embodiment corresponding to the above method embodiments, and this embodiment can be implemented in conjunction with the above method embodiments. The relevant technical details and technical effects mentioned in the above method embodiments are still valid in this embodiment, and will not be repeated here to reduce repetition.

[0138] Figure 5 This is a structural schematic diagram of a pure electric vehicle provided in an embodiment of this application.

[0139] For example, such as Figure 5 As shown, the pure electric vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a control method for the pure electric vehicle.

[0140] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a control method for a pure electric vehicle provided in embodiments of this application.

[0141] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0142] When each functional module is divided according to its corresponding function, the device may further include a first determining module, a second determining module, a third determining module, and a control module, etc. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0143] It should be understood that the device provided in this embodiment is used to execute the control method of a pure electric vehicle described above, and therefore can achieve the same effect as the above implementation method.

[0144] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0145] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0146] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control method for a pure electric vehicle provided in the above embodiments.

[0147] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the control method for a pure electric vehicle provided in the above embodiment.

[0148] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the control method for a pure electric vehicle provided in the above embodiment.

[0149] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0150] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0151] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0152] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for a pure electric vehicle, characterized in that, The method includes: The virtual shift time of the vehicle is determined based on the vehicle's virtual target gear and the vehicle's virtual current gear. Based on the vehicle's driving status parameters, determine the target requested torque of the vehicle; The shift process torque of the vehicle is determined based on the virtual shift duration and the target requested torque. The vehicle's motor is controlled to output the shifting torque to simulate the shifting process.

2. The method according to claim 1, characterized in that, The step of determining the virtual shift time of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear includes: The target gear shift type of the vehicle is determined based on the virtual target gear and the virtual current gear; Obtain the driving mode of the vehicle and the current power of the vehicle's battery; The virtual shift duration is determined based on the target shift type, the driving mode, and the current power.

3. The method according to claim 2, characterized in that, Determining the virtual shift duration based on the target shift type, the driving mode, and the current power includes: Based on the target shift type, a target preset correspondence relationship corresponding to the target shift type is determined from multiple first preset correspondence relationships; Based on the driving mode and the current power, the target preset correspondence is queried to determine the virtual shift duration; wherein, the target preset correspondence is used to describe the relationship between the combination of the driving mode and the current power and the virtual shift duration under the target shift type.

4. The method according to claim 1, characterized in that, Determining the vehicle's shift process torque based on the virtual shift duration and the target requested torque includes: Determine multiple target time points within the virtual shift duration; Based on each target time point and the target requested torque corresponding to each target time point, a second preset correspondence is queried to determine the shift process torque corresponding to each target time point; wherein, the second preset correspondence is used to describe the relationship between the combination of the target time point and the target requested torque and the shift process torque.

5. The method according to claim 4, characterized in that, In the second preset correspondence, when the target requested torque remains unchanged, the absolute value of the shift process torque shows a trend of first decreasing and then increasing within the virtual shift duration; when the shift progress ratio corresponding to the target time point remains unchanged, the shift process torque is positively correlated with the target requested torque.

6. The method according to claim 1, characterized in that, The driving status parameters include: the vehicle's current speed, the vehicle's accelerator pedal opening, and the vehicle's battery's maximum theoretical power. Determining the target requested torque of the vehicle based on the vehicle's driving state parameters includes: The initial requested torque is determined based on the virtual target gear, the current vehicle speed, and the accelerator pedal opening. Determine the first limiting torque corresponding to the maximum theoretical power of the battery; Determine whether the first limiting torque is greater than or equal to the initial requested torque; If the first limiting torque is greater than or equal to the initial requested torque, then the initial requested torque is determined as the target requested torque.

7. The method according to claim 6, characterized in that, The method further includes: If the first limiting torque is less than the initial requested torque, then a second limiting torque corresponding to the virtual target gear is determined based on the gear ratio of the reference gear, the gear ratio of the virtual target gear, and the first limiting torque; wherein, in the reference gear, the limiting torque corresponding to the maximum theoretical power of the battery is the first limiting torque; Determine whether the second limiting torque is greater than or equal to the initial requested torque; If the second limiting torque is greater than or equal to the initial requested torque, then the initial requested torque is determined as the target requested torque; If the second limiting torque is less than the initial requested torque, then the second limiting torque is determined as the target requested torque.

8. A control device for a pure electric vehicle, characterized in that, The device includes: The first determining module is used to determine the virtual shifting time of the vehicle based on the vehicle's virtual target gear and the vehicle's virtual current gear. The second determining module is used to determine the target requested torque of the vehicle based on the vehicle's driving state parameters; The third determining module is used to determine the shift process torque of the vehicle based on the virtual shift duration and the target requested torque. The control module is used to control the motor of the vehicle to output the torque of the shifting process in order to simulate the shifting process.

9. A pure electric vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the electric vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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