Automobile driving control method and device, automobile and storage medium

Abstract

The invention relates to the technical field of automobiles, particularly discloses an automobile driving control method and device, an automobile and a computer storage medium, and mainly solves the technical problem of inconsistent pedal feelings. The method comprises the steps that the actual pedal opening degree and the driving mode of the automobile are obtained; the corresponding wheel end maximum torque in the driving mode is obtained, and the corresponding wheel end maximum torque exists in different automobile driving modes; and based on the wheel end maximum torque of the driving mode and the actual pedal opening degree, determining a wheel end driving torque corresponding to the actual pedal opening degree in the driving mode so as to drive the automobile.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to an automotive drive control method, device, and computer storage medium. Background Technology

[0002] The power system of a hybrid electric vehicle includes an engine, a generator, a power battery, and a drive motor. The power sources of a hybrid electric vehicle are the engine and the power battery. In pure electric mode, there is only a single power source, the power battery. In hybrid mode, there are two power sources, the engine and the power battery. Compared with pure electric mode, hybrid mode has an additional power source, the engine. The driving force of the car in hybrid mode is greater than that in pure electric mode, that is, the hybrid mode is more powerful.

[0003] The inventors discovered that the discharge power of the power battery in a hybrid electric vehicle is affected by the battery's state of charge (SOC). The discharge power is high when the battery is fully charged and low when the battery is fully charged, resulting in a significant difference in the vehicle's performance between high and low battery levels. Furthermore, the maximum capacity of the Pedal Map (designed maximum wheel-end torque) for each driving mode of a hybrid electric vehicle is typically designed based on the maximum wheel-end torque when the vehicle's power battery is fully charged. Therefore, when the driver presses the same pedal opening, the power output will be inconsistent under the same driving mode, leading to inconsistent accelerator pedal feel and affecting the overall driving experience. Summary of the Invention

[0004] This application provides a vehicle drive control method, device, vehicle, and computer storage medium to solve the technical problem of inconsistent power output leading to inconsistent accelerator pedal feel in conventional solutions.

[0005] Firstly, a vehicle drive control method is provided, the method comprising: Obtain the actual pedal opening and driving mode of the car; Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined to drive the vehicle.

[0006] Further, determining the wheel-end drive torque corresponding to the actual pedal opening in the driving mode based on the maximum wheel-end torque of the driving mode and the actual pedal opening includes: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

[0007] Furthermore, the vehicle driving modes include a non-sport mode and a sport mode, wherein the non-sport mode includes a forced pure electric mode, an energy-saving mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the first torque > the second torque > the third torque.

[0008] Furthermore, the third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

[0009] Furthermore, the second torque is the maximum torque among the wheel-end torques corresponding to all operating modes in the energy-saving mode or standard mode, and the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode.

[0010] Furthermore, the first torque is the maximum torque among the wheel-end torques corresponding to all operating modes under the said motion mode, wherein the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the said operating mode.

[0011] Furthermore, the method also includes: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

[0012] Furthermore, the conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

[0013] Furthermore, the conditions for exiting the overtaking acceleration function are such that one of the following conditions must be met to exit: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

[0014] Secondly, a vehicle drive control device is provided, comprising: The first acquisition module is used to acquire the actual pedal opening and driving mode of the car; The second acquisition module is used to determine the maximum wheel end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel end torques. The determining module is used to determine the wheel-end drive torque corresponding to the actual pedal opening in the driving mode based on the maximum wheel-end torque and the actual pedal opening in the driving mode, so as to drive the car.

[0015] Thirdly, a vehicle is provided, the hybrid vehicle including a controller configured to perform the following steps: Obtain the actual pedal opening and driving mode of the car; Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined to drive the vehicle.

[0016] Furthermore, the controller is also configured to perform the following steps: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

[0017] Furthermore, the vehicle driving modes include a non-sport mode and a sport mode, wherein the non-sport mode includes a forced pure electric mode, an energy-saving mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the third torque > the second torque > the third torque.

[0018] Furthermore, the third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

[0019] Furthermore, the second torque is the maximum torque among the wheel-end torques corresponding to all operating modes in the energy-saving mode or standard mode, and the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode.

[0020] Furthermore, the first torque is the maximum torque among the wheel-end torques corresponding to all operating modes under the said motion mode, wherein the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the said operating mode.

[0021] Furthermore, the controller is also configured to perform the following steps: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

[0022] Furthermore, the conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

[0023] Furthermore, the conditions for exiting the overtaking acceleration function are such that one of the following conditions must be met to exit: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

[0024] Fourthly, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle drive control method as described in any of the preceding claims; or implements the functions of the vehicle as described in any of claims 11 to 19.

[0025] In one of the solutions provided above, a corresponding Pedal Map maximum capacity is configured for different driving modes of the vehicle. This means that the maximum wheel-end torque is pre-configured for each driving mode, and the maximum wheel-end torque capacity of the hybrid vehicle is differentiated according to the driving mode. Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in that driving mode is determined to drive the vehicle. This effectively avoids or reduces the problem of inconsistent accelerator pedal feel caused by the sharing of the same maximum wheel-end torque across all driving modes, resulting in differences in power output within the same driving mode. This greatly improves the driving experience. Furthermore, it ensures that the vehicle can exert its maximum driving force during emergency or full-throttle acceleration for overtaking in each mode, further enhancing the driving experience and power performance. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic flowchart of a vehicle drive control method according to one embodiment of this application; Figure 2 This is a comparative schematic diagram of the maximum wheel-end torque under different driving modes in one embodiment of this application; Figure 3 This is a flowchart illustrating the overtaking acceleration function in a vehicle drive control method according to an embodiment of this application. Figure 4 This is a schematic diagram of a test result in the overtaking acceleration function of a vehicle drive control method according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an automobile drive control device according to one embodiment of this application; Figure 6 This is a schematic diagram of a controller according to one embodiment of this application. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] This application provides an automobile drive control method, device, automobile, and storage medium. The above solution can be applied to various types of hybrid electric vehicles. If classified by system configuration, hybrid electric vehicles include, but are not limited to, series, parallel, and series-parallel hybrid electric vehicles; no specific limitation is made. To facilitate understanding of the embodiments of this application, a brief overview of the characteristics of the hybrid electric vehicles involved in the embodiments of this application is provided below.

[0030] The powertrain configuration of a hybrid electric vehicle (HEV) includes a power battery, engine, generator, drive motor, and single- or multi-speed transmission. It includes three modes: pure electric, range-extended (series), and hybrid drive (parallel). Range-extended and hybrid drive modes are collectively referred to as hybrid mode. In hybrid mode, the engine is running, and the power source consists of both the power battery and the engine. In pure electric mode, the engine is off, and the power source is solely the power battery. The addition of the engine in hybrid mode results in greater driving force than in pure electric mode, meaning hybrid mode offers stronger power. In pure electric mode, the power is weak if the engine is not running, especially in series-parallel hybrid vehicles, including plug-in hybrid electric vehicles (PHEVs). Furthermore, the discharge power of the HEV's power battery is affected by the battery's state of charge (SOC). Higher SOC results in higher discharge power, while lower SOC results in lower discharge power, leading to significant differences in the vehicle's performance between high and low battery levels. For an example, please refer to Table 1 below. Table 1 Table 1 shows the relationship between the discharge power of a hybrid vehicle's battery and temperature. For example, when the battery temperature is 30℃, the battery discharge power is 165kW when fully charged (SOC: 100%) and 88kW when depleted (SOC: 15%). This difference in battery discharge power results in stronger power when the vehicle is fully charged and weaker power when depleted.

[0031] Therefore, it can be seen that when the driver presses the same pedal opening, the power output in hybrid mode and pure electric mode is inconsistent, as is the power output in fully charged and depleted states. This inconsistent power output leads to inconsistent accelerator pedal feel, affecting the overall driving experience.

[0032] Therefore, the embodiments of this application provide corresponding solutions, mainly to solve the technical problem of inconsistent accelerator pedal feel in hybrid vehicles. The embodiments of several aspects are described in detail below.

[0033] In one embodiment, such as Figure 1 As shown, a vehicle drive control method is provided, the method comprising the following steps: S10: Obtain the actual pedal opening and driving mode of the vehicle; S20: Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; S30: Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, determine the wheel-end drive torque corresponding to the actual pedal opening in the driving mode to drive the vehicle.

[0034] As described above, hybrid vehicles include multiple driving modes. In this embodiment, it is necessary to first pre-configure the corresponding Pedal Map maximum capacity (designed maximum wheel-end torque, which can be understood as wheel-end torque range characteristics) for each different driving mode. That is, to pre-configure the corresponding maximum wheel-end torque for each different driving mode, to differentiate the maximum wheel-end torque for different driving modes, and to configure it into the vehicle system. In other words, in this embodiment, different driving modes of the vehicle have corresponding maximum wheel-end torques, and the maximum wheel-end torques of each driving mode are not exactly the same.

[0035] During vehicle operation, the actual pedal opening and driving mode can be obtained from the vehicle's system. After acquiring the maximum wheel-end torque corresponding to the current driving mode, the maximum wheel-end torque for that driving mode is retrieved from pre-configured information. Finally, based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in that driving mode is determined to drive the vehicle. For example, if the current driving mode is Mode A, the maximum wheel-end torque corresponding to Mode A will be acquired. Based on the maximum wheel-end torque of Mode A and the actual pedal opening in Mode A, the wheel-end drive torque corresponding to the actual pedal opening in Mode A will be determined to drive the vehicle.

[0036] As can be seen, this embodiment provides a vehicle drive control method. In this method, a corresponding Pedal Map maximum capability is configured for different driving modes of the vehicle. That is, a corresponding maximum wheel-end torque is pre-configured for each different driving mode. In other words, the maximum wheel-end torque capability of a hybrid vehicle is differentiated according to different driving modes. Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in that driving mode is determined to drive the vehicle. This effectively avoids or reduces the problem of inconsistent accelerator pedal feel caused by all driving modes sharing the same maximum wheel-end torque and differences in output power within the same driving mode, greatly improving the driving experience. It is also worth noting that in traditional solutions, the maximum wheel-end torque corresponding to each driving mode is usually designed based on the maximum driving capability of the vehicle when fully charged. That is, the wheel-end torque corresponding to 100% throttle opening is the maximum wheel-end torque of the vehicle when fully charged, and the wheel-end torque corresponding to other throttle openings is calculated as a difference within the maximum capability range. When the battery is depleted, if the driver presses the accelerator pedal hard, the car's driving capability will not reach the torque value of the Pedal Map capability, and there will be a free play in the later stage of the accelerator pedal feel. The difference in accelerator pedal feel between fully charged and depleted batteries is large. Through the differentiated design of this application, the situation of large difference in accelerator pedal feel between fully charged and depleted batteries can also be effectively reduced or avoided.

[0037] In one embodiment, the vehicle driving modes include a non-Sport mode and a Sport mode. The non-Sport mode includes a forced pure electric mode (EV), an energy-saving mode (ECO), and a normal mode. The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the first torque > the second torque > the third torque.

[0038] This embodiment provides a classification of driving modes for a hybrid electric vehicle, and the corresponding Pedal Map maximum capacity design for each driving mode, i.e., a differentiated design of the maximum wheel-end torque. In this embodiment, the maximum wheel-end torque corresponding to the Sport mode > the maximum wheel-end torque corresponding to the Eco mode and Standard mode > the maximum wheel-end torque corresponding to the Forced Pure Electric mode. Since the driving characteristics of the Eco mode and Standard mode are not significantly different, they can share the same maximum Pedal Map capacity, reducing unnecessary design. That is, as... Figure 2As shown, the maximum capabilities of each driving mode in PedalMap are as follows: Sport mode > ECO / Normal mode > Forced EV mode.

[0039] It should be understood that hybrid vehicles typically include multiple driving modes such as forced pure electric mode, eco mode, standard mode, and sport mode to meet different driving needs. Among them, forced EV mode aims to achieve a longer pure electric range, and the engine usually does not operate when the battery charge is high. Sport mode ensures performance, and the battery's state of charge (SOC) is usually higher than in other modes. The SOC is based on the battery's state of charge, which is the ratio of the battery's remaining charge to its rated capacity. When the remaining charge is higher than the set SOC, electric power is used first to drive the vehicle to reduce fuel consumption; when the remaining charge is lower than the SOC, the engine assists in driving the vehicle and converts excess energy into electrical energy stored in the battery.

[0040] Therefore, in Sport mode, the driving performance remains relatively strong even when the battery is depleted. Non-Sport mode balances vehicle power and pure electric range, but the battery level is typically lower in Sport mode, resulting in weaker performance when the battery is depleted. Furthermore, if the maximum Pedal Map capacity for each driving mode is designed based on the maximum wheel torque when the battery is fully charged, in a depleted state, the low battery level means the actual driving force cannot reach the maximum wheel torque, leading to a larger free travel on the accelerator pedal in the later stages. This is especially true in non-Sport mode, where the battery equilibrium point is lower, resulting in even greater free travel on the accelerator pedal. In a depleted state, after the driver depresses the accelerator pedal a certain distance, the pedal travel continues to increase, but the vehicle's power does not increase further, resulting in a significant difference in accelerator pedal feel between fully charged and depleted states.

[0041] Previous forced EV modes did not have a separate wheel-end torque range design (Pedal Map design), and generally used the Pedal Map of ECO mode. However, in order to ensure pure electric range, forced EV mode will not start the engine when the battery is high and the throttle is heavy. When the battery is high, it is in pure electric mode with only the power battery as the single power source. Heavy throttle cannot reach the torque defined by the Pedal Map, resulting in weak power. When the battery is low, heavy throttle can start the engine. When the battery is low, the power source is increased by the engine. The car is more powerful when the battery is low than when the battery is high. When the throttle is heavy, the car's power is closer to the torque defined by the Pedal Map, resulting in a large difference in the accelerator pedal feel between a fully charged and a depleted battery.

[0042] In this embodiment, based on the driving mode division method, the Pedal Map of the hybrid vehicle is changed to Pedal Maps for four driving modes: Forced EV, Eco, Normal, and Sport. A new maximum capacity design for the Pedal Map corresponding to the Forced EV mode is added to solve the problem that when the Forced EV mode and Eco mode share the Pedal Map of the original ECO mode, the torque defined by the Pedal Map cannot be reached under heavy throttle, resulting in a large free travel of the accelerator pedal in the later stage, and no increase in vehicle power when accelerating with heavy throttle, leading to a poor driving experience.

[0043] Please see Figure 2 As shown, with Figure 2 For example, by Figure 2 It can also be seen that, according to the original Pedal Map design, the maximum capacity of each driving mode's Pedal Map is designed based on the maximum discharge power of the power battery when fully charged. Therefore, the maximum capacity of each driving mode's Pedal Map is the same as the maximum capacity of Sport mode. When fully charged, the actual wheel-end torque in Forced EV mode can only reach the maximum capacity of the Forced EV Pedal Map (Forced EV line). The accelerator pedal has a large free travel in the later stages, and when the driver increases the pedal opening further, the power does not continuously increase. When the battery is depleted, the actual wheel-end torque in Forced EV mode can reach the capacity of Eco / Normal line. The difference in power performance and accelerator pedal feel between fully charged and depleted states is significant. In ECO / Normal mode, the actual wheel-end capacity reaches the maximum capacity of Sport mode (Sport line) when fully charged, but only reaches the Eco / Normal line when depleted. The difference in power performance between fully charged and depleted states results in an inconsistent accelerator pedal feel.

[0044] It should be noted that the above classification of car driving modes is only one example. Different hybrid vehicles may have other mode classifications, which are not limited here.

[0045] In the above embodiments, the vehicle driving modes include non-Sport mode and Sport mode. The non-Sport mode includes forced EV mode, ECO mode and Norma mode. The maximum capability relationship design relationship of Pedal Map is given. Based on this, the embodiments of this application further combine the characteristics of each driving mode to carry out specific differentiated design, which are described below.

[0046] In one embodiment, the third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced EV mode. That is, the maximum wheel-end torque in the forced EV mode is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor.

[0047] In forced EV mode, when the battery is at a high charge level, the engine is off, and the car is driven solely by the electric motor. When the battery is depleted, the engine starts running under heavy throttle, providing two power sources: the engine and the battery. Therefore, the car's performance is often stronger when the battery is depleted than when it is at a high charge level. Thus, in this embodiment, the maximum Pedal Map capacity (maximum wheel torque corresponding to 100% throttle pedal opening) of forced EV mode is designed using the minimum capacity between the battery and the drive motor as the maximum Pedal Map capacity, i.e., the minimum torque between the battery's driving torque capacity and the drive motor's driving torque capacity. For example, the specific calculation method is as follows: The maximum wheel-end torque corresponding to the forced EV mode is: In the formula: The maximum torque constrained at the wheel end is the maximum torque constrained at the wheel end for the protective component.

[0048] This refers to the maximum power of the drive motor, in kW. The maximum discharge power of the power battery when fully charged, in kW; This represents the drive motor speed corresponding to the vehicle speed, in rpm. This refers to the speed ratio from the drive motor to the wheel end.

[0049] As can be seen, in the forced EV mode, through this embodiment, since the minimum capacity between the power battery and the drive motor is the maximum capacity of the Pedal Map, after starting the engine in a depleted state, the power performance is still the same as when fully charged. This ensures that the power performance is the same when the battery is depleted and fully charged, effectively guaranteeing consistent accelerator pedal feel. When the same accelerator pedal opening is pressed, the car outputs the same torque. The car's power performance will not become stronger after starting the engine in hybrid mode due to a depleted battery. This solves the problem of poor power in fully charged hybrid mode and strong power in depleted hybrid mode, resulting in inconsistent accelerator pedal feel in forced EV mode.

[0050] In one embodiment, the second torque is the maximum torque among the wheel-end torques corresponding to all operating modes in the energy-saving mode or standard mode. The wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode. That is, in the ECO / Normal mode, the maximum torque among the wheel-end torques corresponding to all operating modes is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode.

[0051] It should be noted that in ECO or Normal mode, based on the powertrain configuration, there are usually multiple operating modes. For example, the operating modes in ECO or Normal mode include series mode and parallel mode. In this embodiment, taking ECO mode as an example, the wheel-end torque for different operating modes in ECO mode is first calculated. This wheel-end torque is the wheel-end torque corresponding to the discharge power at the battery balance point. Then, the maximum torque is selected as the maximum wheel-end torque corresponding to this ECO mode. For example, the specific calculation method is as follows: In series mode, the wheel-end torque is: In the formula, This represents the battery discharge power corresponding to the power balance point in ECO / Normal mode. This refers to the engine's maximum power, expressed in kW. In parallel mode, the wheel-end torque is: In the formula, This is the maximum engine power corresponding to the vehicle speed, in kW. In parallel mode, the engine speed and vehicle speed are not decoupled, and there is a certain relationship between the engine speed and vehicle speed. This represents the engine speed corresponding to the vehicle speed. This is the speed ratio from the engine to the wheel end in the current gear. The maximum wheel-end torque corresponding to ECO / Normal mode is the greater of the wheel-end torques in series and parallel modes. In other words, the maximum capacity of Pedal Map in ECO / Normal mode is: .

[0052] For Normal mode, the wheel-end torque for different operating modes under Normal mode is first calculated. This wheel-end torque is the wheel-end torque corresponding to the discharge power at the battery balance point. Then, the maximum torque is selected as the maximum wheel-end torque for that Normal mode. For example, the specific calculation method is the same as that in ECO mode, and will not be repeated here.

[0053] As can be seen, in this embodiment, under ECO / Normal mode, the maximum battery discharge power is designed based on the battery discharge power at the charge balance point when the battery is depleted. Therefore, when the power battery is fully charged, the actual power battery discharge power is higher than the discharge power corresponding to the charge balance point, but the discharge power at the charge balance point is still used as the maximum output power of the battery, thereby ensuring that the vehicle's power is consistent in both fully charged and depleted states. This effectively ensures consistent accelerator pedal feel, and the vehicle outputs the same torque when the same accelerator pedal opening is pressed, solving the problem of strong power when fully charged and weak power when depleted, and inconsistent accelerator pedal feel in forced ECO / Normal mode.

[0054] In one embodiment, the first torque is the maximum torque among the wheel-end torques corresponding to all operating modes under the motion mode, wherein the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the operating mode.

[0055] It should be noted that in Sport mode, based on the powertrain configuration, multiple operating modes are typically included. For example, the operating modes of Sport mode can also include series and parallel modes. In this embodiment, the wheel-end torque for different operating modes in Sport mode is first calculated. This wheel-end torque is the wheel-end torque corresponding to the discharge power of the power battery when fully charged in that operating mode. Then, the maximum torque is selected as the maximum wheel-end torque corresponding to that Sport mode. For example, the specific calculation method is as follows: In series configuration, the wheel-end torque is: In parallel mode, the wheel-end torque is: The maximum wheel-end torque corresponding to Sport mode is the maximum value of the wheel-end torque in both series and parallel modes. In other words, the maximum Pedal Map capacity corresponding to Sport mode is: As can be seen, in this embodiment, in Sport mode, the maximum output power of the battery is designed based on the battery discharge power when the power battery is fully charged. In other words, the maximum Pedal Map capability is designed with power performance as the main consideration. This ensures that the car can exert the maximum driving force at full throttle, guaranteeing the car's power performance in Sport mode, without affecting the pedal feel difference from other modes too much.

[0056] As can be seen from the above embodiments, the maximum Pedal Map capability of the hybrid electric vehicle in this application embodiment is designed differently according to different driving modes. In Sport mode, the maximum Pedal Map capability is designed with power performance as the main consideration, while in non-Sport mode, the maximum Pedal Map capability is designed with ensuring the consistency of accelerator pedal feel as the main consideration. This can solve the problem of inconsistent accelerator pedal feel caused by changes in battery discharge power due to changes in power battery charge, battery temperature, etc., which leads to differences in vehicle power. This effectively improves the driving experience.

[0057] It should be noted that the above embodiments are illustrated using the maximum capacity design of the Pedal Map for four driving modes: EV, Eco, Normal, and Sport. For other driving modes, the design based on the principles of this application can also be differentiated to avoid inconsistencies in pedal operation; these will not be described in detail here. Furthermore, there can be many different operating modes for each driving mode, which will also not be elaborated upon.

[0058] In one embodiment, step S30, determining the wheel-end drive torque corresponding to the actual pedal opening in the driving mode based on the maximum wheel-end torque of the driving mode and the actual pedal opening, includes: S31: Determine the mapped pedal opening corresponding to the actual pedal opening from the pedal opening mapping relationship corresponding to the driving mode; S32: Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, determine the wheel-end drive torque corresponding to the actual pedal opening in the driving mode.

[0059] Furthermore, in one embodiment, the wheel-end drive torque design for each actual pedal opening also considers the differences in driving style across different driving modes. In this embodiment, the actual pedal opening is pre-mapped to the pedal opening defined for each driving mode, i.e., the pedal opening is mapped, forming a pedal opening mapping relationship corresponding to each driving mode. The pedal opening mapping relationship can be obtained through calibration or experience, and is not specifically limited. Therefore, the same actual pedal opening input by the same driver will be mapped to different values ​​depending on the driving mode. The mapping relationship differs between different driving modes, i.e.: In the formula: This refers to the mapped pedal opening. This refers to the actual throttle opening when the driver presses the pedal. This is the pedal opening mapping relationship; the mapping relationship differs for different driving modes.

[0060] This formula allows us to determine the mapped pedal opening corresponding to the actual pedal opening from the pedal opening mapping relationship. Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, we can determine the wheel-end drive torque corresponding to the actual pedal opening in the driving mode. As an example, the wheel-end drive torque (pedal map drive torque) corresponding to each driver's actual pedal opening is: In the formula: This represents the maximum accelerator pedal opening, with a value of 100%. This represents the maximum capacity of the Pedal Map corresponding to 100% throttle opening in each driving mode, which is also the maximum wheel-end torque corresponding to each driving mode described above.

[0061] For example, assuming the driver inputs a 50% accelerator pedal opening, the forced EV mode is mapped to 40%, ECO mode to 45%, Normal mode to 50%, and Sport mode to 60%, then the Pedal Map torque corresponding to the forced EV mode is 0.4* The wheel-end drive torque corresponding to ECO mode is 0.45* The wheel-end drive torque corresponding to Normal mode is 0.50* The wheel-end drive torque corresponding to Sport mode is 0.6* .

[0062] As can be seen, in this embodiment, the wheel-end drive torque design for each actual pedal opening also takes into account the differences in driving style in each driving mode. Combined with the differentiated design of the maximum wheel-end torque in each driving mode, it can ensure that the wheel-end drive torque corresponding to each accelerator pedal opening in each driving mode is accurately obtained, further ensuring the consistency of pedal feel while taking into account driving style.

[0063] like Figure 3 As shown, in one embodiment, the method further includes the following steps: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

[0064] It should be noted that, based on the embodiments of this application, the maximum capability relationship of the driving mode Pedal Map is Sport mode > non-Sport mode. For example, taking the four driving modes mentioned in the above embodiments as an example, the relationship is: Sport mode > ECO / Normal mode > forced EV mode. It is evident that in non-Sport mode, under full throttle acceleration, the car cannot exert its maximum driving force when fully charged. Therefore, this embodiment also designs an overtaking acceleration function: when the car is in non-Sport mode, it detects whether the car meets the conditions for activating the overtaking acceleration function. If the conditions for activating the overtaking acceleration function are not met, the overtaking acceleration function is not activated; instead, other configuration functions are executed, such as the drive control processing logic function provided in the embodiments of this application, implementing the corresponding function according to the functional logic of the car configuration. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the car's driving mode from the non-sport mode to the sport mode; when the conditions for deactivating the overtaking acceleration function are met, the overtaking acceleration function is deactivated, the overtaking acceleration function is not activated, and other configuration functions are executed.

[0065] In one embodiment, the conditions for activating the overtaking acceleration function include: (1) The gear of the car is forward gear (D gear). (2) The driving mode of the car is a non-Sport mode, for example, a forced EV mode, an Eco mode, or a Normal mode; (3) The vehicle speed is greater than a first preset speed threshold; for example, the first preset speed threshold can be the starting speed point where the driving force of Sport mode is greater than that of non-Sport mode. Since the drive motor has a constant torque characteristic at low and medium speeds, the maximum wheel torque capability of each driving mode is not significantly different, so there is no need to activate the overtaking acceleration function; this setting can reduce unnecessary settings and mode switching, making it more flexible and intelligent.

[0066] (4) The duration for which the accelerator pedal opening is greater than a first preset pedal opening threshold exceeds a first preset duration threshold. For example, the first preset pedal opening threshold can be 95%, and the first preset duration threshold can be 2 seconds. With this setting, the accelerator pedal opening is close to full throttle during driving, and the overtaking acceleration function is only activated in emergency situations or when there is a need for rapid acceleration, without affecting the pure electric range during normal driving in non-Sport mode.

[0067] (5) The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold. It should be understood that the overtaking acceleration function is activated only when the actual torque achievable by the wheel-end exceeds a certain torque threshold of the maximum Pedal Map capability of the current driving mode, such as 200 Nm. If it is less than the maximum Pedal Map capability of the current driving mode, the current mode is maintained and the overtaking acceleration function is not activated.

[0068] In one embodiment, the conditions for exiting the overtaking acceleration function are such that one of the following conditions is met: (1) The gear of the car is not a forward gear (not D gear). (2) The driving mode of the car is Sport mode; (3) The vehicle speed is less than the second preset speed threshold, which is less than the first preset speed threshold; (4) The duration for which the pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold; for example, the second preset pedal opening threshold can be 20% and the second preset duration threshold can be 5s, so as to ensure that the overtaking acceleration function is discontinued after the driver has finished accelerating.

[0069] In this embodiment, after detecting that the overtaking acceleration function conditions are met, the driving mode switches from the current non-Sport mode to Sport mode. Therefore, the vehicle's control logic also jumps to the control logic implemented in this application under Sport mode. That is, the corresponding Pedal Map maximum capacity also switches to the Pedal Map maximum capacity under Sport mode. In this way, when facing full-throttle acceleration in non-Sport mode with a full battery, the vehicle's maximum driving force cannot be utilized. Using the overtaking acceleration function provided in this embodiment, it can automatically switch to Sport mode, effectively ensuring the vehicle's maximum driving force is utilized, improving the driving experience and power. For example, if the engine does not start under full throttle when the battery is high, the vehicle cannot utilize its maximum capacity in emergency situations or during full-throttle overtaking acceleration, resulting in weak power, insufficient time to gain critical moments in emergencies, and prolonged parallel driving time when overtaking, increasing the risk of traffic accidents. The overtaking acceleration function in this embodiment can effectively avoid or reduce these traffic accident risks.

[0070] For example, the overtaking acceleration function processing logic described above ensures that when the driver needs to accelerate urgently or overtake at full throttle in non-Sport mode, the car can switch to the strongest power mode to unleash its maximum power. During normal driving, while maintaining the pure electric range in forced EV mode, it solves the problem of weak power during full-throttle acceleration and overtaking in forced EV mode, thus improving the car's performance. For instance, real-vehicle test results are as follows... Figure 4 As shown, the original strategy forced EV mode to accelerate from 60km / h to 100km / h in 8s. After using the overtaking acceleration function of this application embodiment, the acceleration time from 60km / h to 100km / h is 5.5s, which shortens the acceleration time from 60km / h to 100km / h by 2.5s, effectively reducing the processing time.

[0071] This application enables the hybrid vehicle's power battery to maintain a consistent accelerator pedal feel in both fully charged and depleted states, while also ensuring that the vehicle can exert maximum driving force during emergency or full-throttle acceleration for overtaking in various modes, thereby improving the vehicle's driving experience and power performance.

[0072] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0073] In one embodiment, a vehicle is also provided, exemplary of which may be a hybrid vehicle, the vehicle including a controller configured to perform the following steps: Obtain the actual pedal opening and driving mode of the car; Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined to drive the vehicle.

[0074] Furthermore, the controller is also configured to perform the following steps: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

[0075] Furthermore, the vehicle driving modes include a non-sport mode and a sport mode, wherein the non-sport mode includes a forced pure electric mode, an energy-saving mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the third torque > the second torque > the third torque.

[0076] Furthermore, the third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

[0077] Furthermore, the second torque is the maximum torque among the wheel-end torques corresponding to all operating modes in the energy-saving mode or standard mode, and the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode.

[0078] Furthermore, the first torque is the maximum torque among the wheel-end torques corresponding to all operating modes under the motion mode, wherein the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the operating mode.

[0079] Furthermore, the controller is also configured to perform the following steps: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

[0080] Furthermore, the conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

[0081] Furthermore, the conditions for exiting the overtaking acceleration function are such that one of the following conditions must be met to exit: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

[0082] As can be seen, this application embodiment provides a vehicle that is configured with corresponding Pedal Map maximum capabilities for different driving modes. That is, the maximum wheel-end torque is pre-configured for each driving mode, meaning the maximum wheel-end torque capability of the hybrid vehicle is differentiated according to different driving modes. Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in that driving mode is determined to drive the vehicle. This effectively avoids or reduces the problem of inconsistent accelerator pedal feel caused by the difference in output power between different driving modes due to the sharing of the same maximum wheel-end torque across all driving modes, greatly improving the driving experience. Furthermore, it also ensures that the vehicle can exert maximum driving force during emergency or full-throttle acceleration for overtaking in each mode, improving the driving experience and power performance of the vehicle.

[0083] For specific limitations and further effects of hybrid electric vehicles, please refer to the limitations of a vehicle drive control method mentioned above, which will not be repeated here.

[0084] In one embodiment, a vehicle drive control device is provided, which corresponds one-to-one with the vehicle drive control method in the above embodiments. For example... Figure 5 As shown, the vehicle drive control device includes a first acquisition module 101, a second acquisition module 102, and a determination module 103. Detailed descriptions of each functional module are as follows: The first acquisition module 101 is used to acquire the actual pedal opening and driving mode of the car. The second acquisition module 102 is used to determine the maximum wheel end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel end torques. The determining module 103 is used to determine the wheel-end driving torque corresponding to the actual pedal opening in the driving mode based on the maximum wheel-end torque of the driving mode and the actual pedal opening, so as to drive the car.

[0085] Furthermore, module 103 is used for: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

[0086] Furthermore, the vehicle driving modes include a non-sport mode and a sport mode, wherein the non-sport mode includes a forced pure electric mode, an energy-saving mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the first torque > the second torque > the third torque.

[0087] Furthermore, the third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

[0088] Furthermore, the second torque is the maximum torque among the wheel-end torques corresponding to all operating modes in the energy-saving mode or standard mode, and the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the operating mode.

[0089] Furthermore, the first torque is the maximum torque among the wheel-end torques corresponding to all operating modes under the motion mode, wherein the wheel-end torque corresponding to the operating mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the operating mode.

[0090] Furthermore, module 103 is also used for: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

[0091] Furthermore, the conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

[0092] Furthermore, the conditions for exiting the overtaking acceleration function are such that one of the following conditions must be met to exit: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

[0093] As can be seen, this application embodiment provides a vehicle drive control device that configures corresponding Pedal Map maximum capabilities for different driving modes of the vehicle. That is, it pre-configures corresponding maximum wheel-end torque for different driving modes, meaning the maximum wheel-end torque capability of a hybrid vehicle is differentiated according to different driving modes. Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in that driving mode is determined to drive the vehicle. This effectively avoids or reduces the problem of inconsistent accelerator pedal feel caused by the sharing of the same maximum wheel-end torque across all driving modes due to differences in output power under the same driving mode, greatly improving the driving experience. Furthermore, it also ensures that the vehicle can exert maximum driving force during emergency or full-throttle acceleration for overtaking in each mode, improving the driving experience and power performance of the vehicle.

[0094] For specific limitations regarding the vehicle drive control device, please refer to the limitations on the vehicle drive control method above, which will not be repeated here. Each module in the aforementioned vehicle drive control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in a computer device, or stored in software in the memory of a computer device, so that the processor can call and execute the corresponding operations of each module.

[0095] In one embodiment, a controller is provided for use in an automobile, exemplary of which it can be used in a hybrid vehicle, and its internal structure diagram may be as follows. Figure 6 As shown, the controller includes a processor, memory, and network interface connected via a system bus. The processor provides computing and control capabilities. The memory 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 operation of the operating system and computer programs in the non-volatile storage medium. When the computer program is executed by the processor, it implements a vehicle drive control method according to an embodiment of this application.

[0096] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the vehicle drive control method mentioned in any of the above embodiments, or implements the functions of a vehicle as provided in any of the embodiments of this application, which will not be repeated here.

[0097] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0098] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0099] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle drive control method, characterized in that, The method includes: Obtain the actual pedal opening and driving mode of the car; Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined to drive the vehicle.

2. The vehicle drive control method as described in claim 1, characterized in that, The determination of the wheel-end drive torque corresponding to the actual pedal opening in the driving mode, based on the maximum wheel-end torque of the driving mode and the actual pedal opening, includes: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

3. The vehicle drive control method as described in claim 1 or 2, characterized in that, The vehicle driving modes include a non-sport mode and a sport mode. The non-sport mode includes a forced pure electric mode, an eco mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the first torque > the second torque > the third torque.

4. The vehicle drive control method as described in claim 3, characterized in that, The third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

5. The vehicle drive control method as described in claim 3, characterized in that, The second torque is the maximum torque among all the wheel-end torques corresponding to the energy-saving mode or standard mode, and the wheel-end torque corresponding to the working mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the working mode.

6. The vehicle drive control method as described in claim 3, characterized in that, The first torque is the maximum torque among all the wheel-end torques corresponding to the working modes under the said motion mode, wherein the wheel-end torque corresponding to the working mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the said working mode.

7. The vehicle drive control method as described in claim 1 or 2, characterized in that, The method further includes: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

8. The vehicle drive control method as described in claim 7, characterized in that, The conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

9. The vehicle drive control method as described in claim 7, characterized in that, The overtaking acceleration function can be exited if one of the following conditions is met: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

10. A vehicle drive control device, characterized in that, include: The first acquisition module is used to acquire the actual pedal opening and driving mode of the car; The second acquisition module is used to determine the maximum wheel end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel end torques. The determining module is used to determine the wheel-end drive torque corresponding to the actual pedal opening in the driving mode based on the maximum wheel-end torque and the actual pedal opening in the driving mode, so as to drive the car.

11. A car, characterized in that, The vehicle includes a controller configured to perform the following steps: Obtain the actual pedal opening and driving mode of the car; Obtain the maximum wheel-end torque corresponding to the driving mode, wherein different car driving modes have corresponding maximum wheel-end torques; Based on the maximum wheel-end torque of the driving mode and the actual pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined to drive the vehicle.

12. The automobile as described in claim 11, characterized in that, The controller is also configured to perform the following steps: From the pedal opening mapping relationship corresponding to the driving mode, the mapped pedal opening corresponding to the actual pedal opening is determined; Based on the maximum wheel-end torque of the driving mode and the mapped pedal opening, the wheel-end drive torque corresponding to the actual pedal opening in the driving mode is determined.

13. The automobile as described in claim 11 or 12, characterized in that, The vehicle driving modes include a non-sport mode and a sport mode. The non-sport mode includes a forced pure electric mode, an eco mode, and a standard mode, wherein: The maximum wheel-end torque corresponding to the sports mode is the first torque, the maximum wheel-end torque corresponding to the energy-saving mode and the standard mode is the second torque, and the maximum wheel-end torque corresponding to the forced pure electric mode is the third torque, with the third torque > the second torque > the third torque.

14. The automobile as described in claim 13, characterized in that, The third torque is the minimum torque between the driving torque capability of the power battery and the driving torque capability of the drive motor in the forced pure electric mode.

15. The automobile as described in claim 13, characterized in that, The second torque is the maximum torque among all the wheel-end torques corresponding to the energy-saving mode or standard mode, and the wheel-end torque corresponding to the working mode is the wheel-end torque corresponding to the discharge power of the power battery at the charge balance point in the working mode.

16. The automobile as claimed in claim 13, characterized in that, The first torque is the maximum torque among all the wheel-end torques corresponding to the working modes under the said motion mode, wherein the wheel-end torque corresponding to the working mode is the wheel-end torque corresponding to the discharge power of the power battery when it is fully charged under the said working mode.

17. The automobile as claimed in claim 11 or 12, characterized in that, The controller is also configured to perform the following steps: When the driving mode is non-sport mode, detect whether the vehicle meets the conditions for activating the overtaking acceleration function. When the conditions for activating the overtaking acceleration function are met, the overtaking acceleration function is activated to switch the driving mode of the vehicle from the non-sport mode to the sport mode. When the conditions for exiting the overtaking acceleration function are met, the overtaking acceleration function will be exited.

18. The automobile as claimed in claim 17, characterized in that, The conditions for activating the overtaking acceleration function include: The car is currently in drive. The vehicle's speed is greater than a first preset speed threshold; The duration for which the actual pedal opening of the vehicle is greater than the first preset pedal opening threshold exceeds the first preset duration threshold. The torque difference between the actual maximum wheel-end torque achievable by the vehicle and the maximum wheel-end torque corresponding to the current driving mode is greater than a preset torque threshold.

19. The automobile as claimed in claim 17, characterized in that, The conditions for exiting the overtaking acceleration function are as follows: The function can be exited if one of the following conditions is met: The car is currently in a non-forward gear; The car's driving mode is Sport mode; The vehicle's speed is less than the second preset speed threshold; The duration for which the actual pedal opening of the vehicle is less than the second preset pedal opening threshold exceeds the second preset duration threshold.

20. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle drive control method as claimed in any one of claims 1 to 9; or implements the functions of the vehicle as claimed in any one of claims 11 to 19.

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