WO2023125133A1 - 车辆加速控制方法、装置、车辆及存储介质 - Google Patents

车辆加速控制方法、装置、车辆及存储介质 Download PDF

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Publication number
WO2023125133A1
WO2023125133A1 PCT/CN2022/140248 CN2022140248W WO2023125133A1 WO 2023125133 A1 WO2023125133 A1 WO 2023125133A1 CN 2022140248 W CN2022140248 W CN 2022140248W WO 2023125133 A1 WO2023125133 A1 WO 2023125133A1
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Prior art keywords
vehicle
driving
calibrated
battery
short
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PCT/CN2022/140248
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English (en)
French (fr)
Inventor
刘帅
张博
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长城汽车股份有限公司
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Publication of WO2023125133A1 publication Critical patent/WO2023125133A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect

Definitions

  • the present application relates to the technical field of vehicle power systems, and in particular to a vehicle acceleration control method, device, vehicle and storage medium.
  • hybrid vehicle In modern society, the number of diesel locomotives is huge, which brings more and more serious environmental pollution problems, and the fossil fuels it consumes are not renewable. This makes hybrid vehicles more and more widely used.
  • the so-called hybrid vehicle generally refers to a gasoline-electric hybrid vehicle, which uses an electric motor and a traditional internal combustion engine as a power source.
  • the present application provides a vehicle acceleration control method, device, vehicle and storage medium to solve the technical problem of poor short-term acceleration capability of existing pure electric or hybrid electric vehicles.
  • the present application provides a vehicle acceleration control method, the method comprising:
  • the calibrated output torque of the vehicle is corrected to obtain a target calibrated output torque, and the target calibrated output torque is greater than the calibrated output torque ;
  • the calibration driving parameter is corrected to obtain the target calibration driving parameter of the driving component, and the corresponding value of the target calibration driving parameter is greater than the corresponding value of the calibration driving parameter.
  • the correction of the calibrated output torque of the vehicle based on the accelerator pedal opening and the driving mode to obtain the target calibrated output torque includes:
  • the vehicle acceleration control method further includes: limiting the power of the high-voltage accessories to a preset power value.
  • the high-voltage accessories include an air conditioner and a DC-to-DC converter, that is, a DCDC (Direct current-Direct current) converter;
  • the limiting the power of the high-voltage accessory to a preset power value includes:
  • the calibrated charging power is the charging power calculated based on the minimum voltage of the low-voltage battery;
  • the charging power of the low-voltage battery is set to the rated charging power.
  • the driving component includes a battery
  • Correcting the calibration driving parameters based on the operating parameters of the driving components to obtain the target calibration driving parameters of the driving components including:
  • the calibrated dynamic discharge power is corrected according to the dynamic discharge power correction factor to obtain a target calibrated discharge power.
  • the acquiring the dynamic discharge power correction factor includes:
  • the average temperature of the battery is calculated through the following steps:
  • HVBT Average temperature of the battery
  • HVBLT represents the lowest temperature of the battery
  • HVBHT represents the current maximum temperature of the battery
  • X represents the weighted factor
  • the driving component includes a generator; the short-term power assist of the whole vehicle is divided into two stages;
  • Correcting the calibration driving parameters based on the operating parameters of the driving components to obtain the target calibration driving parameters of the driving components including:
  • the corresponding first torque correction factor is determined according to the controller temperature look-up table, and the sum of the first torque correction factor and the calibrated driving torque is calculated to obtain the first stage The corresponding target calibration drive torque;
  • the corresponding second torque correction factor is determined according to the stator temperature look-up table, and the sum of the second torque correction factor and the calibrated driving torque is calculated to obtain the corresponding torque of the second stage Target calibrated drive torque.
  • the determination of the vehicle operating parameters includes:
  • the vehicle acceleration control method further includes:
  • the operating parameters of the vehicle include one or more of the following parameters: gear lever position, brake pedal opening, accelerator pedal opening, vehicle mode, torque output, engine speed, battery SOC, battery discharge power, battery temperature and motor temperature.
  • the gear lever is in the driving gear
  • the brake pedal opening is zero
  • the electronic parking brake The system is not activated
  • the accelerator pedal opening is greater than the preset pedal opening
  • the rate of change of the accelerator pedal opening is greater than the preset rate of change
  • the vehicle mode is in the preset mode and the difference between the requested torque and the calibrated torque is less than the preset torque value.
  • the vehicle acceleration control method further includes:
  • the short-time power assist mode is exited.
  • a vehicle acceleration control device which includes:
  • An acquisition module configured to acquire vehicle operating parameters
  • the first correction module is configured to correct the calibrated output torque of the vehicle based on the accelerator pedal opening and the driving mode when the vehicle operating parameters meet the short-term power boost activation conditions to obtain a target calibrated output torque, the target calibrated output a torque greater than said nominal output torque;
  • the second correction module is configured to correct the calibrated driving parameters based on the operating parameters of the driving component to obtain the target calibrated driving parameters of the driving component, and the corresponding value of the target calibrated driving parameter is greater than the corresponding value of the calibrated driving parameter.
  • the present application provides a vehicle, the vehicle includes an electronic device, the electronic device includes a memory, a processor, and a computer program stored in the memory and operable on the processor, the processor When the computer program is executed, the steps of the vehicle acceleration control method described in the above first aspect or any possible implementation manner of the first aspect are realized.
  • the present application provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, any one of the above first aspect or the first aspect is implemented. Steps in the vehicle acceleration control method described in a possible implementation manner.
  • the vehicle acceleration control method provided in this application can judge whether the vehicle meets the short-term power assist activation condition according to the current operating parameters of the vehicle; after entering the short-time power assist mode, the driving ability of the whole vehicle can be improved; that is, the calibration of the whole vehicle can be improved
  • the upper limit of the output torque increases the discharge power and driving torque of the drive components; the upper limit of the calibrated drive parameters of the drive components is increased so that the driver's torque request can be responded within the corresponding controllable output torque range, and the torque request will not be too large
  • the corresponding output torque response cannot be obtained; the vehicle acceleration control method provided by this application can improve the instantaneous driving ability of the drive components, so that the vehicle has better instantaneous acceleration ability, and meets the short-term acceleration demand of the driver, thereby solving the current problem.
  • Some pure electric or gasoline-electric hybrid vehicles have a technical problem of poor short-term acceleration.
  • FIG. 1 is a flow chart of the realization of the vehicle acceleration control method provided in the embodiment of the present application.
  • FIG. 2 is a flow chart for realizing a vehicle acceleration control method provided in another embodiment of the present application.
  • FIG. 3 is a schematic diagram of the structural composition of a vehicle acceleration control device provided in an embodiment of the present application.
  • Fig. 4 is a schematic diagram of the structural composition of a vehicle acceleration control device provided in another embodiment of the present application.
  • FIG. 5 is a schematic diagram of the structure and composition of an electronic device provided in an embodiment of the present application.
  • Fig. 1 is a flow chart of an implementation of a vehicle acceleration control method provided by an embodiment of the present application.
  • the method shown in FIG. 1 includes three steps 101 to 103, which are described in detail as follows.
  • Step 101 acquiring vehicle operating parameters.
  • the purpose of obtaining vehicle operating parameters is to detect whether the driver has a short-term power assist intention according to the vehicle operating parameters; When the parameter meets the short-time power assist activation condition, the operation of step 102 is performed.
  • the vehicle operating parameters include at least the gear lever position, brake pedal opening, accelerator pedal opening, vehicle mode, torque output, engine speed, SOC of the battery, battery discharge power, battery temperature, and motor temperature during vehicle operation.
  • the conditions that the driver has a short-term power assist intention include: the current gear lever is in the drive gear, the brake pedal opening is zero, the electronic parking brake system is not activated, the accelerator pedal opening is greater than the preset pedal opening, the accelerator pedal is open.
  • the speed change rate is greater than the preset change rate, the vehicle mode is in the preset mode, and the difference between the requested torque and the calibration torque is smaller than the preset torque value.
  • the driving gear includes D gear (forward gear), R gear (reverse gear) or M gear (manual gear);
  • the opening of the brake pedal is zero, that is, the driver does not step on the brake pedal, and there is no brake operation;
  • the preset pedal opening can be set to 70%, 80%, 85% and other values, preferably 80%;
  • the preset accelerator pedal opening change rate can be set to 35%, 40%, 50% and other values, preferably 40%;
  • the preset mode can be sports mode (sport mode), sports enhanced mode (sport plus mode) and a mode adapted to the terrain, such as snow mode, sand mode or mud mode;
  • the calibrated torque is the torque corresponding to the steady-state driving of the whole vehicle; when the difference between the requested torque and the calibrated torque is less than the preset torque value, the increase of the requested torque compared with the calibrated torque is small, which makes the torque smooth before and after the short-term power assist is activated. Change, no pitfalls.
  • the short-term power assist activation permission is the first level of protection to ensure the performance of the vehicle during the short-time power assist activation and after withdrawal.
  • This application involves three levels of vehicle protection for vehicle performance; from level one to level three, the requirements for short-term power assistance at all levels of vehicle protection are gradually strict.
  • the conditions for the vehicle operating parameters to meet the short-term boost activation conditions include: the engine is started and the engine speed is within the calibrated speed range; and the generator, engine, and battery are operating normally; and the SOC of the battery is greater than the preset SOC; and, the battery The difference between the actual discharge power and the maximum dynamic discharge power is greater than the preset discharge power value; and, the battery temperature and the generator temperature are within the preset temperature range.
  • the battery includes a high-voltage battery and a low-voltage battery.
  • the high-voltage battery provides power for the vehicle, and the low-voltage battery provides power for the instrument of the vehicle.
  • the SOC of the battery is greater than the preset SOC, which means that the SOC of the high-voltage battery is greater than the preset SOC.
  • the SOC of the high-voltage battery is within a safe range and can provide sufficient discharge power; the preset SOC can be calibrated according to the battery capacity and rated power;
  • the difference between the actual discharge power of the battery and the maximum dynamic discharge power is greater than the preset discharge power value, which can ensure that the battery will not be activated due to short-term acceleration, causing the actual discharge power to exceed the maximum dynamic discharge power of the battery;
  • the preset discharge power value can be based on the battery The actual discharge power of the battery and the maximum dynamic discharge power of the battery are calibrated;
  • Battery temperature includes battery maximum temperature and battery minimum temperature
  • generator temperature includes generator cooling water temperature, controller temperature and stator temperature.
  • Step 102 when the vehicle operating parameters meet the short-term boost activation conditions, based on the accelerator opening and the driving mode, the calibrated output torque of the vehicle is corrected to obtain a target calibrated output torque, which is greater than the calibrated output torque.
  • the short-time power assist activation flag is set to enter the short-time power assist mode.
  • the performance of the vehicle is improved according to the torque path controlled by the vehicle, and the instantaneous driving capability of the vehicle is improved. Because the initial torque request corresponds to the vehicle level, the performance of the vehicle is improved first; then the torque request is distributed to each drive component in the torque path, and then the performance of each drive component is improved.
  • step 102 the existing calibrated output torque corresponding to the driver's accelerator pedal opening request is increased on the original basis, thereby increasing the threshold value of the output torque, and releasing the torque limit from the source; furthermore, even if the vehicle Execute the existing operation, because of the increase of the output torque threshold, the driving performance of the whole vehicle can still be improved.
  • step 102 based on the accelerator opening and the driving mode, correcting the calibrated output torque of the whole vehicle to obtain the target calibrated output torque may include the following steps 1 to 4.
  • step 1 the opening of the accelerator pedal and the current vehicle mode are obtained.
  • the vehicle mode can be Sport, Sport Plus, Snow, Sand, or Mud.
  • step 2 based on the current vehicle mode, the calibrated output torque corresponding to the opening of the accelerator pedal is determined.
  • the accelerator pedal corresponds to different acceleration curves in different vehicle modes.
  • the acceleration curve can reflect the corresponding relationship between the opening of the accelerator pedal and the output torque.
  • the corresponding acceleration curve can be determined first according to the current vehicle mode; and then the corresponding output torque can be determined according to the opening of the accelerator pedal in the determined acceleration curve.
  • This output torque is the output torque under the normal running state of the vehicle, so it is called the calibration output torque in this scheme.
  • step 3 based on the opening degree of the accelerator pedal, a corresponding output torque correction value is determined.
  • the corresponding output torque correction value can be determined by looking up a table.
  • This table can be an accelerator pedal opening-output torque correction value preset table, and different accelerator pedal openings in this preset table correspond to different output torque correction values; the larger the accelerator pedal opening, the higher the torque requested by the driver. The larger the value, the greater the willingness to accelerate; therefore, the larger the corresponding output torque correction value should be set to meet the driver's acceleration demand.
  • the output torque correction value can be 0.9; when the accelerator pedal opening is 70, the output torque correction value can be 0.95; when the accelerator pedal opening is 80, the output torque correction value can be is 1; when the accelerator pedal opening is 85, the output torque correction value can be 1.1; when the accelerator pedal opening is 90, the output torque correction value can be 1.2; when the accelerator pedal opening is 95, the output torque correction value Can be 1.25 etc.
  • the above example is only for illustration, and the accelerator pedal opening and the corresponding output torque correction value can be set according to actual needs.
  • step 4 the sum of the output torque correction value and the calibrated output torque is calculated to obtain the target calibrated output torque.
  • the obtained target calibrated output torque is higher than the calibrated output torque, which increases the output torque threshold corresponding to the driver's accelerator pedal opening request, thereby improving the driving capability of the vehicle.
  • the vehicle acceleration control method can also include: limiting the power of the high-voltage accessories to the preset power value.
  • the performance enhancement of the drive components can be carried out.
  • the above-mentioned high-voltage accessories may include an air conditioner and a DCDC converter (ie, a direct current converter).
  • a DCDC converter ie, a direct current converter
  • the calibrated charging power which is the charging power calculated based on the minimum voltage of the low-voltage battery; set the charging power of the low-voltage battery to the calibrated charging power.
  • the air conditioner can be defined first, and then the DCDC converter can be defined; the DCDC converter can also be defined first, and then the air conditioner can be defined. limit.
  • Each calibration gear of the air conditioner corresponds to different output power of the air conditioner, and different output power of the air conditioner has different adjustment effects on the temperature.
  • the output power of the air conditioner is set at the lowest gear of the calibration gear, it can not only ensure the temperature of the cockpit is appropriate, but also reduce the output power of the air conditioner.
  • Step 103 based on the operating parameters of the driving component, the calibration driving parameter is corrected to obtain the target calibration driving parameter of the driving component, and the corresponding value of the target calibration driving parameter is greater than the corresponding value of the calibration driving parameter.
  • This step achieves an improvement in the performance of the drive components.
  • the drive components are upgraded to the basic execution part of the short-term drive, and also the second level of protection to ensure the performance of the vehicle during the activation of the short-term power assist and after exiting. While improving the performance of the drive components, consider the normal operation of the vehicle after the short-term power assist exits.
  • the driving components may include a battery and a generator; the discharged power of the battery can provide driving force for the vehicle, and the generator can provide driving torque for the vehicle.
  • step 103 based on the operating parameters of the driving component, correcting the calibration driving parameters to obtain the target calibration driving parameters of the driving component may include the following steps: obtaining the dynamic discharge power of the battery; The discharge power is switched to the calibrated dynamic discharge power; the dynamic discharge power correction factor is obtained; and the calibrated dynamic discharge power is corrected according to the dynamic discharge power correction factor to obtain the target calibrated discharge power.
  • the dynamic discharge power of the battery is relatively large, which is several thousand watts larger than the sustainable discharge power of the battery at normal temperature, and can provide high discharge power for a short time for the vehicle. Therefore, after the short-term power boost mode is activated, the available power of the vehicle can be switched from continuous discharge power to dynamic discharge power.
  • the dynamic discharge power correction factor can be obtained through the following steps: obtain the maximum temperature and minimum temperature of the battery; calculate the average temperature of the battery according to the maximum temperature and minimum temperature; obtain the SOC of the battery, and obtain the corresponding Dynamic discharge power correction factor.
  • the battery management system When the battery management system collects the battery temperature, it can collect the temperatures of multiple temperature sensors set at different positions on the battery module, so as to determine the highest temperature and the lowest temperature from the multiple temperatures. Neither the maximum temperature nor the minimum temperature of the battery module alone can reflect the current actual state of the battery. Therefore, the maximum temperature and the minimum temperature can be weighted to obtain the average temperature of the battery.
  • HVBT represents the average temperature of the battery
  • X represents the weighting factor corresponding to the current minimum temperature of the battery (different minimum temperatures correspond to different weighting factors)
  • HVBLT represents the current minimum temperature of the battery
  • HVBHT represents the current maximum temperature of the battery.
  • the preset table can be queried based on the SOC and average temperature of the battery to obtain the corresponding dynamic discharge power correction factor; this preset table can reflect the SOC, average temperature and dynamic discharge power correction factor of the battery corresponding relationship.
  • the corresponding battery's short-time power boost maximum duration T 1 can also be obtained by querying the above preset table; that is to say, the above preset table can reflect the battery's SOC, average temperature dynamics, discharge power correction factor and Correspondence of T 1 .
  • the maximum duration of the short-time power assist limits the duration of the short-time power boost of the battery; after this time is exceeded, the output power of the battery will be reduced. Therefore, it can be decided when to exit the short-time power-assist mode according to the maximum duration of the short-time power-assist mode of the battery.
  • the target calibrated discharge power is obtained, so that the target calibrated discharge power of the battery can be increased based on the current operating parameters of the battery.
  • step 103 correcting the calibrated driving parameters based on the operating parameters of the driving component to obtain the target calibrated driving parameters of the driving component may include the following steps A ⁇ D.
  • step A the cooling water temperature, controller temperature and stator temperature of the generator are obtained; when improving the performance of the generator, the driving torque is mainly determined according to the temperature of the generator.
  • step B according to the cooling water temperature, look up the table to determine the corresponding calibrated driving torque; according to this table, the corresponding maximum duration T2 of the short-time power assist of the motor can also be determined; that is to say, this table can reflect the cooling water temperature, drive Corresponding relationship between torque and maximum duration of short-time assist.
  • the maximum duration of short-time boosting limits the duration of short-time boosting of the generator; after this time is exceeded, the driving torque of the generator will be reduced. Therefore, it can be determined when to exit the short-time power-assist mode according to the maximum duration of the short-time power-assist mode of the generator.
  • step C in the first stage of short-time power assist, the corresponding first torque correction factor is determined according to the controller temperature look-up table, and the sum of the first torque correction factor and the calibrated driving torque is calculated to obtain the target corresponding to the first stage Calibrated drive torque.
  • the generator In the first stage of short-time boosting, the generator is in the low-speed and high-torque stage, and the temperature of the motor controller rises rapidly, which is the actual temperature that affects the driving ability of the generator at this time; therefore, we determine the first torque correction factor, it is determined based on the controller temperature.
  • step D in the second stage of short-time power assist, the corresponding second torque correction factor is determined according to the stator temperature look-up table, and the sum of the second torque correction factor and the calibrated driving torque is calculated to obtain the target calibrated drive corresponding to the second stage torque.
  • the whole vehicle In the second stage of short-time power assist, the whole vehicle is in the stage of rapid acceleration at medium and high speeds, and the temperature of the stator of the generator rises rapidly, which is the actual temperature that affects the driving ability of the generator at this time; therefore, when determining the second torque correction factor , determined based on the stator temperature.
  • Different torque correction factors are used in different stages of short-time power assist, so that the calibrated driving torque can be accurately corrected in different stages of short-time power assist, and an accurate target calibrated driving torque can be obtained to maximize the power performance of the generator.
  • different torque correction factors are used in different stages of short-time boosting, which can ensure that the generator will not be damaged due to overheating during short-term acceleration; at the same time, it can also ensure that the motor can quickly cool down and return to normal after the short-time boosting is over. working status.
  • the vehicle acceleration control method may further include the following step: exiting the short-term power assist mode when the vehicle operating parameters meet the short-time power assist exit condition.
  • the conditions for exiting the short-term power assist may include three conditions, and when any one of the conditions is met, the short-time power assist mode can be exited.
  • the first condition is the exit of the drive component
  • the second condition is a timeout
  • the third condition is the receipt of an exit signal.
  • the withdrawal of the drive components includes the withdrawal of battery protection and the withdrawal of generator protection, which are the third level of protection to ensure the performance of the whole vehicle after the short-term power assist is activated and withdrawn.
  • the short-time power assist mode When the difference between the maximum temperature of the battery and the maximum temperature at which the battery can continue to work is less than the preset temperature value, the short-time power assist mode will be exited; thereby avoiding the battery temperature being too high, resulting in a drop in vehicle discharge power when exiting the short-time power assist mode. pit;
  • the short-term power assist is withdrawn to maintain the electric balance
  • the preset continuous time can be obtained by looking up a table according to the difference between the battery discharge power and the maximum dynamic discharge power.
  • the short-time boost mode will be exited to prevent irreversible damage to the generator.
  • T 1 and T 2 are respectively the longest duration of the short-term power assist corresponding to the battery and the generator. If it exceeds, it will cause damage to the battery or generator, so the duration of the short-time power assist is limited to the smaller of the two By.
  • the exit signal is received, which is provided by the driver. That is to say, the above-mentioned third exit condition is actually the driver's active exit.
  • the exit signal may be an accelerator pedal opening degree signal; when the accelerator pedal opening degree is smaller than a preset opening degree, the short-term power assist mode is exited.
  • the preset opening here can be 50%, 60%, etc., preferably 60%.
  • a signal can be set to rise
  • the edge holding module can be, for example, an SR flip-flop. After the short-term power assist mode is activated, the rising edge holds all the signals that the module can obtain and maintains to prevent other signals from affecting the current short-time power boost mode; until the condition for exiting the short-time power boost mode is activated, the SR triggers The device returns to the cleared state.
  • a filter module can also be set to perform filter processing on various signals output during the execution of short-term power assist.
  • the vehicle acceleration control method described above can improve the driving capability of the whole vehicle after entering the short-time booster mode; the power of the high-voltage accessories is limited, so that more power can be allocated to the driving components, and the discharge power and driving power of the driving components can be improved. Torque, so that the drive components have a high instantaneous driving ability, meet the short-term acceleration needs of the driver, and make the vehicle have better instantaneous acceleration ability, thus solving the problem of short-term acceleration of the existing pure electric or hybrid vehicles. Technical issues with poor acceleration.
  • the above-mentioned vehicle acceleration control method also sets up a three-level vehicle performance protection mechanism to ensure that the vehicle can not only improve vehicle performance by activating short-term power assist, but also transfer torque smoothly after exiting short-time power assist mode to prevent torque dips.
  • sequence numbers of the steps in the above embodiments do not mean the sequence of execution, and the execution sequence of each process should be determined by its functions and internal logic; the sequence numbers of each step should not constitute any limitation on the implementation process of the present application .
  • FIG. 3 is a schematic diagram of the structural composition of the vehicle acceleration control device provided by the present application. For ease of description, only parts relevant to the present application are shown in the figure, and the details are as follows.
  • the vehicle acceleration control device includes: an acquisition module 301 and a correction module 302 .
  • An acquisition module 301 configured to acquire vehicle operating parameters
  • a correction module 302 configured to correct the calibrated output torque of the vehicle based on the accelerator pedal opening and the driving mode when the vehicle operating parameters meet the short-term power boost activation conditions to obtain a target calibrated output torque, which is greater than the calibrated output torque ;
  • the correction module 302 is further configured to correct the calibrated driving parameters based on the operating parameters of the driving components to obtain the target calibrated driving parameters of the driving components, and the corresponding value of the target calibrated driving parameters is greater than the corresponding value of the calibrated driving parameters.
  • the correction module 302 corrects the calibrated output torque of the vehicle based on the accelerator pedal opening and the driving mode, and when the target calibrated output torque is obtained, the correction module 302 is used to:
  • the correction module 302 corrects the calibrated output torque of the vehicle based on the accelerator pedal opening and the driving mode to obtain the target calibrated output torque, and after the correction module 302 based on the operating parameters of the drive components, the correction module 302 is further configured to: limit the power of the high-voltage accessory to a preset power value.
  • high-voltage accessories include air conditioners and DCDC converters
  • the correction module 302 limits the power of the high-voltage accessory to a preset power value, the correction module 302 is used to:
  • the calibrated charging power which is the charging power calculated based on the minimum voltage of the low-voltage battery; set the charging power of the low-voltage battery to the calibrated charging power.
  • the driving component includes a battery
  • the correction module 302 corrects the calibration drive parameters based on the operating parameters of the drive components, and when the target calibration drive parameters of the drive components are obtained, the correction module 302 is used for:
  • the calibrated dynamic discharge power is corrected according to the dynamic discharge power correction factor to obtain the target calibrated discharge power.
  • the correction module 302 when the correction module 302 obtains the dynamic discharge power correction factor, the correction module 302 is used to:
  • the driving component includes a generator; the short-term power assist of the whole vehicle is divided into two stages;
  • the correction module 302 corrects the calibration drive parameters based on the operating parameters of the drive components, and when the target calibration drive parameters of the drive components are obtained, the correction module 302 is used for:
  • the corresponding first torque correction factor is determined according to the controller temperature look-up table, and the sum of the first torque correction factor and the calibrated drive torque is calculated to obtain the target calibrated drive torque corresponding to the first stage;
  • the corresponding second torque correction factor is determined according to the stator temperature look-up table, and the sum of the second torque correction factor and the calibrated driving torque is calculated to obtain the target calibrated driving torque corresponding to the second stage.
  • the vehicle acceleration control device further includes: a detection module 303 and a trigger module 304;
  • the detection module 303 is used to detect whether the driver has a short-term assisting intention according to the vehicle operating parameters;
  • the detection module 303 is also used to detect whether the vehicle operating parameters meet the short-term power-assist activation conditions when it is detected that the driver has a short-term power-assist intention;
  • a trigger module 304 configured to set the short-term power assist activation flag to enter the short-time power assist mode
  • the correction module 302 corrects the calibrated driving parameters based on the operating parameters of the driving components to obtain the target calibrated driving parameters of the driving components, when the vehicle operating parameters meet the conditions for exiting the short-term power assist, the trigger module 304 is also used to exit the short-term power assist. Assist mode.
  • the above-mentioned vehicle acceleration control device enables the vehicle to enter the short-term boost mode, and the correction module can improve the driving ability of the whole vehicle; the power of the high-voltage accessories is limited, so that more power can be allocated to the driving components, and the driving components can be improved.
  • the discharge power and driving torque enable the driving parts to have high instantaneous driving ability, meet the driver's short-term acceleration needs, and make the vehicle have better instantaneous acceleration ability, thus solving the existing pure electric or hybrid electric vehicles Vehicles, technical problems with poor short-term acceleration.
  • the above-mentioned vehicle acceleration control method also sets up a three-level vehicle performance protection mechanism to ensure that the vehicle can not only improve the performance of the vehicle by activating the short-term power boost, but also that the torque can be transferred smoothly after exiting the short-time power boost mode to prevent torque drop .
  • the present application also provides a vehicle, which includes the electronic device 5 shown in FIG. 5 .
  • the electronic device 5 includes: a processor 50 , a memory 51 , and a computer program 52 stored in the memory 51 and operable on the processor 50 .
  • the processor 50 executes the computer program 52 , the steps in the above embodiments of the vehicle acceleration control method are implemented, such as steps 101 to 103 shown in FIG. 1 .
  • the processor 50 executes the computer program 52, it realizes the functions of the modules/units in the above-mentioned device embodiments, such as the functions of the modules 301 to 302 shown in FIG. 3 or the functions of the modules 301 to 304 shown in FIG. 4 .
  • the computer program 52 can be divided into one or more modules/units; for example, the computer program 52 can be divided into the modules 301 to 302 shown in FIG. 3 or the modules 301 to 304 shown in FIG. 4 .
  • These modules/units can be stored in the memory 51 and executed by the processor 50, so as to realize the above-mentioned various embodiments of the present application.
  • These modules/units may be a series of computer program instruction segments capable of accomplishing specific functions, and these instruction segments can describe the execution process of the computer program 52 in the electronic device 5 .
  • the electronic device 5 may include, but is not limited to, a processor 50 and a memory 51 . Those skilled in the art can understand that FIG. 5 is only an example of the electronic device 5 and does not constitute a limitation to the electronic device 5 . Electronic device 5 may include more or fewer components than shown, or combine certain components, or different components. For example, the electronic device 5 may also include an input and output device, a network access device, a bus, and the like.
  • the processor 50 can be a central processing unit (Central Processing Unit, CPU), and can also be other general-purpose processors, a digital signal processor (Digital Signal Processor, DSP), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), Field Programmable Gate Array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the above-mentioned general-purpose processor may be a microprocessor or any other conventional processor.
  • the storage 51 may be an internal storage unit of the electronic device 5 , such as a hard disk or memory of the electronic device 5 .
  • the memory 51 can also be an external storage device of the electronic device 5, such as a plug-in hard disk equipped on the electronic device 5, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash memory card (Flash Card) and so on.
  • the memory 51 may also include both an internal storage unit of the electronic device 5 and an external storage device.
  • the memory 51 is used to store a computer program 52 and other programs and data required by the electronic device 5 .
  • the memory 51 can also be used to temporarily store data that has been output or will be output.
  • the disclosed device/electronic equipment and method may be implemented in other ways.
  • the apparatus/electronic device embodiments described above are illustrative only.
  • the division of modules or units is only a logical function division, and there may be other division methods in actual implementation.
  • several units or components may be combined or integrated into another system, or some features may be omitted, or not implemented.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units. That is, the above components and units may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of each embodiment.
  • an integrated module/unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.
  • the present application implements all or part of the processes in the above-mentioned method implementation manners, which may be completed by controlling related hardware through computer programs.
  • the computer program can be stored in a computer-readable storage medium, and when the computer program is executed by the processor, the steps in the implementation manners of the above-mentioned vehicle acceleration control methods can be realized.
  • the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form.
  • Computer-readable media may include: any entity or device capable of carrying computer program code, recording media, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM), random access Memory (Random Access Memory, RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, computer readable media exclude electrical carrier signals and telecommunication signals under legislation and patent practice.

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Abstract

本申请提供一种车辆加速控制方法、装置、车辆及存储介质。该方法包括：获取车辆运行参数；当车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩；基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数。本申请能够对驾驶员的扭矩请求对应的标定输出扭矩上限进行提升，再对驱动部件的标定驱动参数上限进行提升，使整车具有更好的瞬时加速能力，满足驾驶员的短时加速需求，以解决现有的纯电动或油电混动车辆，短时加速能力不佳的技术问题。

Description

车辆加速控制方法、装置、车辆及存储介质
本专利申请要求于2021年12月28日提交的中国专利申请No.CN 202111626861.7的优先权。在先申请的公开内容通过整体引用并入本申请。
技术领域
本申请涉及车辆动力系统技术领域，尤其涉及一种车辆加速控制方法、装置、车辆及存储介质。
 背景技术
现代社会里，内燃机车数量巨大，带来的环境污染问题越来越严重，而且其消耗的化石燃料不可再生。这使得混合动力车辆的应用越来越广泛。通常所说的混合动力车辆一般是指油电混合动力车辆，其采用电动机和传统的内燃机作为动力源。
混合动力车辆大多采用蓄电池作为其车载储能载体。但是现有的蓄电池比功率低，这导致车辆的加速性能受限。比功率能够表征蓄电池单位时间内放出或吸收能量的能力。比功率越高，蓄电池单位时间能够放出的能量越多，车辆的加速性能越好。反之，如果比功率较低，则蓄电池单位时间内能够放出的能量受限；这无法满足车辆的瞬时高功率需求，从而导致车辆的加速性能不佳。为了弥补这一问题，目前通常的做法是增加蓄电池的数量。但这一做法会增加车辆的成本和重量。
 技术问题
本申请提供了一种车辆加速控制方法、装置、车辆及存储介质，以解决现有的纯电动或油电混合动力车辆，短时加速能力不佳的技术问题。
 技术解决方案
第一方面，本申请提供了一种车辆加速控制方法，该方法包括：
获取车辆运行参数；
当所述车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，所述目标标定输出扭矩大于所述标定输出扭矩；
基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，所述目标标定驱动参数对应值大于所述标定驱动参数对应值。
在一种可能的实现方式中，所述基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，包括：
获取加速踏板开度和当前车辆模式；
基于所述当前车辆模式，确定所述加速踏板开度对应的标定输出扭矩；
基于所述加速踏板开度，确定对应的输出扭矩修正值；
计算所述输出扭矩修正值与所述标定输出扭矩的和，得到目标标定输出扭矩。
在一种可能的实现方式中，在所述基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩之后，且在所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数之前，所述车辆加速控制方法还包括：将高压附件的功率限定到预设功率值。
在一种可能的实现方式中，所述高压附件包括空调和直流到直流变换器，即DCDC（Direct current-Direct current）变换器；
所述将高压附件的功率限定到预设功率值，包括：
将所述空调的输出功率设置在标定挡位的最低档位；
基于所述DCDC的低压侧的低压电池的荷电状态（State of Charge，SOC），计算标定充电功率，所述标定充电功率为基于所述低压电池的最小电压用电计算得到的充电功率；将所述低压电池的充电功率设置到所述标定充电功率。
在一种可能的实现方式中，所述驱动部件包括电池；
所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，包括：
获取所述电池的动态放电功率；
将所述电池的放电功率切换到标定动态放电功率；
获取动态放电功率修正因子；
根据所述动态放电功率修正因子修正所述标定动态放电功率，得到目标标定放电功率。
在一种可能的实现方式中，所述获取动态放电功率修正因子，包括：
获取电池的最高温度和最低温度；
根据所述最高温度和最低温度，计算得到所述电池的平均温度；
获取所述电池的SOC，并根据所述SOC和所述平均温度，查表得到对应的动态放电功率修正因子。
在一种可能的实现方式中，所述电池的平均温度通过以下步骤计算得到：
根据所述电池的最低温度，查表得到与所述最低温度对应的加权因子；
根据HVBT=X*HVBLT+(1-X)*HVBHT计算所述电池的平均温度；其中，HVBT表示电池的平均温度，HVBLT表示电池的最低温度，HVBHT表示电池当前的最高温度，X表示所述加权因子。
在一种可能的实现方式中，所述驱动部件包括发电机；整车短时助力分为两个阶段；
所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，包括：
获取所述发电机的冷却水温度、控制器温度和定子温度；
根据所述冷却水温度，查表确定对应的标定驱动扭矩；
在短时助力的第一阶段，根据所述控制器温度查表确定对应的第一扭矩修正因子，并计算所述第一扭矩修正因子与所述标定驱动扭矩的和，得到所述第一阶段对应的目标标定驱动扭矩；
在短时助力的第二阶段，根据所述定子温度查表确定对应的第二扭矩修正因子，计算所述第二扭矩修正因子与所述标定驱动扭矩的和，得到所述第二阶段对应的目标标定驱动扭矩。
在一种可能的实现方式中，对车辆运行参数的判定包括：
根据所述车辆运行参数，检测驾驶员是否存在短时助力意图；
当检测到驾驶员存在短时助力意图时，检测所述车辆运行参数是否符合短时助力激活条件；
在当所述车辆运行参数符合短时助力激活条件之后，所述车辆加速控制方法还包括：
将短时助力激活标志位置位，进入短时助力模式。
在一种可能的实现方式中，所述车辆的运行参数包括下列参数中的一个或多个：挡杆位置、制动踏板开度、加速踏板开度、车辆模式、扭矩输出、发动机转速、电池的SOC、电池放电功率、电池温度和电机温度。
在一种可能的实现方式中，当以下条件中的一个或多个达成时，判定驾驶员存在短时助力意图：挡杆处于驱动挡位、制动踏板开度为零、电子驻车制动系统未启用、加速踏板开度大于预设踏板开度、加速踏板开度变化率大于预设变化率、车辆模式处于预设模式且请求扭矩与标定扭矩之差小于预设扭矩值。
在一种可能的实现方式中，在所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数之后，所述车辆加速控制方法还包括：
当所述车辆运行参数符合短时助力退出条件时，退出短时助力模式。
第二方面，本申请提供了一种车辆加速控制装置，该装置包括：
获取模块，用于获取车辆运行参数；
第一修正模块，用于当所述车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，所述目标标定输出扭矩大于所述标定输出扭矩；
第二修正模块，用于基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，所述目标标定驱动参数对应值大于所述标定驱动参数对应值。
第三方面，本申请提供了一种车辆，所述车辆包括电子设备，电子设备包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如上第一方面或第一方面的任一种可能的实现方式所述的车辆加速控制方法的步骤。
第四方面，本申请提供了一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现如上第一方面或第一方面的任一种可能的实现方式所述的车辆加速控制方法的步骤。
 有益效果
本申请提供的车辆加速控制方法，能够通过车辆当前的运行参数判断车辆是否符合短时助力激活条件；进入短时助力模式后，能够对整车的驱动能力进行提升；即，提升整车的标定输出扭矩上限，对驱动部件的放电功率和驱动扭矩进行提高；提高驱动部件的标定驱动参数上限，使驾驶员的扭矩请求在对应的可控输出扭矩范围内得到响应，不会因扭矩请求太大得不到对应的输出扭矩响应；本申请提供的车辆加速控制方法能够提高驱动部件的瞬时驱动能力，使整车具有更好的瞬时加速能力，满足驾驶员的短时加速需求，从而解决了现有的纯电动或油电混动车辆，短时加速能力不佳的技术问题。
 附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施方式提供的车辆加速控制方法的实现流程图；
图2是本申请另一实施方式提供的车辆加速控制方法的实现流程图；
图3是本申请实施方式提供的车辆加速控制装置的结构组成示意图；
图4是本申请另一实施方式提供的车辆加速控制装置结构组成的示意图；
图5是本申请实施方式提供的电子设备的结构组成示意图。
 本发明的实施方式
以下描述中，为了说明而不是为了限定，提出了诸如特定系统结构、技术之类的具体细节，以便透彻理解本申请实施例。然而，本领域的技术人员应当清楚，在没有这些具体细节的其它实施例中也可以实现本申请。在其它情况中，省略对众所周知的系统、装置、电路以及方法的详细说明，以免不必要的细节妨碍本申请的描述。
为使本申请的目的、技术方案和优点更加清楚，下面将结合附图通过具体实施例来进行说明。
图1为本申请的一个实施方式提供的一种车辆加速控制方法的实现流程图。图1所示的方法包括101至103三个步骤，分别详述如下。
步骤101，获取车辆运行参数。
获取车辆运行参数的目的是根据车辆运行参数，检测驾驶员是否存在短时助力意图；当检测到驾驶员存在短时助力意图时，进一步判断车辆运行参数是否符合短时助力激活条件；当车辆运行参数符合短时助力激活条件时，执行步骤102的操作。
车辆运行参数至少包括车辆运行过程中的挡杆位置、制动踏板开度、加速踏板开度、车辆模式、扭矩输出、发动机转速、电池的SOC、电池放电功率、电池温度以及电机温度等参数。
驾驶员存在短时助力意图的条件包括：当前挡杆处于驱动挡位、制动踏板开度为零、电子驻车制动系统未启用、加速踏板开度大于预设踏板开度、加速踏板开度变化率大于预设变化率、车辆模式处于预设模式且请求扭矩与标定扭矩之差小于预设扭矩值。
其中：
驱动档位包括D档（前进挡）、R档（倒车档）或M档（手动挡）；
制动踏板开度为零，即驾驶员没有踩踏制动踏板，没有刹车操作；
预设踏板开度可以设置为70%、80%、85%等值，优选为80%；
预设的加速踏板开度变化率可以设置为35%、40%、50%等值，优选为40%；
预设模式可以为运动模式（sport模式）、运动加强模式（sport plus模式）以及某种与地形适配的模式，例如雪地模式、沙地模式或泥地模式；
标定扭矩为整车稳态驱动对应的扭矩；请求扭矩与标定扭矩之差小于预设扭矩值时，请求扭矩相比标定扭矩的增加量较小，这使得在短时助力激活前后，扭矩可以平顺变化，不产生跌坑。
当车辆运行参数不满足上述任一条件时，则判定驾驶员没有短时助力意图，结束流程。
短时助力激活许可是短时助力激活期间及退出以后，保证整车性能的第一级保护。本申请涉及对于整车性能的三级整车保护；从一级至三级，各级整车保护对短时助力的要求逐渐严格。
车辆运行参数符合短时助力激活条件的条件包括：发动机启动且发动机转速在标定转速范围内；且，发电机、发动机以及电池的运行状态正常；且，电池的SOC大于预设SOC；且，电池实际放电功率与最大动态放电功率之差大于预设放电功率值；且，电池温度和发电机温度在预设温度范围内。
其中：
判定发动机转速在正常范围内，是对发动机进行转速保护；发动机转速较高时，将不激活短时助力，以防止发动机因转速过高而损坏。
电池包括高压电池和低压电池，高压电池为车辆提供动力，低压电池为车辆的仪表提供电源；电池的SOC大于预设SOC，是指高压电池的SOC大于预设SOC，这是为了保证在短时助力激活期间，高压电池SOC处于安全范围内，并可以提供足够大的放电功率；预设SOC可以根据电池容量和额定功率进行标定；
电池实际放电功率与最大动态放电功率之差大于预设放电功率值，这样可以保证电池不会因为短时加速的激活，导致实际放电功率超过电池最大动态放电功率；预设放电功率值可以基于电池的实际放电功率和电池最大动态放电功率进行标定；
电池温度包括电池最高温度和电池最低温度；发电机温度包括发电机的冷却水温度、控制器温度和定子温度。
当上述的短时助力激活条件中的任一条件不符合时，结束流程。
步骤102，当车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，目标标定输出扭矩大于标定输出扭矩。
当车辆运行参数均符合短时助力激活条件时，将短时助力激活标志位进行置位，进入短时助力模式。在短时助力模式下，通过步骤102和103，根据车辆控制的扭矩路径进行车辆的性能提升，提高车辆的瞬时驱动能力。因为最初的扭矩请求是对应整车级别的，因此首先进行整车性能提升；然后扭矩请求在扭矩路径中分给各驱动部件，继而进行各驱动部件的性能提升。
首先进行整车性能提升，需要注意的是，这里进行整车性能提升时，提升的是整车驱动能力限制；即放开限制，提高标定得输出扭矩阈值；而这里进行整车性能提升时，关注的重点不是用来提升整车驱动能力的操作。步骤102中，将驾驶员的加速踏板开度请求对应的现有的标定输出扭矩的在原有基础上进行提高，从而增大了输出扭矩的阈值，从源头上放开扭矩限定；进而，即使车辆执行现有操作，因为输出扭矩阈值的增大，整车驱动性能依然能够得以提高。
步骤102中的以下步骤：基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，可以包括以下步骤1至步骤4。
在步骤1中，获取加速踏板开度和当前车辆模式。
车辆模式可以为运动模式、运动加强模式、雪地模式、沙地模式或泥地模式。
在步骤2中，基于当前车辆模式，确定加速踏板开度对应的标定输出扭矩。
加速踏板在不同车辆模式下对应不同的加速度曲线图。加速度曲线图能够反映加速踏板开度与输出扭矩的对应关系。步骤1和步骤2中，可以首先根据当前车辆模式确定对应的加速度曲线图；然后在确定的加速度曲线图中根据加速踏板开度确定对应的输出扭矩。此输出扭矩为车辆正常运行状态下的输出扭矩，因此在本方案中称为标定输出扭矩。
在步骤3中，基于加速踏板开度，确定对应的输出扭矩修正值。
在本步骤中，可以基于加速踏板开度，查表确定对应的输出扭矩修正值。此表可以为加速踏板开度-输出扭矩修正值预设表，此预设表中不同的加速踏板开度对应不同的输出扭矩修正值；加速踏板开度越大，表明驾驶员请求的扭矩越大，加速的意愿越大；因此，应该设置的对应的输出扭矩修正值越大，以满足驾驶员的加速需求。
例如，当加速踏板开度为60时，输出扭矩修正值可以为0.9；当加速踏板开度为70时，输出扭矩修正值可以为0.95；当加速踏板开度为80时，输出扭矩修正值可以为1；当加速踏板开度为85时，输出扭矩修正值可以为1.1；当加速踏板开度为90时，输出扭矩修正值可以为1.2；当加速踏板开度为95时，输出扭矩修正值可以为1.25等。以上举例仅为示意，，可以根据实际需求设置加速踏板开度与对应的输出扭矩修正值。
在步骤4中，计算输出扭矩修正值与标定输出扭矩的和，得到目标标定输出扭矩。
得到的目标标定输出扭矩高于标定输出扭矩，这提高了驾驶员加速踏板开度请求对应的输出扭矩阈值，从而提高了整车驱动能力。
在整车的性能提升完成后，需要进一步对各个部件的性能进行提升；否则在后续执行时，整车的性能提升会被各个部件自身的要求限定，导致最终无法实现整车的短时加速。
在整车性能提升后，扭矩请求在扭矩路径中分给驱动部件，此时可以开始限制高压附件；即在步骤102之后，步骤103之前，车辆加速控制方法还可以包括：将高压附件的功率限定到预设功率值。为了让驱动部件得到更多的功率分配，我们需要对其他消耗功率的部件（例如上述高压附件）进行功率限制，保证它们基本的功率需求即可。然后，即可进行驱动部件的性能提升。
上述高压附件可以包括空调和DCDC变换器（即，直流变换器）。
将高压附件的功率限定到预设功率值，包括：
将空调的输出功率设置在标定挡位的最低档位；
基于DCDC变换器的低压侧的低压电池的SOC，计算标定充电功率，标定充电功率为基于低压电池的最小电压用电计算得到的充电功率；将低压电池的充电功率设置到标定充电功率。
需要说明的是，对空调和DCDC变换器的限定操作没有前后顺序，可以先执行对空调的限定，后执行对DCDC变换器的限定；也可以先执行对DCDC变换器的限定，后执行对空调的限定。
空调的各个标定档位对应不同的空调输出功率，不同空调输出功率对温度产生不同的调节效果。将空调的输出功率设置在标定挡位的最低档位时，既可以保证驾驶舱温度合适，又可以降低空调输出功率。
步骤103，基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数，目标标定驱动参数对应值大于标定驱动参数对应值。
本步骤实现了对驱动部件的性能提升。驱动部件提升为短时驱动的基础执行部分，同时也是短时助力激活期间及退出以后保证整车性能的第二级保护。在提升驱动部件性能的同时，考虑短时助力退出后车辆的正常工作。
驱动部件可以包括电池和发电机；电池的放电功率能够为车辆提供驱动力，发电机能够为车辆提供驱动扭矩。
当驱动部件为电池时，步骤103的一部分：基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数，可以包括以下步骤：获取电池的动态放电功率；将电池的放电功率切换到标定动态放电功率；获取动态放电功率修正因子；根据动态放电功率修正因子，修正标定动态放电功率，得到目标标定放电功率。
电池的动态放电功率较大，其比常温下电池的可持续放电功率大数千瓦，可以为车辆提供短时间的高放电功率。因此在短时助力模式激活后，可以将车辆的可用功率从可持续放电功率切换至动态放电功率。
动态放电功率修正因子的可以通过以下步骤获取：获取电池的最高温度和最低温度；根据最高温度和最低温度，计算得到电池的平均温度；获取电池的SOC，并根据SOC和平均温度，得到对应的动态放电功率修正因子。
电池管理系统在采集电池温度时，可以采集电池模组上不同位置设置的多个温度传感器的温度，从而从多个温度中确定最高温度和最低温度。单独使用电池模组的最高温度或最低温度都无法体现电池当前的实际状态，因此可以对最高温度和最低温度进行加权处理，得到电池的平均温度。
根据电池的最低温度查表得到对应的加权因子，然后根据HVBT=X*HVBLT+(1-X)*HVBHT得到电池的平均温度。其中，HVBT表示电池的平均温度，X表示电池当前的最低温度对应的加权因子（不同的最低温度对应不同的加权因子），HVBLT表示电池当前的最低温度，HVBHT表示电池当前的最高温度。
在得到电池的平均温度后，即可基于电池的SOC和平均温度，查询预设表、得到对应的动态放电功率修正因子；此预设表可以反映电池的SOC、平均温度和动态放电功率修正因子的对应关系。
需要说明的是，还可以通过上述预设表查询得到对应的电池的短时助力最大持续时间T 1；也就是说，上述预设表可以反映电池的SOC、平均温度动态、放电功率修正因子和T 1的对应关系。这里短时助力最大持续时间限定了电池的短时助力的持续时间；超过此时间后，电池的输出功率将会降低。因此，可以依据电池的短时助力最大持续时间，决定何时退出短时助力模式。
最后根据动态放电功率修正因子与标定动态放电功率的和，得到目标标定放电功率，从而可以基于当前电池的运行参数提高电池的目标标定放电功率。
当驱动部件为发电机时，步骤103的一部分：基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数，可以包括以下步骤A~D。
在步骤A中，获取发电机的冷却水温度、控制器温度和定子温度；在对发电机进行性能提升时，主要根据发电机的温度确定驱动扭矩。
在步骤B中，根据冷却水温度，查表确定对应的标定驱动扭矩；根据此表还可以确定对应的电机短时助力最大持续时间T 2；也就是说，此表可以反映冷却水温度、驱动扭矩以及短时助力最大持续时间的对应关系。这里短时助力最大持续时间限定了发电机的短时助力的持续时间；超过此时间后，发电机的驱动扭矩将会降低。因此，可以依据发电机的短时助力最大持续时间，决定何时退出短时助力模式。
当驱动部件为发电机时，整车短时助力分为两个阶段。在步骤C中，在短时助力的第一阶段，根据控制器温度查表确定对应的第一扭矩修正因子，并计算第一扭矩修正因子与标定驱动扭矩的和，得到第一阶段对应的目标标定驱动扭矩。
在短时助力的第一阶段，发电机处于低转速、高扭矩阶段，电机控制器的温度上升较快，其为影响此时发电机驱动能力的实际温度；因此，我们在确定第一扭矩修正因子时，基于控制器温度确定。
在步骤D中，在短时助力的第二阶段，根据定子温度查表确定对应的第二扭矩修正因子，计算第二扭矩修正因子与标定驱动扭矩的和，得到第二阶段对应的目标标定驱动扭矩。
在短时助力的第二阶段，整车处于中高速急加速阶段，发电机的定子温度上升较快，其为影响此时发电机驱动能力的实际温度；因此，在确定第二扭矩修正因子时，基于定子温度确定。
在短时助力的不同阶段采用不同的扭矩修正因子，从而可以在短时助力的不同阶段对标定驱动扭矩进行准确的修正，得到准确的目标标定驱动扭矩，最大程度地提高发电机地动力性能。并且，在短时助力的不同阶段采用不同的扭矩修正因子，可以保证在短时加速期间发电机不会因为过热而损坏；同时也可以保证短时助力结束后，电机可以快速冷却，恢复到正常工作状态。
在步骤103之后，车辆加速控制方法还可以包括以下步骤：当车辆运行参数符合短时助力退出条件时，退出短时助力模式。
短时助力退出条件可以包括三个条件，当任一条件符合时，就可以退出短时助力模式。第一个条件是驱动部件的退出，第二条件是超时，第三个条件是接收到退出信号。
其中，驱动部件的退出包括电池保护退出和发电机保护退出，它们是短时助力激活退出后，保证整车性能的第三级保护。
当电池的最高温度与电池可持续工作的最高温度的差值，小于预设温度值时，退出短时助力模式；从而避免电池温度过高，导致退出短时助力模式时出现整车放电功率跌坑；
当电池SOC小于电池电平衡对应的SOC时，退出短时助力，以保持电量平衡；
当电池放电功率与最大动态放电功率之间的差值小于预设放电功率值，且持续预设时间时，为了防止电池放电超量和电池损坏，需要强制退出短时助力。这里的持续预设时间，可以根据电池放电功率与最大动态放电功率之间的差值查表获得。
当发电机的冷却水温度、控制器温度以及定子温度中任一温度大于或等于预设温度值时，退出短时助力模式，防止对发电机造成不可逆转的损伤。
上述超时退出的条件为：短时助力持续时间大于或等于T 1与T 2中的较小值。T 1与T 2分别是电池与发电机对应的短时助力持续的最长时间，如果超过后则会对电池或发电机造成损伤，因此限定短时助力的持续时间为两者中的较小者。
对于上述第三个退出条件，即接收到退出信号，所述退出信号由驾驶员提供。也就是说上述第三个退出条件，实际上为驾驶员主动退出。所述退出信号可以为加速踏板开度信号；当加速踏板开度小于预设开度时，退出短时助力模式。这里的预设开度可以为50%、60%等，优选60%。
需要说明的是，当退出短时助力模式时，电池放电功率与发电机的输出扭矩梯度降低，并不是立刻降低到原来正常工作水平，以使扭矩交接平顺，防止出现驱动跌坑。
参见图2，除了上述实施方式描述的车辆加速控制方法中涉及的进入短时助力模式、短时助力执行以及退出短时助力模式等流程外，在进入短时助力模式后，可以设置一个信号上升沿保持模块，例如可以为一个SR触发器。在激活短时助力模式后，所述上升沿保持模块能够得到的所有信号并进行保持，以防止别的信号影响当前的短时助力模式；直到退出短时助力模式的条件被激活时，SR触发器恢复清零状态。
在短时助力执行过程中，由于电池和电机存在短时助力持续时间的限制，因此需要计时模块的参与，以根据计时时间判定何时退出短时助力模式。另外还可以设置滤波模块，以对短时助力执行过程中输出的各种信号进行滤波处理。
上述车辆加速控制方法，进入短时助力模式后，能够对整车的驱动能力进行提升；高压附件的功率被限制，从而能够将更多的功率分配给驱动部件，提高驱动部件的放电功率和驱动扭矩，使驱动部件具备较高的瞬时驱动能力，满足驾驶员的短时加速需求，使整车具有更好的瞬时加速能力，从而解决了现有的纯电动或油电混动车辆，短时加速能力不佳的技术问题。上述车辆加速控制方法还设置了三级整车性能保护机制，确保车辆不仅能通过激活短时助力提高整车性能，而且退出短时助力模式后，扭矩能够平顺交接，以防止出现扭矩跌坑。
应理解，上述实施方式中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定；各步骤的序号不应对本申请的实施过程构成任何限定。
以下为本申请的装置实施方式，对于其中未详尽描述的细节，可以参考上述对应的方法实施方式。
图3是本申请提供的车辆加速控制装置的结构组成示意图。为了便于说明，图中仅示出了与本申请相关的部分，详述如下。
如图3所示，车辆加速控制装置包括：获取模块301和修正模块302。
获取模块301，用于获取车辆运行参数；
修正模块302，用于当车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，目标标定输出扭矩大于标定输出扭矩；
修正模块302，还用于基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数，目标标定驱动参数对应值大于标定驱动参数对应值。
在一种可能的实现方式中，修正模块302基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩时，修正模块302用于：
获取加速踏板开度和当前车辆模式；
基于当前车辆模式，确定加速踏板开度对应的标定输出扭矩；
基于加速踏板开度，确定对应的输出扭矩修正值；
计算输出扭矩修正值与标定输出扭矩的和，得到目标标定输出扭矩。
在一种可能的实现方式中，在修正模块302基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩之后，且在修正模块302基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数之前，修正模块302还用于：将高压附件的功率限定到预设功率值。
其中，高压附件包括空调和DCDC变换器；
修正模块302将高压附件的功率限定到预设功率值时，修正模块302用于：
将空调的输出功率设置在标定挡位的最低档位；
基于DCDC的低压侧的低压电池的SOC，计算标定充电功率，标定充电功率为基于低压电池的最小电压用电计算得到的充电功率；将低压电池的充电功率设置到标定充电功率。
在一种可能的实现方式中，驱动部件包括电池；
修正模块302基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数时，修正模块302用于：
获取电池的动态放电功率；
将电池的放电功率切换到标定动态放电功率；
获取动态放电功率修正因子；
根据动态放电功率修正因子修正标定动态放电功率，得到目标标定放电功率。
在一种可能的实现方式中，修正模块302获取动态放电功率修正因子时，修正模块302用于：
获取电池的最高温度和最低温度；
根据最高温度和最低温度，计算得到电池的平均温度；
获取电池的SOC，并根据SOC和平均温度，查表得到对应的动态放电功率修正因子。
在一种可能的实现方式中，驱动部件包括发电机；整车短时助力分为两个阶段；
修正模块302基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数时，修正模块302用于：
获取发电机的冷却水温度、控制器温度和定子温度；
根据冷却水温度，查表确定对应的标定驱动扭矩；
在短时助力的第一阶段，根据控制器温度查表确定对应的第一扭矩修正因子，计算第一扭矩修正因子与标定驱动扭矩的和，得到第一阶段对应的目标标定驱动扭矩；
在短时助力的第二阶段，根据定子温度查表确定对应的第二扭矩修正因子，计算第二扭矩修正因子与标定驱动扭矩的和，得到第二阶段对应的目标标定驱动扭矩。
在一种可能的实现方式中，如图4所示，车辆加速控制装置还包括：检测模块303和触发模块304；
在获取模块301获取车辆运行参数后，检测模块303，用于根据车辆运行参数，检测驾驶员是否存在短时助力意图；
检测模块303，还用于当检测到驾驶员存在短时助力意图时，检测车辆运行参数是否符合短时助力激活条件；
触发模块304，用于将短时助力激活标志位置位，进入短时助力模式；
在修正模块302基于驱动部件的运行参数，对标定驱动参数进行修正，得到驱动部件的目标标定驱动参数之后，当车辆运行参数符合短时助力退出条件时，触发模块304，还用于退出短时助力模式。
上述车辆加速控制装置，使车辆进入短时助力模式后，修正模块能够对整车的驱动能力进行提升；高压附件的功率被限制，从而能够将更多的功率分配给驱动部件，提高驱动部件的放电功率和驱动扭矩，使驱动部件具备较高的瞬时驱动能力，满足驾驶员的短时加速需求，使整车具有更好的瞬时加速能力，从而解决了现有的纯电动或油电混动车辆，短时加速能力不佳的技术问题。上述车辆加速控制方法还设置了三级整车性能保护机制，确保车辆不仅能通过激活短时助力提高整车的性能，而且退出短时助力模式后，扭矩能够平顺交接，以防止出现扭矩跌坑。
本申请还提供了一种车辆，该车辆包括图5所示的电子设备5。如图5所示，电子设备5包括：处理器50、存储器51以及存储在存储器51中并可在处理器50上运行的计算机程序52。处理器50执行计算机程序52时实现上述各个车辆加速控制方法实施例中的步骤，例如图1所示的步骤101至步骤103。或者，处理器50执行计算机程序52时实现上述各装置实施例中各模块/单元的功能，例如图3所示模块301至302的功能或图4所示模块301至304的功能。
示例性的，计算机程序52可以被分割成一个或多个模块/单元；例如，计算机程序52可以被分割成图3所示模块301至302或图4所示模块301至304。这些模块/单元能够被存储在存储器51中，并由处理器50执行，以实现本申请上述各个实施方式。这些模块/单元可以是能够完成特定功能的一系列计算机程序指令段，这些指令段能够描述计算机程序52在电子设备5中的执行过程。
电子设备5可以包括，但不仅限于，处理器50和存储器51。本领域技术人员可以理解，图5仅仅是电子设备5的示例，并不构成对电子设备5的限定。电子设备5可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件。例如，电子设备5还可以包括输入输出设备、网络接入设备、总线等。
处理器50可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器 (Digital Signal Processor，DSP)、专用集成电路 (Application Specific Integrated Circuit，ASIC)、现场可编程门阵列 (Field-Programmable Gate Array，FPGA) 或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。上述通用处理器可以是微处理器或者其它任何常规的处理器等。
存储器51可以是电子设备5的内部存储单元，例如电子设备5的硬盘或内存。存储器51也可以是电子设备5的外部存储设备，例如电子设备5上配备的插接式硬盘，智能存储卡（Smart Media Card，SMC），安全数字（Secure Digital，SD）卡，闪存卡（Flash Card）等。进一步地，存储器51还可以既包括电子设备5的内部存储单元也包括外部存储设备。存储器51用于存储计算机程序52以及电子设备5所需的其他程序和数据。存储器51还可以用于暂时地存储已经输出或者将要输出的数据。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明。实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。实施方式中的各功能单元、模块可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。另外，各功能单元、模块的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。上述装置中单元、模块的具体工作过程，可以参考前述方法实施方式中的对应过程，在此不再赘述。
在上述实施方式中，对各个实施方式的描述都各有侧重，某个实施方式没有详述或记载的部分，可以参见其它实施方式的相关描述。
本领域普通技术人员可以意识到，本申请公开的实施方式描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。本领域普通技术人员可以针对每个特定的应用，使用不同方法来实现所描述的功能，但是这些实现方法不应认为超出本申请的范围。
在本申请所提供的实施方式，应该理解，所揭露的装置/电子设备和方法，可以通过其它的方式实现。例如，以上所描述的装置/电子设备实施方式仅仅是示意性的。例如，模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式。例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通讯连接可以是通过一些接口，装置或单元的间接耦合或通讯连接，可以是电性，机械或其它的形式。
作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元。即，上述部件和单元可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现各个实施方式的方案的目的。
集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请实现上述各个方法实施方式中的全部或部分流程，可以通过计算机程序来控制相关的硬件来完成。所述计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个车辆加速控制方法实施方式的步骤。其中，计算机程序包括计算机程序代码，计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。计算机可读介质可以包括：能够携带计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器（Read-Only Memory，ROM）、随机存取存储器（Random Access Memory，RAM）、电载波信号、电信信号以及软件分发介质等。需要说明的是，计算机可读介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减。例如在某些司法管辖区，根据立法和专利实践，计算机可读介质不包括是电载波信号和电信信号。
以上实施方式仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施方式对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施方式所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施方式技术方案的精神和范围，均应包含在本申请的保护范围之内。

Claims (15)

  1. 一种车辆加速控制方法，其特征在于，包括：
    获取车辆运行参数；
    当所述车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，所述目标标定输出扭矩大于所述标定输出扭矩；
    基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，所述目标标定驱动参数对应值大于所述标定驱动参数对应值。
  2. 根据权利要求1所述的车辆加速控制方法，其特征在于，所述基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，包括：
    获取加速踏板开度和当前车辆模式；
    基于所述当前车辆模式，确定所述加速踏板开度对应的标定输出扭矩；
    基于所述加速踏板开度，确定对应的输出扭矩修正值；
    计算所述输出扭矩修正值与所述标定输出扭矩的和，得到目标标定输出扭矩。
  3. 根据权利要求1所述的车辆加速控制方法，其特征在于，在所述基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩之后，且在所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数之前，所述车辆加速控制方法还包括：将高压附件的功率限定到预设功率值。
  4. 根据权利要求3所述的车辆加速控制方法，其特征在于，所述高压附件包括空调和DCDC（Direct current-Direct current）变换器；
    所述将高压附件的功率限定到预设功率值，包括：
    将所述空调的输出功率设置在标定挡位的最低档位；
    基于所述DCDC变换器的低压侧的低压电池的SOC（State of Charge，荷电状态），计算标定充电功率，所述标定充电功率为基于所述低压电池的最小电压用电计算得到的充电功率；将所述低压电池的充电功率设置到所述标定充电功率。
  5. 根据权利要求1所述的车辆加速控制方法，其特征在于，所述驱动部件包括电池；
    所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，包括：
    获取所述电池的动态放电功率；
    将所述电池的放电功率切换到标定动态放电功率；
    获取动态放电功率修正因子；
    根据所述动态放电功率修正因子修正所述标定动态放电功率，得到目标标定放电功率。
  6. 根据权利要求5所述的车辆加速控制方法，其特征在于，所述获取动态放电功率修正因子，包括：
    获取电池的最高温度和最低温度；
    根据所述最高温度和最低温度，计算得到所述电池的平均温度；
    获取所述电池的SOC，并根据所述SOC和所述平均温度，查表得到对应的动态放电功率修正因子。
  7. 根据权利要求6所述的车辆加速控制方法，其特征在于，所述电池的平均温度通过以下步骤计算得到：
    根据所述电池的最低温度，查表得到与所述最低温度对应的加权因子；
    根据HVBT=X*HVBLT+(1-X)*HVBHT计算所述电池的平均温度；其中，HVBT表示电池的平均温度，HVBLT表示电池的最低温度，HVBHT表示电池当前的最高温度，X表示所述加权因子。
  8. 根据权利要求1所述的车辆加速控制方法，其特征在于，所述驱动部件包括发电机；整车短时助力分为两个阶段；
    所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，包括：
    获取所述发电机的冷却水温度、控制器温度和定子温度；
    根据所述冷却水温度，查表确定对应的标定驱动扭矩；
    在短时助力的第一阶段，根据所述控制器温度查表确定对应的第一扭矩修正因子，并计算所述第一扭矩修正因子与所述标定驱动扭矩的和，得到所述第一阶段对应的目标标定驱动扭矩；
    在短时助力的第二阶段，根据所述定子温度查表确定对应的第二扭矩修正因子，计算所述第二扭矩修正因子与所述标定驱动扭矩的和，得到所述第二阶段对应的目标标定驱动扭矩。
  9. 根据权利要求1-8中任一项所述的车辆加速控制方法，其特征在于，对车辆运行参数的判定包括：
    根据所述车辆运行参数，检测驾驶员是否存在短时助力意图；
    当检测到驾驶员存在短时助力意图时，检测所述车辆运行参数是否符合短时助力激活条件；
    当所述车辆运行参数符合短时助力激活条件之后，所述车辆加速控制方法还包括：
    将短时助力激活标志位置位，进入短时助力模式。
  10. 根据权利要求9所述的车辆加速控制方法，其特征在于，所述车辆的运行参数包括下列参数中的一个或多个：挡杆位置、制动踏板开度、加速踏板开度、车辆模式、扭矩输出、发动机转速、电池的SOC、电池放电功率、电池温度和电机温度。
  11. 根据权利要求9所述的车辆加速控制方法，其特征在于，当以下条件中的一个或多个达成时，判定驾驶员存在短时助力意图：挡杆处于驱动挡位、制动踏板开度为零、电子驻车制动系统未启用、加速踏板开度大于预设踏板开度、加速踏板开度变化率大于预设变化率、车辆模式处于预设模式且请求扭矩与标定扭矩之差小于预设扭矩值。
  12. 根据权利要求1-8任一项所述的车辆加速控制方法，其特征在于，在所述基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数之后，所述车辆加速控制方法还包括：
    当所述车辆运行参数符合短时助力退出条件时，退出短时助力模式。
  13. 一种车辆加速控制装置，其特征在于，包括：
    获取模块，用于获取车辆运行参数；
    修正模块，用于当所述车辆运行参数符合短时助力激活条件时，基于加速踏板开度和驾驶模式，对整车标定输出扭矩进行修正，得到目标标定输出扭矩，所述目标标定输出扭矩大于所述标定输出扭矩；
    所述修正模块，还用于基于驱动部件的运行参数，对标定驱动参数进行修正，得到所述驱动部件的目标标定驱动参数，所述目标标定驱动参数对应值大于所述标定驱动参数对应值。
  14. 一种车辆，所述车辆包括电子设备，电子设备包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如上的权利要求1至12中任一项所述的车辆加速控制方法的步骤。
  15. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现如上的权利要求1至12中任一项所述的车辆加速控制方法的步骤。
PCT/CN2022/140248 2021-12-28 2022-12-20 车辆加速控制方法、装置、车辆及存储介质 WO2023125133A1 (zh)

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