Vehicle control method, related equipment and vehicle

Abstract

The present application provides a vehicle control method, related equipment and vehicle, the method comprising: in response to determining that a gear switching instruction has been received, reducing the output torque and value of the engine and the front axle motor to a preset value. The gear of the vehicle is switched to the target gear indicated by the gear switching instruction through the transmission, and the clutch is controlled to remain in a closed state during the gear switching process until the gear switching is completed. During the gear shifting process, the state of the clutch remains unchanged and is continuously maintained in a closed state, eliminating the process of the clutch opening first and then closing, reducing the time consumed by the clutch state change, and thereby reducing the gear shifting time. In response to the completion of the gear switching, the output torque of the engine and the front axle motor are increased respectively, and the vehicle returns to a normal driving state. In this process, since the gear shifting time is reduced, the probability of unexpected abnormal problems occurring in the vehicle is greatly reduced, thereby improving the user's driving experience.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, related equipment and a vehicle. Background Art

[0002] The development of vehicle hybrid technology is changing with each passing day, and hybrid models are constantly being updated, especially the plug-in hybrid electric vehicles (PHEV) models are increasing. Compared with traditional vehicles, PHEV models have great advantages in power, comfort, economy, etc. due to the support of power batteries and drive motors, which greatly improves the driving experience of drivers and passengers while reducing the cost of using the vehicle.

[0003] However, during the gear shifting process of current hybrid vehicles, the clutch will first open and then close, resulting in a longer gear shifting time. The longer gear shifting time will increase the probability of unexpected abnormal situations and affect the user's driving experience. Summary of the invention

[0004] In view of this, the purpose of the present application is to propose a vehicle control method, related equipment and vehicle to solve the problem of long gear shifting time in hybrid vehicles.

[0005] Based on the above purpose, the first aspect of the present application provides a vehicle control method, comprising:

[0006] In response to determining that a gear shift command is received, reducing the sum of the output torques of the engine and the first motor to a preset value;

[0007] The gear of the vehicle is switched to the target gear indicated by the gear switching instruction through the transmission, and the clutch is controlled to remain in a closed state during the gear switching process until the gear switching is completed.

[0008] Optionally, reducing the output torque and value of the engine and the first motor to a preset value includes:

[0009] The output torque of the engine is controlled to decrease to a preset value, and the output torque of the first motor is controlled to decrease to a preset value.

[0010] Optionally, reducing the output torque and value of the engine and the first motor to a preset value includes:

[0011] The output torque of the engine and the output torque of the first motor are respectively reduced, and the sum of the output torques of the engine and the first motor is controlled to be equal to a preset value.

[0012] Optionally, the step of switching the gear of the vehicle to the target gear indicated by the gear switching instruction through the transmission includes:

[0013] Switching the gear position of the vehicle to neutral by means of the transmission, and adjusting the rotation speeds of the engine and the first motor to target rotation speeds corresponding to the target gear position respectively;

[0014] Based on the real-time output torque of the engine and the transmission oil temperature, the auxiliary torque is determined through a preset corresponding relationship;

[0015] In the process of switching the gear of the vehicle from neutral to the target gear through the transmission, the first motor is controlled to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0016] Optionally, in the preset corresponding relationship, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

[0017] Optionally, after determining that the gear switching instruction is received, the method further includes:

[0018] The second motor is controlled to output a compensation torque, wherein a value of the compensation torque is equal to a value obtained by reducing the output torques of the engine and the first motor.

[0019] Optionally, the determining that a gear switching instruction is received includes:

[0020] In response to receiving a drive mode switch command between a series drive mode and a direct drive mode, or receiving a target gear switch command in the direct drive mode, it is determined that a gear switch command has been received.

[0021] A second aspect of the present application also provides a vehicle control device, comprising:

[0022] a torque reduction module configured to reduce the output torque and value of the engine and the first motor to a preset value in response to determining that a gear shift instruction is received;

[0023] The shift module is configured to switch the gear of the vehicle to the target gear indicated by the gear switching instruction through the transmission, and control the clutch to remain in a closed state during the gear switching process until the gear switching is completed.

[0024] The third aspect of the present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described in the first aspect when executing the computer program.

[0025] A fourth aspect of the present application also provides a vehicle, comprising the electronic device as described in the third aspect.

[0026] As can be seen from the above, the vehicle control method, related equipment and vehicle provided by the present application include: in response to determining that a gear shift instruction is received, the output torque and value of the engine and the first motor are reduced to a preset value, thereby achieving torque reduction of the engine and the first motor. In the present application, the engine and the first motor are connected by a clutch, and when the torque is reduced, the engine and the first motor are operated as a whole to reduce the torque. The gear of the vehicle is switched to the target gear indicated by the gear shift instruction through the transmission, and the clutch is controlled to be in a closed state during the gear shift. The process of the clutch opening first and then closing is cancelled, the time consumed by the clutch state change is reduced, and the shifting time is thereby reduced. In response to the completion of the gear shift, the output torque of the engine and the first motor are increased respectively, and the vehicle returns to a normal driving state. In this process, since the shifting time is reduced, the probability of unexpected abnormal problems occurring in the vehicle is greatly reduced, thereby improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 A schematic diagram of a vehicle architecture according to an embodiment of the present application;

[0029] Figure 2 A schematic flow chart of a vehicle control method according to an embodiment of the present application;

[0030] Figure 3 This is a gear shift timing diagram of an embodiment of the present application;

[0031] Figure 4 This is a gear shift timing diagram of another embodiment of the present application;

[0032] Figure 5 A schematic diagram of the structure of a vehicle control device according to an embodiment of the present application;

[0033] Figure 6 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0035] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0036] Figure 1 A schematic diagram of the vehicle architecture of an embodiment of the present application is shown. Figure 1 As shown, the hybrid power system of the hybrid vehicle of the present application includes a front axle power system and a rear axle power system. The front axle power system includes an engine 01, a clutch 02, a front axle motor 03 and a transmission 04. When the clutch 02 is closed, the engine 01 is connected to the front motor 03, and after the clutch 02 is disconnected, the engine 01 and the front motor 03 are disconnected. The input shaft of the transmission 04 is connected to the front axle to transmit the driving force to the front wheel. The rear axle power system includes a rear axle motor 05 and a differential 06. The hybrid power system mainly involves two working modes, series and direct drive, when the gear is switched. In the series mode, the clutch 02 is disconnected, and the engine 01 can drive the front axle motor 03 to generate electricity, provide electrical energy for the rear axle motor 05, and drive the vehicle through the rear axle motor 05. When the vehicle is underpowered, the power battery intervenes to jointly provide electrical energy for the rear axle motor 05. When the vehicle is sufficiently powered, the engine 01 drives the front axle motor 03 to generate electricity, which can not only provide electrical energy for the rear axle motor 05, but also charge the power battery. In direct drive mode, the clutch 02 is closed and the engine 01 can directly drive the vehicle through the transmission 04.

[0037] At present, when a hybrid vehicle needs to shift gears, the output torque of the front axle motor and the output torque of the engine are reduced to zero at the same time, and the clutch is disconnected. The transmission is controlled to shift gears through the automatic transmission control unit (TCU). The engine speed and the speed of the front axle motor are adjusted. When it is determined that the difference between the speed of the front axle motor and the shaft speed of the whole vehicle is lower than the predetermined value, the current gear of the vehicle is switched to the target gear. When it is determined that the difference between the speed of the engine and the shaft speed of the whole vehicle is lower than the predetermined value, the clutch is closed. The output torque of the front axle motor and the output torque of the engine are adjusted according to the received torque request, and the vehicle resumes normal driving and completes the shifting process. The whole process takes about 3 to 5 seconds, which is a long time. During this period, if the target mode or target gear of the vehicle changes abnormally during the shifting process due to changes in driver operation or vehicle status, it may cause abnormal vehicle operation and affect the user's driving experience.

[0038] In view of this, the present application proposes a vehicle control method, which keeps the clutch in a closed state during the gear shifting process, reduces the gear shifting time, can effectively avoid the probability of abnormal operation of the vehicle, and improve the user's driving experience.

[0039] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0040] This application proposes a vehicle control method, referring to Figure 2 , including the following steps:

[0041] Step 102: In response to determining that a gear shift instruction is received, reducing the sum of the output torques of the engine and the first motor to a preset value.

[0042] Specifically, when the hybrid vehicle has a gear shifting requirement, the vehicle-side controller will receive a gear shifting instruction, which includes a target gear, which is the gear that the vehicle is about to switch to. Exemplarily, the vehicle-side controller may be a vehicle control unit (VCU), a hybrid control unit (HCU), etc. In the present application, the first motor may be a front axle motor. Figure 1As shown, the engine and the front axle motor are connected together through a clutch, and can be used as a whole to adjust the output torque and value when the clutch is closed. Hybrid vehicles have gear switching requirements in two situations. One is the switching between series drive mode and direct drive mode. At this time, if the series mode is switched to direct drive mode, the transmission needs to shift gears. If the direct drive mode is switched to series mode, the transmission needs to shift gears. The other is shifting in direct drive mode. In series drive mode, the vehicle does not have a gear switching requirement, while in direct drive mode, the engine directly drives the vehicle and there is a gear switching requirement. When switching from series drive mode to direct drive mode, the gear needs to be switched to the target gear.

[0043] In this embodiment, the preset value is a value close to zero or a zero value. Because in the actual operation process, due to factors such as signal fluctuations, it is impossible to accurately ensure that the output torque can be absolutely reduced to zero. In order to ensure smooth and smooth gear shifting, when the gearbox shifts, the torque of the gearbox input shaft needs to be reduced to a preset value. Based on the hybrid vehicle architecture, the torque of the gearbox input shaft is equal to the sum of the output torques of the engine and the front axle motor. Therefore, in this step, as long as the sum of the output torques of the engine and the front axle motor is ensured to be reduced to zero or close to zero, it can be ensured that the gearbox can shift smoothly.

[0044] Step 104: Switch the gear of the vehicle to the target gear indicated by the gear switching instruction through the transmission, and control the clutch to remain in a closed state during the gear switching process until the gear switching is completed.

[0045] Specifically, when the gearbox is shifting, the TCU controls the gearbox to disengage the gear, and then shifts to the target gear to complete the gear shifting process. During the gear shifting process, the clutch is continuously in the closed state. Since the clutch opening and closing process is eliminated, part of the time required for gear shifting is saved, the gear shifting process is faster, and the probability of abnormal operation of the vehicle during the gear shifting process is greatly reduced.

[0046] In response to the gear shift being completed, the output torques of the engine and the first motor are respectively increased.

[0047] Specifically, after the gear shift is completed, the torque increase process of the engine and the front axle motor is executed. The output torque of the engine and the front axle motor are adjusted to their respective corresponding output torque target values, completing the gear shift process so that the vehicle can return to normal driving state. Among them, the output torque target values ​​corresponding to the engine and the front axle motor are calculated by the HCU according to the vehicle driving requirements, which will not be elaborated here.

[0048] Based on the above steps 102 to 106, the present embodiment provides a vehicle control method, the method comprising: in response to determining that a gear shift instruction is received, reducing the output torque and value of the engine and the front axle motor to a preset value, thereby achieving torque reduction of the engine and the front axle motor. In the present application, the engine and the front axle motor are connected by a clutch, and when the torque is reduced, the engine and the front axle motor are operated as a whole to reduce the torque. The gear of the vehicle is switched to the target gear indicated by the gear shift instruction through the transmission, and the clutch is controlled to be in a closed state during the gear shift until the gear shift is completed. The process of the clutch opening first and then closing is cancelled, the time consumed by the clutch state change is reduced, and the time of the gear shift is reduced. In response to the completion of the gear shift, the output torque of the engine and the front axle motor are increased respectively, and the vehicle returns to a normal driving state. In this process, since the gear shift time is reduced, the probability of unexpected abnormal problems in the vehicle is greatly reduced, and the user's driving experience is improved.

[0049] Controlling the output torque and value of the engine and the front axle motor to drop to a preset value includes two methods, which are described below through specific embodiments.

[0050] In some embodiments, reducing the sum of the output torques of the engine and the first motor to a preset value includes:

[0051] The output torque of the engine is controlled to decrease to a preset value, and the output torque of the front axle motor is controlled to decrease to a preset value.

[0052] Specifically, the preset value in this embodiment can be a zero value. If the output torque and value of the engine and the front axle motor need to be reduced to zero, the output torque of the engine and the output torque of the front axle motor can be reduced to zero respectively. In this way, it can be ensured that the output torque and value of the engine and the front axle motor are reduced to zero. At this time, the output torque of the engine is the driving torque, and the output torque of the front axle motor is the power generation torque. The driving torque and the power generation torque are in opposite directions. For the convenience of distinction, in this application, an identifier + is added before the driving torque, and an identifier - is added before the power generation torque. Exemplarily, the driving torque output by the engine is 30Nm, and the power generation torque output by the front axle motor is -20Nm (the negative sign here indicates that the direction of the power generation torque is opposite to the driving torque, and does not mean that the power generation torque is a negative value). Reduce the output torque of the engine and the output torque of the front axle motor respectively. Exemplarily, reduce the output torque of the engine from 30Nm to 0Nm, and reduce the output torque of the front axle motor from -20Nm to 0Nm. In the process of torque reduction, due to problems such as control accuracy, the output torque may not be completely reduced to zero, and the output torque is actually close to zero. Through the above method, the output torque and value of the engine and front axle motor can be accurately adjusted to ensure that the gearbox can shift smoothly.

[0053] In another embodiment, reducing the sum of the output torques of the engine and the first motor to a preset value comprises:

[0054] The output torque of the engine and the output torque of the front axle motor are respectively reduced, and the sum of the output torques of the engine and the front axle motor is controlled to be equal to a preset value.

[0055] Specifically, considering that the input shaft torque of the gearbox is equal to the output torque and value of the engine and the front axle motor, the smooth shifting of the gearbox can be achieved as long as the output torque and value of the engine and the front axle motor are ensured to be the preset value. Since the output torques of the engine and the front axle motor are opposite in direction, in addition to reducing the output torque of the engine and the output torque of the front axle motor to the preset values ​​in the aforementioned embodiment, the output torque of the engine can also be adjusted to be equal to the output torque of the front axle motor, that is, after the driving torque of the engine and the power generation torque of the front axle motor offset each other, the output torque and value of the engine and the front axle motor can still be equal to the preset value. Exemplarily, the output torque of the engine is reduced from 30Nm to 20Nm, and the output torque of the front axle motor is reduced from -40Nm to -20Nm, so that the output torque of the engine 20Nm and the output torque of the front axle motor -20Nm can offset each other, and the input shaft torque of the gearbox is still equal to zero. Compared with the torque reduction method of the previous embodiment, in this embodiment, it is not necessary to reduce the output torque of the engine and the front axle motor to the preset value respectively, that is, the adjustment range of the output torque of the engine and the front axle motor is reduced, and accordingly, the time for torque reduction is reduced, and the subsequent transmission can complete the shifting as soon as possible. The method of this embodiment can not only accurately reduce the output torque and value of the engine and the front axle motor to the preset value, but also save the time required for torque reduction and further improve the shifting rate because it is not necessary to completely reduce the output torque of the engine and the front axle motor to zero compared with the previous embodiment.

[0056] In the present application, during the gear shifting process, in order to improve the noise, vibration and sound roughness (NVH) problems during the gear shifting process, the front axle motor is controlled to output an additional torque of a certain value to maintain the target speed of the front axle motor after speed regulation, which is explained below through a specific embodiment.

[0057] In some embodiments, the step of switching the gear of the vehicle to the target gear indicated by the gear switching instruction through the transmission comprises the following steps:

[0058] Step 202: Switch the gear of the vehicle to neutral through the transmission, and adjust the speeds of the engine and the first motor to target speeds corresponding to the target gear, respectively.

[0059] Specifically, during the shifting process, the transmission is first controlled to shift out of gear, that is, the transmission is controlled to switch from the current gear to neutral through the TCU. The transmission can only shift out of gear when the sum of the output torque of the engine and the output torque of the front axle motor is equal to the preset value (the preset value is close to zero). Therefore, the engine and the front axle motor are first torque-reduced so that the sum of the output torque of the engine and the output torque of the front axle motor is equal to the preset value. The transmission performs the shifting, and then the engine and the front axle motor are speed-regulated respectively. In specific implementation, the speed of the engine and the speed of the front axle motor are respectively adjusted to the target speed. Among them, the target speed is the speed matching the target gear. During the speed regulation process, in order to increase the speed of the engine and the speed of the front axle motor, the sum of the output torque of the engine and the output torque of the front axle motor needs to be increased accordingly to ensure that the speed of the engine and the speed of the front axle motor can be increased to the target speed. Among them, the sum of the output torque is consistent with the direction of the output torque of the engine, or the sum of the output torque is consistent with the direction of the output torque of the front axle motor. That is, no matter which direction the sum of the output torque is in, as long as the engine speed and the front axle motor speed can be increased to the target speed, it will be sufficient.

[0060] When the engine speed and the front axle motor speed are both adjusted to the target speed, the sum of the engine output torque and the front axle motor output torque is reduced to the preset value again. At this time, the transmission can shift gears from neutral to the target gear, and the gear switching is completed.

[0061] Step 204: Based on the real-time output torque of the engine and the transmission oil temperature, the auxiliary torque is determined through a preset corresponding relationship.

[0062] In this embodiment, during the speed regulation of the engine and the front axle motor, the front axle motor is controlled to output auxiliary torque, mainly to maintain the engine speed at the target speed. Since the friction resistance between the components inside the engine and the front axle motor needs to be overcome during the increase in the speed of the engine and the front axle motor, if the front axle motor is not requested to output auxiliary torque, the speed of the engine and the front axle motor may drop and will not be able to maintain the target speed. After the front axle motor outputs the auxiliary torque, it can help the engine and the front axle motor maintain their speed at the target speed to ensure the subsequent successful gear shifting. Therefore, during the speed regulation of the engine and the front axle motor, the TCU will request an auxiliary torque from the HCU, and then the HCU will control the front axle motor to output the auxiliary torque to maintain the target speed of the front axle motor after the speed regulation.

[0063] In addition, during the shifting process, the engine and the front axle motor have processes such as torque reduction, speed regulation and torque increase. During this period, since the clutch is continuously in a closed state, the engine and the front axle motor are also continuously connected. The changes in the output torque and speed of the engine and the front axle motor, as well as the changes in the gear position of the transmission during the shifting process, will increase the vibration amplitude of the interconnected engine, clutch, front axle motor and internal components of the transmission, thereby causing NVH problems. While the front axle motor outputs auxiliary torque, it can also improve the NVH problem during the shifting process. This is because if the speed of the front axle motor can be stably maintained at the target speed, the front axle motor is in a stable speed state. Since the engine is connected to the front axle motor, after the speed of the front axle motor is stable, the speed stability of the engine can be improved. In this way, the vibration amplitude of the internal components of the engine and the front axle motor can be effectively reduced, thereby improving the NVH problem during the shifting process.

[0064] Before the TCU issues a request for auxiliary torque, it needs to determine the specific value of the required auxiliary torque, which can be determined by querying from the preset correspondence. The auxiliary torque is determined based on the real-time output torque of the engine and the transmission oil temperature. In the preset correspondence, the correspondence between the real-time output torque of the engine, the transmission oil temperature and the auxiliary torque is determined. When the real-time output torque of the engine and the transmission oil temperature are known, the auxiliary torque can be uniquely determined. Since the preset correspondence is calibrated in advance, the efficiency of determining the auxiliary torque can be improved by quickly querying the preset correspondence when determining the auxiliary torque.

[0065] Step 206 : During the process of switching the gear of the vehicle from neutral to the target gear through the transmission, control the first motor to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0066] Specifically, after the speed regulation of the engine and the front axle motor is completed, the TCU controls the transmission to switch the gear from neutral to the target gear, and in this process, the front axle motor is controlled by the HCU to output the target torque. In specific implementation, the TCU sends the auxiliary torque request determined in the above steps to the HCU, and the HCU determines the target torque based on the auxiliary torque request, and controls the front axle motor to output the target torque. The target torque is equal to the sum of the auxiliary torque and the real-time output torque of the front axle motor. In the aforementioned embodiment, before the gear shift, the engine and the front axle motor are torque-reduced. After the torque reduction, the real-time output torque of the front axle motor may be zero or greater than zero. During the speed regulation process, the real-time output torque of the front axle motor is greater than zero. In this embodiment, the absolute value of the auxiliary torque is less than 10Nm. The reason why the auxiliary torque is set to a smaller value is that the auxiliary torque is mainly to overcome the friction resistance between the internal components of the engine and the front axle motor when adjusting the speed. Therefore, a smaller auxiliary torque can overcome the friction resistance, and there is no need to set a larger auxiliary torque.

[0067] In addition, the auxiliary torque is also the output torque of the front axle motor, which is opposite to the output torque of the engine. Therefore, the identifier - is added before the auxiliary torque, that is, the value of the auxiliary torque is between -10Nm and 0Nm. If the real-time output torque of the front axle motor is -30Nm and the auxiliary torque is -5Nm, the target torque = -30Nm + (-5Nm) = -35Nm. If the real-time output torque of the front axle motor is 0Nm and the auxiliary torque is -5Nm, the target torque = 0 + (-5Nm) = -5Nm.

[0068] Through the method of this embodiment, during the transmission shifting process, by requesting the front axle motor to output additional auxiliary torque on the basis of the real-time output torque, the speed of the front axle motor after speed regulation is ensured to be maintained at the target speed, and the NVH problem during the gear shifting process can be significantly improved, further improving the smoothness during the gear shifting process, and providing users with a good driving experience.

[0069] The relationship between the real-time output torque of the engine, the transmission oil temperature and the auxiliary torque in the corresponding relationship is explained below through a specific embodiment.

[0070] In some embodiments, in the preset corresponding relationship, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

[0071] Specifically, in the vehicle architecture of the present application, the engine, front axle motor and transmission are arranged on the same shaft, and the speed of the engine and the front axle motor will directly act on the transmission. If the transmission oil temperature is too low, the resistance to the rotation of the shaft will increase, which will directly affect the speed of the engine and the front axle motor, causing the speed of the engine and the front axle motor to slow down and fail to maintain the target speed. The auxiliary torque output by the front axle motor is to maintain the target speed of the front axle motor output. If the transmission oil temperature is too low, the value of the auxiliary torque will be increased accordingly, which can increase the speed of the front axle motor, offset the impact of the low transmission oil temperature, and ensure that the speed of the front axle motor remains unchanged at the target speed.

[0072] Since the clutch is continuously in a closed state in the present application, the front axle motor and the engine are connected together, that is to say, the real-time output torque of the engine will affect the output torque of the front axle motor. If the real-time output torque of the engine increases, the auxiliary torque of the front axle motor will also increase accordingly. Therefore, in the corresponding relationship, if the real-time output torque remains unchanged, the auxiliary torque decreases as the transmission oil temperature increases, and the auxiliary torque increases as the transmission oil temperature decreases. If the transmission oil temperature remains unchanged, the auxiliary torque increases as the real-time output torque increases, and the auxiliary torque decreases as the real-time output torque decreases. The corresponding relationship is obtained by pre-calibration, and in the corresponding relationship, the transmission oil temperature, the real-time output torque of the engine, and the auxiliary torque are numerically one-to-one corresponding.

[0073] Through the method of this embodiment, in the corresponding relationship, the relationship between the engine's real-time output torque, auxiliary torque and transmission oil temperature is pre-calibrated. When the auxiliary torque needs to be determined, it can be quickly determined by querying the corresponding relationship, thereby improving the determination efficiency on the basis of ensuring the accuracy of the auxiliary torque, which is conducive to timely improving the NVH problem when shifting into gear.

[0074] In the present application, since the gear shifting process requires torque reduction, the vehicle's dynamic performance will be affected. In order to maintain the vehicle's dynamic performance, during the gear shifting process, the second motor is required to output a certain driving torque to temporarily provide power for the vehicle, which is explained below through a specific embodiment.

[0075] In some embodiments, after determining that a gear switching instruction is received, the method further includes:

[0076] The second motor is controlled to output a compensation torque, wherein a value of the compensation torque is equal to a value obtained by reducing the output torque of the engine and the output torque of the first motor.

[0077] Specifically, the second motor in this embodiment can be a rear axle motor. In the process of reducing the output torque and value of the engine and the front axle motor to a preset value, the rear axle motor is controlled to output a compensation torque, and the compensation torque is equal to the value of the output torque and value reduction. Exemplarily, if the output torque and value reduction value is 80Nm, the compensation torque is equal to 80Nm. The compensation torque is set to be equal to the value of the output torque and value reduction in order to compensate for the problem of decreased vehicle driving force during the gear shifting process. The rear axle motor outputs the compensation torque to maintain the vehicle's power without affecting the normal driving of the vehicle. During the gear shifting process, the vehicle's power will not decrease, ensuring the user's driving experience.

[0078] In a hybrid vehicle, the vehicle will perform a gear switch when two situations occur. The two situations are described below through embodiments. In some embodiments, the determination of receiving a gear switch instruction includes:

[0079] In response to receiving a drive mode switch command between a series drive mode and a direct drive mode, or receiving a target gear switch command in the direct drive mode, it is determined that a gear switch command has been received.

[0080] Specifically, hybrid vehicles include a series mode and a direct drive mode. On the one hand, when switching from the series mode to the direct drive mode, it is necessary to determine the target gear in the direct drive mode, and after the transmission switches to the target gear, the drive mode switch is completed. When switching from the direct drive mode to the series mode, the transmission needs to be disengaged, that is, switched from the current gear to the neutral gear.

[0081] On the other hand, in the direct drive mode, when there is a need to shift gears, the gear switching is executed, and the gear shift is completed after the transmission switches to the target gear. Therefore, when a drive mode switching instruction between the series drive mode and the direct drive mode is received, or a target gear switching instruction in the direct drive mode is received, it is determined that the current vehicle has a need to shift gears, and the gear shift is executed immediately. The method of this embodiment can accurately determine whether the vehicle has a need to shift gears, and when there is a need, the gear switching instruction is executed immediately, ensuring that the vehicle can respond to the shift demand in a timely manner and maintain normal driving of the vehicle.

[0082] It should be noted that the embodiments of the present application can be further described in the following manner:

[0083] Figure 3 1 shows a timing diagram of the gear shifting in an embodiment of the present application. Figure 3As shown in the figure, the gear switching process includes three stages. Before the gear switching, the actual power mode of the vehicle is the direct drive mode, the target power mode is the direct drive mode, the target gear is the first gear, the actual gear is the first gear, and the clutch is in the closed state. The engine output torque is not zero, and the vehicle is directly driven by the engine. The front axle motor output torque is not zero, and the front axle motor generates electricity. The rear axle motor output torque is zero, and the front axle motor speed regulation state is not activated. In the stage ① of the gear switching, the target gear is changed to the second gear, the actual gear is the first gear, and there is a gear switching demand. The clutch is still in the closed state, the engine output torque and the front axle motor output torque are both reduced to zero, and the rear axle motor output torque is increased. In the stage ② of the gear switching, the transmission is disengaged, and the actual gear is changed from the first gear to the neutral gear. The TCU controls the clutch to open, the engine output torque and the front axle motor output torque remain at zero, the rear axle motor output torque is equal to the compensation torque, and the front axle motor completes the speed regulation. In the gear shifting stage ③, the transmission shifts into gear, the actual gear changes from neutral to second gear, and the TCU controls the clutch to close. The engine output torque and the front axle motor output torque gradually recover to the target value according to the gradient, and the rear motor output torque gradually decreases to zero according to the gradient. The front axle motor speed regulation state is in the inactive state. At this point, the gear shifting process is completed. In this process, the clutch is first opened and then closed, and the entire gear shifting process is relatively long.

[0084] In order to reduce the time spent on gear shifting, Figure 4 FIG. 2 shows a gear shift timing diagram of another embodiment of the present application. Figure 4As shown in the figure, the gear switching process includes three stages. Before the gear switching, the actual power mode of the vehicle is the direct drive mode, the target power mode is the direct drive mode, the target gear is the first gear, the actual gear is the first gear, and the clutch is in a closed state. The engine output torque is not zero, the front axle motor output torque is not zero, the rear axle motor output torque is zero, and the front axle motor speed regulation state is not activated. In the stage ① of the gear switching, the target gear is changed to the second gear, the actual gear is the first gear, there is a gear switching demand, the clutch is still in a closed state, the engine output torque and the front axle motor output torque are both reduced to zero, and the rear axle motor output torque is increased. In the stage ② of the gear switching, the transmission is disengaged, and the actual gear is changed from the first gear to the neutral gear. The clutch is continuously in a closed state, the engine output torque and the front axle motor output torque remain at zero, the rear axle motor output torque is equal to the compensation torque, and the front axle motor completes the speed regulation. In the stage ③ of the gear switching, the transmission shifts, the actual gear is changed from the neutral gear to the second gear, and the clutch is continuously in a closed state. The engine output torque and the front axle motor output torque gradually return to the target value according to the gradient, and the rear motor output torque gradually decreases to zero according to the gradient. The front axle motor speed regulation state is in an inactive state. At this point, the gear shift process is completed. During the above-mentioned shifting process, the clutch is continuously in a closed state, which reduces the process of the clutch opening first and then closing, reduces the time required for shifting, and then reduces the probability of unexpected abnormal problems in the vehicle during the shifting process, thereby improving the user's driving experience.

[0085] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0086] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0087] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0088] refer to Figure 5 , the vehicle control device comprises:

[0089] The torque reduction module 402 is configured to reduce the output torque and value of the engine and the first motor to a preset value in response to determining that the gear shift instruction is received;

[0090] The gear shift module 404 is configured to switch the gear of the vehicle to the target gear indicated by the gear shift instruction through the transmission, and control the clutch to remain in a closed state during the gear shift until the gear shift is completed.

[0091] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0092] The device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0093] In some embodiments, the torque reduction module 402 is configured to control the output torque of the engine to decrease to a preset value, and control the output torque of the first motor to decrease to a preset value.

[0094] In some embodiments, the torque reduction module 402 is configured to reduce the output torque of the engine and the output torque of the first motor respectively, and control the sum of the output torques of the engine and the first motor to be equal to a preset value.

[0095] In some embodiments, the shift module 404 is configured to switch the gear of the vehicle to neutral through the transmission, and adjust the speeds of the engine and the first motor to the target speeds corresponding to the target gear respectively;

[0096] Based on the real-time output torque of the engine and the transmission oil temperature, the auxiliary torque is determined through a preset corresponding relationship;

[0097] In the process of switching the gear of the vehicle from neutral to the target gear through the transmission, the first motor is controlled to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0098] In some embodiments, in the preset corresponding relationship, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

[0099] In some embodiments, the system further includes a compensation module configured to control the second motor to output a compensation torque, wherein a value of the compensation torque is equal to a value obtained by reducing the output torque of the engine and the output torque of the first motor.

[0100] In some embodiments, the torque reduction module 402 is configured to determine that a gear switching instruction is received in response to receiving a driving mode switching instruction between a series driving mode and a direct driving mode, or receiving a target gear switching instruction in the direct driving mode.

[0101] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0102] Figure 6 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0103] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0104] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0105] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0106] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0107] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0108] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0109] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0110] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle control method described in any of the above embodiments.

[0111] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0112] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0113] Based on the same concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0114] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0115] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power / ground connections to the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device may be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present application are to be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0116] Although the present application has been described in conjunction with specific embodiments of the present application, many alternatives, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the discussed embodiments.

[0117] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: In response to determining that a gear shift command is received, reducing the sum of the output torques of the engine and the first motor to a preset value; Switching the gear of the vehicle to the target gear indicated by the gear switching instruction through the transmission includes: Switching the gear position of the vehicle to neutral by means of the transmission, and adjusting the rotation speeds of the engine and the first motor to target rotation speeds corresponding to the target gear position respectively; Based on the real-time output torque of the engine and the transmission oil temperature, the auxiliary torque is determined through a preset corresponding relationship; In the process of switching the gear of the vehicle from neutral to the target gear through the transmission, controlling the first motor to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor; And during the gear switching process, the clutch is controlled to remain in a closed state until the gear switching is completed.

2. The method according to claim 1, characterized in that The step of reducing the sum of the output torques of the engine and the first motor to a preset value comprises: The output torque of the engine is controlled to decrease to a preset value, and the output torque of the first motor is controlled to decrease to a preset value.

3. The method according to claim 1, characterized in that The step of reducing the sum of the output torques of the engine and the first motor to a preset value comprises: The output torque of the engine and the output torque of the first motor are respectively reduced, and the sum of the output torques of the engine and the first motor is controlled to be equal to a preset value.

4. The method according to claim 1, characterized in that: In the preset corresponding relationship, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

5. The method according to claim 1, characterized in that After determining that the gear switching instruction is received, the method further includes: The second motor is controlled to output a compensation torque, wherein a value of the compensation torque is equal to a value obtained by reducing the output torque of the engine and the output torque of the first motor.

6. The method according to claim 1, characterized in that The step of determining that a gear switching instruction has been received includes: In response to receiving a drive mode switch command between a series drive mode and a direct drive mode, or receiving a target gear switch command in the direct drive mode, it is determined that a gear switch command has been received.

7. A vehicle control device, characterized in that: include: a torque reduction module configured to reduce the output torque and value of the engine and the first motor to a preset value in response to determining that the gear shift instruction is received; The gear shift module is configured to switch the gear of the vehicle to the target gear indicated by the gear shift instruction through the transmission, including: Switching the gear position of the vehicle to neutral by means of the transmission, and adjusting the rotation speeds of the engine and the first motor to target rotation speeds corresponding to the target gear position respectively; Based on the real-time output torque of the engine and the transmission oil temperature, the auxiliary torque is determined through a preset corresponding relationship; In the process of switching the gear of the vehicle from neutral to the target gear through the transmission, controlling the first motor to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor; And during the gear switching process, the clutch is controlled to remain in a closed state until the gear switching is completed.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 6 is implemented.

9. A vehicle, characterized in that: The vehicle comprises the electronic device as claimed in claim 8.

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