Gearbox system powertrain operating mode control method, apparatus and device

Abstract

The application provides a gearbox system power assembly working mode control method, device and equipment, and belongs to the technical field of vehicles. The method comprises the following steps: acquiring vehicle driving data, and determining torque demand and a shift point according to the vehicle driving data; determining two motors among four motors as working motors, and determining the other two motors among the four motors as auxiliary motors; controlling the working motors to start a torque output working mode, and controlling the auxiliary motors to start an idling working mode, so as to control the gearbox system to shift according to the shift point; acquiring an auxiliary rotating speed of the auxiliary motor; controlling the auxiliary motor to switch from the idling working mode to a zero-torque output working mode; acquiring a working condition point of the working motor; and then controlling the auxiliary motor to switch from the zero-torque output working mode to a torque output working mode, so as to control the gearbox system to shift according to the shift point. The application can reduce unnecessary resistance and loss, and improve system efficiency and economy.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device and equipment for controlling the operating mode of a powertrain in a transmission system. Background Technology

[0002] With the continuous upgrading of national emission standards, pure electric vehicles have gradually become the mainstream. Therefore, improving the power shift control mode of the transmission system in pure electric vehicles to enhance the efficiency of the transmission system and thus improve the overall vehicle economy has become a research hotspot in the industry.

[0003] Currently, in existing technologies, the powertrain solution adopts a single-motor 6AMT (Automated Manual Transmission) control scheme with a low-speed, high-torque motor. The existing scheme mainly performs real-time gear shifting based on changes in throttle and vehicle speed.

[0004] However, the inventors discovered that the prior art has at least the following technical problems: due to the low speed range of a single motor, the efficient operating area of ​​the motor is reduced accordingly, which reduces the efficiency of the gearbox system and thus leads to low overall vehicle economy. Summary of the Invention

[0005] This application provides a method, device, and equipment for controlling the powertrain operating mode of a transmission system, in order to solve the problem of reduced efficiency of the transmission system, which leads to low overall vehicle economy.

[0006] In a first aspect, this application provides a method for controlling the operating mode of a powertrain in a transmission system. The transmission system includes a transmission and four motors that transmit power to the transmission via a gear meshing mechanism. The method includes:

[0007] Acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data;

[0008] Based on the torque requirement and the preset calculation formula, two of the four motors are determined to be working motors, and the other two of the four motors are determined to be auxiliary motors.

[0009] The working motor is controlled to start in torque output mode, and the auxiliary motor is controlled to start in idle mode, so as to control the gearbox system to shift gears at the shift points;

[0010] Obtain the auxiliary speed of the auxiliary motor;

[0011] If the auxiliary speed is greater than or equal to the speed threshold, the auxiliary motor is controlled to switch from the idling working mode to the zero torque output working mode.

[0012] Obtain the operating point of the motor;

[0013] If the operating point meets the boundary conditions of the working area, the auxiliary motor is controlled to switch from the zero torque output working mode to the torque output working mode, so as to control the gearbox system to shift gears at the shift point.

[0014] In one possible implementation, the vehicle driving data includes vehicle speed, accelerator pedal angle, and brake pedal angle; correspondingly, determining the torque requirement and shift point based on the vehicle driving data includes: determining the actual gear based on the vehicle speed; determining the target gear based on the accelerator pedal angle or brake pedal angle and the actual gear; determining the torque requirement based on the target gear; determining the target vehicle speed based on the target gear and the actual gear; and determining the shift point based on the vehicle speed and the target vehicle speed.

[0015] In one possible implementation, determining two of the four motors as working motors and the other two as auxiliary motors based on the torque requirement includes: filtering the torque requirement to obtain the actual torque requirement; inputting the actual torque requirement into a preset calculation formula to determine two of the four motors as working motors and the other two as auxiliary motors.

[0016] In one possible implementation, after obtaining the auxiliary speed of the auxiliary motor, the method further includes: if the auxiliary speed is less than the speed threshold, then returning to the step of obtaining vehicle driving data.

[0017] In one possible implementation, after obtaining the operating point of the working motor, the method further includes: if the operating point meets the boundary conditions of the non-working area, then returning to the step of controlling the auxiliary motor to switch from the idling working mode to the zero torque output working mode.

[0018] In one possible implementation, the method further includes: acquiring the working status information of the working motor; if the working status information indicates failure, then determining the auxiliary motor as the target working motor.

[0019] Secondly, this application provides a powertrain operating mode control device for a transmission system, the transmission system including a transmission and four motors that transmit power to the transmission via a gear meshing mechanism, the device comprising:

[0020] The acquisition module is used to acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data.

[0021] The calculation module is used to determine two of the four motors as working motors and the other two motors as auxiliary motors based on the torque requirement and the preset calculation formula.

[0022] The control module is used to control the starting torque output working mode of the working motor and the idling working mode of the auxiliary motor, so as to control the gearbox system to shift gears at the shift points;

[0023] The acquisition module is also used to acquire the auxiliary speed of the auxiliary motor;

[0024] The control module is used to control the auxiliary motor to switch from the idling working mode to the zero torque output working mode if the auxiliary speed is greater than or equal to the speed threshold.

[0025] The acquisition module is also used to acquire the operating point of the working motor;

[0026] The control module is further configured to control the auxiliary motor to switch from the zero torque output working mode to the torque output working mode if the working condition point meets the working area boundary conditions, so as to control the gearbox system to shift gears at the shift point.

[0027] In one possible implementation, the system further includes a fault handling module, used to acquire the operating status information of the working motor; if the operating status information indicates failure, then the auxiliary motor is determined to be the target working motor.

[0028] Thirdly, this application provides a server, including: at least one processor and memory;

[0029] The memory stores computer-executed instructions;

[0030] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the powertrain operating mode control method for the transmission system as described in the first aspect above.

[0031] Fourthly, this application provides a computer-readable storage medium storing an instruction executed by a computer, which, when executed by a processor, implements the powertrain operating mode control method for a transmission system as described in the first aspect above.

[0032] This application provides a method, device, and equipment for controlling the powertrain operating modes of a transmission system. By acquiring vehicle driving data, torque and shift points are determined. Two of the four motors are designated as working motors, and the other two as auxiliary motors. The working motors are controlled to start in torque output mode to provide torque to the transmission, while the auxiliary motors are controlled to idle. This avoids situations where a single motor cannot meet the vehicle's maximum torque requirement, leading to longer torque output response time and reduced efficiency. While meeting the current torque requirement, the resistance and losses of the two auxiliary motors are reduced. When the auxiliary motor's auxiliary speed is greater than or equal to a speed threshold, the auxiliary motor is controlled to switch from idle mode to zero torque output mode, balancing torque response requirements with reduced torque output lag. Once the operating points of the two working motors meet the boundary conditions of their operating range, the two auxiliary motors are switched back to torque output mode, fully utilizing their efficient operating range, reducing unnecessary resistance and losses, and thus improving system efficiency and economy. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the structure of the four-motor-4EMT transmission system provided in the embodiments of this application;

[0035] Figure 2 A flowchart illustrating the powertrain operating mode control method for a transmission system provided in this application embodiment;

[0036] Figure 3 A schematic diagram of the structure of the powertrain operating mode control device for the transmission system provided in this application embodiment. Figure 1 ;

[0037] Figure 4 A schematic diagram of the structure of the powertrain operating mode control device for the transmission system provided in this application embodiment. Figure 2 ;

[0038] Figure 5 A schematic diagram of the hardware structure of the powertrain operating mode control device for the transmission system provided in this application embodiment. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] Currently, the mode switching control method of single motor-6AMT basically follows the control method of traditional fuel vehicles. However, since the speed range of a single motor is relatively low, the efficient working area of ​​the motor is reduced accordingly. Therefore, four motor-4EMT transmission system is gradually being used.

[0041] Figure 1 This is a schematic diagram of the four-motor-4EMT transmission system provided in an embodiment of this application. Figure 1 As shown, in a four-motor-4EMT (Electro-Mechanical Transmission) gearbox system, the power input shaft of the gearbox connects to four motors via a gear transmission mechanism. Each of the four motors' power output shafts is equipped with a small gear, which meshes with a large gear mounted on the gearbox's power input shaft. The 4EMT then amplifies the torque to drive the wheels. The inventors discovered that if the traditional operating mode switching control method used in gasoline vehicles—that is, controlling the operating mode switching through 4EMT gear changes—is still employed, the high-efficiency, high-torque range of each of the four motors is not fully utilized. Sometimes, increasing the number of motors is necessary, which increases the resistance and losses of the motors, thereby reducing the overall efficiency and economy of the four-motor-4EMT gearbox system.

[0042] To solve the above-mentioned technical problems, the embodiments of this application provide the following technical concept for solving the problems: without increasing or even reducing the number of shifting gears, the number of working motors and auxiliary motors can be flexibly allocated to increase the working mode of the four-motor-4EMT transmission system, so that the working motors can work in the high-efficiency range as much as possible, thereby improving the efficiency of the 4-EMT transmission system and thus improving the overall vehicle economy.

[0043] Figure 2 This is a flowchart illustrating the powertrain operating mode control method for a transmission system provided in this application embodiment. The execution entity in this embodiment can be a vehicle computer, a controller or chip connected to the transmission system, or other related computer devices. No particular limitation is imposed on this embodiment.

[0044] like Figure 1 and Figure 2As shown in the embodiment of this application, the powertrain operating mode control method for a transmission system includes a transmission system and four motors that transmit power to the transmission system via a gear meshing mechanism. The method includes:

[0045] S201: Acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data.

[0046] In this embodiment, the vehicle driving data is real-time data. When the driver needs to shift gears or increase power, the vehicle driving data can be obtained through sensors installed on the vehicle.

[0047] Specifically, in an optional embodiment of this application, the vehicle driving data includes vehicle speed, accelerator pedal angle, and brake pedal angle. Correspondingly, step S201, which determines the torque requirement and shift point based on the vehicle driving data, includes:

[0048] S201a: Determine the actual gear based on vehicle speed.

[0049] In this embodiment, the actual gear information can be determined based on the vehicle speed by matching a commonly used vehicle speed and gear matching table. For example, if the vehicle speed obtained from the instrument panel is between 30 and 40, the corresponding actual gear can be 3.

[0050] S201b: Determine the target gear based on the accelerator pedal angle or brake pedal angle and the actual gear position.

[0051] In this embodiment, the accelerator pedal angle can be the angle of rotation of the accelerator pedal after it is subjected to force, as collected by the accelerator pedal sensor. There is a corresponding relationship between the accelerator pedal angle and the gear that needs to be increased or the vehicle speed that needs to be increased. For example, when the actual gear is 1st gear and the accelerator pedal angle is less than 5 degrees, it means that the target gear does not need to be increased, and the target gear is 1st gear. When the accelerator pedal angle is greater than 10 degrees but less than 30 degrees, it means that the target gear is 2nd gear. When the accelerator pedal angle is greater than 30 degrees, the target gear can be 3rd gear or 4th gear.

[0052] S201c: Determine the torque requirement based on the target gear.

[0053] In this embodiment, there is a correlation between the target gear and torque. Torque requirement refers to the torque required to reach the target gear.

[0054] S201d: Determine the target vehicle speed based on the target gear, and determine the shift point based on the vehicle speed and the target vehicle speed.

[0055] In this embodiment, the shift point refers to the timing or speed point at which the vehicle changes gears at an appropriate time based on its speed. For example, if the target gear is 3rd gear and the target speed is 30km / h to 40km / h, and the actual gear is 2nd gear, then if the speed increases to 36km / h, it is necessary to shift to 3rd gear.

[0056] S202: Based on the torque requirement and the preset calculation formula, two of the four motors are determined as working motors, and the other two motors are determined as auxiliary motors.

[0057] In this embodiment, the preset calculation formula can be an inequality formula, such as: torque requirement ≥ the high-efficiency capability range of the two motors. If the inequality does not hold, then the two motors are determined to be the working motors; if it holds, then all four motors are determined to be the working motors.

[0058] In an optional embodiment of this application, the preset calculation formula in S202 may also be:

[0059] Number of working motors = Torque requirement ÷ Limit of a single motor

[0060] In the formula, the limit for a single motor can be the boundary value of the efficient operating region of a single motor, which varies with the rotational speed. For example, if the torque requirement is 400 Nm and the rotational speed of the efficient operating region of a single motor is 9000 r / min, according to the commonly used torque-speed correspondence of a single motor, the limit for a single torque is 200 Nm, thus determining that the number of working motors is two.

[0061] S203: Controls the starting torque output working mode of the working motor and controls the starting idle working mode of the auxiliary motor to control the gearbox system to shift gears at shift points.

[0062] In this embodiment, the torque output working mode refers to the transmission of torque to the power output shaft of the gearbox via a gear transmission mechanism after the working motor starts. The auxiliary motor idling mode refers to the state where the pinion connected to the auxiliary motor in the gear transmission structure is disengaged from the large gear connected to the power input shaft of the gearbox. In this case, only two working motors are needed to control the gearbox to shift gears according to the shift point. Shifting refers to the process of controlling the shift paddles to change the gearbox from the actual gear to the target gear.

[0063] S204: Obtain the auxiliary speed of the auxiliary motor.

[0064] In this embodiment, the auxiliary speed of the auxiliary motor can be acquired by a crankshaft position sensor installed on the motor.

[0065] S205: If the auxiliary speed is greater than or equal to the speed threshold, the auxiliary motor is controlled to switch from the idling working mode to the zero torque output working mode.

[0066] S206: Obtain the operating point of the working motor.

[0067] In this implementation, the operating point can be a coordinate point on the motor operating condition diagram of the working motor. The coordinate point on the motor operating condition diagram consists of a horizontal axis representing the speed value and a vertical axis representing the torque value. The four quadrants of the motor operating condition diagram correspond to the four states of the motor. For example, the first quadrant corresponds to positive torque and positive speed, the second quadrant corresponds to negative torque and positive speed, and so on. Therefore, the operating point of the working motor can be obtained by collecting the torque and speed of the working motor.

[0068] S207: If the operating point meets the boundary conditions of the working area, the auxiliary motor is controlled to switch from zero torque output mode to torque output mode in order to control the gearbox system to shift gears according to the shift point.

[0069] In this embodiment, the working area boundary condition can be that the operating point falls on any point on the boundary line of the efficient working area of ​​a single motor. If the operating point meets the working area boundary condition, it means that the efficient working areas of the two working motors have been fully utilized. At this time, the output torque of the two auxiliary motors can be controlled, and the gearbox system can be controlled to complete the gear shift at the shift point.

[0070] In summary, the powertrain operating mode control method for the transmission system provided in this application acquires vehicle driving data to determine torque and shift points, then identifies two of the four motors as working motors and the other two as auxiliary motors. The working motors are then controlled to start in torque output mode to provide torque to the transmission, while the auxiliary motors are controlled to idle. This avoids situations where a single motor cannot meet the vehicle's maximum torque requirement, leading to longer torque output response time and reduced efficiency. While meeting the current torque requirement, the resistance and losses of the two auxiliary motors are reduced. When the auxiliary motor's auxiliary speed is greater than or equal to a speed threshold, the auxiliary motor is controlled to switch from idle mode to zero torque output mode, balancing torque response requirements with reduced motor torque output lag. Only when the operating points of the two working motors meet the boundary conditions of their operating regions are the two auxiliary motors switched to torque output mode, fully utilizing their efficient operating regions, reducing unnecessary resistance and losses, and thus improving system efficiency and economy.

[0071] Based on the above embodiments, in an optional embodiment of this application, step S202 includes:

[0072] S202a: Filter the torque demand to obtain the actual torque demand.

[0073] S202b: Input the actual torque requirement into the preset calculation formula to determine two of the four motors as working motors and the other two of the four motors as auxiliary motors.

[0074] In this embodiment, the torque demand data is transmitted as a signal. Filtering refers to the process of removing specific frequency bands from the signal to reduce fluctuations and noise in the signal transmitting the torque demand. The actual torque demand refers to the torque value that is closer to the true torque requirement after filtering.

[0075] In summary, the powertrain operating mode control method for the transmission system provided in this application further reduces the impact of noise or fluctuations on torque demand by filtering the torque demand, making it closer to the actual torque demand. This results in a more accurate number of working motors, reducing the losses and resistance caused by redundant working motors, thereby improving the efficiency of the transmission system.

[0076] In an optional embodiment of this application, after step S204, the method further includes:

[0077] If the auxiliary speed is less than the speed threshold, return to the step of obtaining vehicle driving data.

[0078] In this embodiment, if the auxiliary speed is less than the speed threshold, it means that the gearbox can meet the torque requirements without the auxiliary motor applying torque. In this case, the auxiliary motor can be kept in an idling state.

[0079] Based on the above embodiments, in an optional embodiment of this application, after step S206, the method further includes:

[0080] If the operating point meets the boundary conditions of the non-working area, then return to step S205 to control the auxiliary motor to switch from the idling working mode to the zero torque output working mode.

[0081] In this embodiment, the non-working area boundary condition can be any point where the operating point falls outside the boundary line of the efficient working area of ​​a single motor. Satisfying the non-working area boundary condition indicates that the two working motors have not yet reused their efficient working areas. If the two auxiliary motors are controlled to switch to torque output mode at this time, it will cause increased resistance and losses, reducing system efficiency.

[0082] In an optional embodiment of this application, the powertrain operating mode control method for the transmission system provided in this embodiment further includes:

[0083] Step A: Obtain the working status information of the working motor.

[0084] Step B: If the working status information is "failed", then determine the auxiliary motor as the target working motor.

[0085] In this embodiment, the working status information can be whether the working motor is in a running state or a failed and stopped state. When the working motor is in a failed and stopped state, the two auxiliary motors are replaced with the working motor. This can basically cover the high-efficiency working area of ​​the motor, and the system efficiency will not be reduced too much when a fault occurs.

[0086] In summary, the powertrain operating mode control method for the transmission system provided in this application can also determine the two auxiliary motors as working motors when the working motor fails, so as to maintain the high-efficiency operation of the transmission system, taking into account both performance and efficiency.

[0087] Figure 3 A schematic diagram of the structure of the powertrain operating mode control device for the transmission system provided in this application embodiment. Figure 1 The gearbox system includes a gearbox and four motors that transmit power to the gearbox via a gear meshing mechanism. The device includes an acquisition module 31, a calculation module 32, and a control module 33.

[0088] The acquisition module 31 is used to acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data.

[0089] The calculation module 32 is used to determine two of the four motors as working motors and the other two motors as auxiliary motors based on the torque requirement and the preset calculation formula.

[0090] The control module 33 is used to control the starting torque output working mode of the working motor and the idling working mode of the auxiliary motor, so as to control the gearbox system to shift gears according to the shift points.

[0091] The acquisition module is also used to acquire the auxiliary speed of the auxiliary motor.

[0092] The control module 33 is used to control the auxiliary motor to switch from the idling working mode to the zero torque output working mode if the auxiliary speed is greater than or equal to the speed threshold.

[0093] The acquisition module 31 is also used to acquire the operating point of the working motor.

[0094] The control module 33 is also used to control the auxiliary motor to switch from zero torque output working mode to torque output working mode if the working condition point meets the boundary conditions of the working area, so as to control the gearbox system to shift gears according to the shift point.

[0095] In an optional embodiment of this application, the vehicle driving data includes vehicle speed, accelerator pedal angle, and brake pedal angle. The acquisition module 31 is specifically used to: determine the actual gear based on the vehicle speed; determine the target gear based on the accelerator pedal angle or brake pedal angle and the actual gear; determine the torque requirement based on the target gear; determine the target vehicle speed based on the target gear and the actual gear; and determine the shift point based on the vehicle speed and the target vehicle speed.

[0096] In an optional embodiment of this application, the calculation module 32 is specifically used to: filter the torque demand to obtain the actual torque demand; input the actual torque demand into a preset calculation formula to determine two of the four motors as working motors and the other two of the four motors as auxiliary motors.

[0097] In an optional embodiment of this application, after the acquisition module 31 acquires the auxiliary speed of the auxiliary motor, the control module 33 is further configured to: if the auxiliary speed is less than the speed threshold, return to the step of acquiring vehicle driving data.

[0098] In an optional embodiment of this application, the acquisition module 31 is used to acquire the operating point value of the working motor, and the control module 33 is further used to: if the operating point meets the boundary conditions of the non-working area, then return to the step of controlling the auxiliary motor to switch from the idling working mode to the zero torque output working mode.

[0099] Figure 4 A schematic diagram of the structure of the powertrain operating mode control device for the transmission system provided in this application embodiment. Figure 2 Based on the above embodiments, such as Figure 4 As shown, in an optional embodiment of the application, the device further includes: a fault processing module 34, used to obtain the working status information of the working motor; if the working status information is faulty, then the auxiliary motor is determined to be the target working motor.

[0100] The powertrain operating mode control device for the transmission system provided in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effects are similar, and will not be described again here.

[0101] Figure 5 A schematic diagram of the hardware structure of the powertrain operating mode control device for the transmission system provided in this application embodiment is shown below. Figure 5 As shown, the device includes at least one processor 501 and a memory 502.

[0102] Among them, memory 502 is used to store computer-executed instructions.

[0103] Processor 501 is used to execute computer execution instructions stored in memory 502 to implement the various steps involved in the above method embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0104] Optionally, the memory 502 can be either standalone or integrated with the processor 501.

[0105] When the memory 502 is set up independently, the device also includes a bus 503 for connecting the memory 502 and the processor 501.

[0106] This application also provides a computer-readable storage medium storing computer-executable instructions. When the processor executes the computer-executable instructions, the above-mentioned powertrain operating mode control method for the transmission system is implemented.

[0107] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described powertrain operating mode control method for a transmission system.

[0108] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or modules, and may be electrical, mechanical, or other forms.

[0109] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0110] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0111] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute partial steps of the methods of the various embodiments of this application.

[0112] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0113] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0114] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0115] The aforementioned storage medium can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to general-purpose or special-purpose computers.

[0116] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0117] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0118] This description is intended to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling the operating mode of a powertrain in a transmission system, the transmission system comprising a transmission and four motors that transmit power to the transmission via a gear meshing mechanism, characterized in that, The method includes: Acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data; Based on the torque requirement and the preset calculation formula, two of the four motors are determined to be working motors, and the other two of the four motors are determined to be auxiliary motors. The working motor is controlled to start in torque output mode, and the auxiliary motor is controlled to start in idle mode, so as to control the gearbox system to shift gears at the shift points; Obtain the auxiliary speed of the auxiliary motor; If the auxiliary speed is greater than or equal to the speed threshold, the auxiliary motor is controlled to switch from the idling working mode to the zero torque output working mode. Obtain the operating point of the motor; If the operating point meets the working area boundary conditions, the auxiliary motor is controlled to switch from the zero torque output working mode to the torque output working mode, so as to control the gearbox system to shift gears at the shift point; the working area boundary conditions are that the operating point falls on any point on the boundary line of the high-efficiency working area of ​​a single motor. If the operating point meets the boundary conditions of the non-working area, then return to the step of controlling the auxiliary motor to switch from the idling working mode to the zero torque output working mode.

2. The method according to claim 1, characterized in that, The vehicle driving data includes vehicle speed, accelerator pedal angle, and brake pedal angle. Accordingly, determining the torque requirement and shift point based on the vehicle driving data includes: Determine the actual gear based on the vehicle speed; Determine the target gear based on the accelerator pedal angle or brake pedal angle and the actual gear position; Determine the torque requirement based on the target gear; Determine the target vehicle speed based on the target gear and the actual gear, and determine the shift point based on the vehicle speed and the target vehicle speed.

3. The method according to claim 1, characterized in that, The step of determining two of the four motors as working motors and the other two motors as auxiliary motors based on the torque requirement includes: The torque requirement is filtered to obtain the actual torque requirement; The actual torque requirement is input into a preset calculation formula to determine two of the four motors as working motors and the other two as auxiliary motors.

4. The method according to claim 1, characterized in that, After obtaining the auxiliary speed of the auxiliary motor, the method further includes: If the auxiliary speed is less than the speed threshold, then return to the step of obtaining vehicle driving data.

5. The method according to any one of claims 1 to 4, characterized in that, Also includes: Obtain the operating status information of the working motor; If the working status information is invalid, then the auxiliary motor is determined to be the target working motor.

6. A powertrain operating mode control device for a transmission system, characterized in that, The transmission system includes a transmission and four motors that transmit power to the transmission via a gear meshing mechanism. The device includes: The acquisition module is used to acquire vehicle driving data and determine torque requirements and shift points based on the vehicle driving data. The calculation module is used to determine two of the four motors as working motors based on the torque requirement and the preset calculation formula, and to determine the other two motors as auxiliary motors. The control module is used to control the starting torque output working mode of the working motor and the idling working mode of the auxiliary motor, so as to control the gearbox system to shift gears at the shift points; The acquisition module is also used to acquire the auxiliary speed of the auxiliary motor; The control module is used to control the auxiliary motor to switch from the idling working mode to the zero torque output working mode if the auxiliary speed is greater than or equal to the speed threshold. The acquisition module is also used to acquire the operating point of the working motor; The control module is further configured to control the auxiliary motor to switch from the zero torque output working mode to the torque output working mode if the operating point meets the working area boundary conditions, so as to control the gearbox system to shift gears at the shift point; the working area boundary conditions are that the operating point falls on any point on the boundary line of the high-efficiency working area of ​​a single motor. The control module is further configured to return to the step of controlling the auxiliary motor to switch from the idling working mode to the zero torque output working mode if the working point meets the boundary conditions of the non-working area.

7. The apparatus according to claim 6, characterized in that, Also includes: The fault handling module is used to obtain the working status information of the working motor; If the working status information is invalid, then the auxiliary motor is determined to be the target working motor.

8. A powertrain operating mode control device for a transmission system, characterized in that, include: At least one processor and memory; The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the powertrain operating mode control method for the transmission system as described in any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by the processor, implement the powertrain operating mode control method for the transmission system as described in any one of claims 1 to 5.

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