Vehicle control method and device, storage medium and vehicle

Abstract

The invention provides a vehicle control method and device, a storage medium and a vehicle, and belongs to the technical field of vehicles. According to the embodiment of the invention, under the condition that the vehicle meets the mode switching condition of switching from the current driving mode to the direct drive mode, the target engine rotating speed of the engine is determined, and the target rotating speed range of the engine is determined based on the working condition information of the vehicle; under the condition that the current engine rotating speed of the engine reaches the target engine rotating speed and the target engine rotating speed is within the target rotating speed range, the target actuator can be controlled to act, so that the vehicle is switched to the direct drive mode. According to the embodiment of the invention, in the process that the vehicle is switched to the direct drive mode, the appropriate target rotating speed range is matched to limit the rotating speed of the engine, so that the phenomena that the rotating speed of the engine is lowered, the engine is dragged to stop and the rotating speed of the engine is overspeed due to untimely control caused by a CAN (Controller Area Network) signal communication period can be effectively avoided; the service life of the engine is effectively prolonged, and the driving feeling of a user is improved.

Description

Technical Field

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

[0002] With the rapid development of the vehicle industry, in response to the national policy of energy conservation, emission reduction and carbon balance, traditional fuel vehicles are gradually moving towards hybrid vehicles. Hybrid vehicles are usually equipped with multiple driving modes including direct drive mode to adapt to different road conditions and driving needs. During driving, the vehicle may need to switch from other driving modes to direct drive mode.

[0003] In the related art, when the vehicle switches from other driving modes to the direct drive mode, the vehicle controller needs to determine whether the engine speed is too low or too high when switching to the direct drive mode. When the vehicle controller detects that the engine speed is too low or too high during the switching process, the vehicle controller will send a prohibition switching instruction to the transmission controller through the CAN (Controller Area Network) bus, so that the transmission controller prohibits the vehicle from switching into the direct drive mode. However, due to the sending cycle of the CAN signal instruction, it may cause the transmission controller to control the vehicle to switch modes before receiving the prohibition switching instruction from the vehicle controller when the vehicle brakes suddenly or fully accelerates to enter the direct drive condition. At this time, the engine speed may be too low to be dragged and stalled or the engine speed may exceed the speed limit, thereby affecting the engine life and reducing the user's driving experience. Summary of the invention

[0004] The present application provides a vehicle control method, device, storage medium and vehicle to solve the problem that when the vehicle is switched to direct drive mode, the engine speed may be pulled down and stalled or the engine speed may exceed the speed limit.

[0005] In order to solve the above problems, this application adopts the following technical solutions:

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0007] determining a target engine speed of the engine when the vehicle satisfies a mode switching condition for switching from the current driving mode to the direct drive mode, and determining a target engine speed range based on the operating condition information of the vehicle;

[0008] When the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, the target actuator is controlled to operate so that the vehicle is switched to the direct drive mode.

[0009] In an embodiment of the present application, the method further includes:

[0010] When the current driving mode is a series mode or a power split mode, determining that the target actuator is a gearbox;

[0011] When the current driving mode is the pure electric four-wheel drive mode or the idle electric four-wheel drive mode, the target actuator is determined to be a clutch.

[0012] In one embodiment of the present application, the gearbox includes a power splitting mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected to the first input end of the power splitting mechanism through the clutch, the second input end of the power splitting mechanism is connected to the first motor, the output end of the power splitting mechanism is connected to the gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end;

[0013] When the current driving mode is a series mode or a power split mode, the step of determining that the target actuator is a gearbox comprises:

[0014] When the current driving mode is the series mode, determining that the target actuator is the second synchronizer;

[0015] When the current driving mode is the power split mode, the target actuator is determined to be the first synchronizer.

[0016] In one embodiment of the present application, the step of controlling the action of the target actuator includes:

[0017] When the target actuator is the second synchronizer, controlling the second synchronizer to switch from a neutral gear to a target gear position;

[0018] When the target actuator is the first synchronizer, controlling the first synchronizer to switch from a power split gear to a coupling gear;

[0019] When the target actuator is the clutch, the clutch is controlled to be closed.

[0020] In one embodiment of the present application, the operating condition information includes information related to a lower speed limit and information related to an upper speed limit;

[0021] The step of determining a target speed range of the engine based on the operating condition information of the vehicle includes:

[0022] Determining a target lower speed limit value of the engine based on the lower speed limit associated information;

[0023] Determining a target upper speed limit value of the engine based on the upper speed limit associated information;

[0024] The target speed range is determined based on the target speed lower limit value and the target speed upper limit value.

[0025] In one embodiment of the present application, the lower speed limit associated information includes the current braking force and the current vehicle speed of the vehicle;

[0026] The step of determining a target speed lower limit value based on the speed lower limit associated information includes:

[0027] Acquire a first mapping relationship; the first mapping relationship represents the comparison relationship between the braking force and the vehicle speed and the lower limit value of the speed;

[0028] The target speed lower limit value is determined based on the current braking force, the current vehicle speed and the first mapping relationship.

[0029] In one embodiment of the present application, the speed upper limit associated information includes the current accelerator pedal opening and the current vehicle speed of the vehicle;

[0030] The step of determining a target speed upper limit value based on the speed upper limit associated information includes:

[0031] Acquire a second mapping relationship; the second mapping relationship represents the comparison relationship between the accelerator pedal opening and the vehicle speed and the upper limit value of the speed;

[0032] The target speed upper limit value is determined based on the current accelerator pedal opening, the current vehicle speed and the second mapping relationship.

[0033] In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle control device, the device comprising:

[0034] a speed determination module, for determining a target engine speed of the engine when the vehicle satisfies a mode switching condition for switching from a current driving mode to a direct drive mode, and determining a target engine speed range based on operating condition information of the vehicle;

[0035] The mode switching module is used to control the target actuator to operate so that the vehicle switches to the direct drive mode when the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range.

[0036] In one embodiment of the present application, the vehicle control device further includes:

[0037] A first actuator determination module, configured to determine that the target actuator is a gearbox when the current driving mode is a series mode or a power split mode;

[0038] The second actuator determination module is used to determine that the target actuator is a clutch when the current driving mode is a pure electric four-wheel drive mode or an idle electric four-wheel drive mode.

[0039] In one embodiment of the present application, the gearbox includes a power splitting mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected to the first input end of the power splitting mechanism through the clutch, the second input end of the power splitting mechanism is connected to the first motor, the output end of the power splitting mechanism is connected to the gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end;

[0040] The first actuator determination module includes:

[0041] A first actuator determination submodule, configured to determine, when the current driving mode is the series mode, that the target actuator is the second synchronizer;

[0042] The second actuator determination submodule is configured to determine that the target actuator is the first synchronizer when the current driving mode is the power split mode.

[0043] In one embodiment of the present application, the mode switching module includes:

[0044] a first actuator control submodule, configured to control the second synchronizer to switch from a neutral gear to a target gear position when the target actuator is the second synchronizer;

[0045] A second actuator control submodule, configured to control the first synchronizer to switch from a power split gear to a coupling gear when the target actuator is the first synchronizer;

[0046] The third actuator control submodule is used to control the clutch to close when the target actuator is the clutch.

[0047] In one embodiment of the present application, the operating condition information includes information related to a lower speed limit and information related to an upper speed limit;

[0048] The speed determination module comprises:

[0049] A lower limit value determination submodule, used for determining a target lower limit value of the engine speed based on the speed lower limit associated information;

[0050] An upper limit value determination submodule, used for determining a target upper limit value of the engine speed based on the upper limit speed associated information;

[0051] The speed range determination submodule is used to determine the target speed range based on the target speed lower limit value and the target speed upper limit value.

[0052] In one embodiment of the present application, the lower speed limit associated information includes the current braking force and the current vehicle speed of the vehicle;

[0053] The lower limit determination submodule includes:

[0054] A first mapping relationship acquisition unit is used to acquire a first mapping relationship; the first mapping relationship represents the comparison relationship between the braking force and the vehicle speed and the lower limit value of the speed;

[0055] A lower limit value determining unit is used to determine the target speed lower limit value based on the current braking force, the current vehicle speed and the first mapping relationship.

[0056] In one embodiment of the present application, the speed upper limit associated information includes the current accelerator pedal opening and the current vehicle speed of the vehicle;

[0057] The upper limit value determination submodule includes:

[0058] A second mapping relationship acquisition unit is used to acquire a second mapping relationship; the second mapping relationship represents the comparison relationship between the accelerator pedal opening and the vehicle speed and the upper limit value of the speed;

[0059] The upper limit value determining unit is used to determine the upper limit value of the target speed based on the current accelerator pedal opening, the current vehicle speed and the second mapping relationship.

[0060] In the third aspect, based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium on which an executable program is stored, and when the executable program is executed by a processor, the vehicle control method proposed in the first aspect of the present application is implemented.

[0061] In a fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including:

[0062] A memory for storing an executable program;

[0063] processor;

[0064] When the executable program is executed by the processor, the vehicle control method proposed in the first aspect of the present application is implemented.

[0065] Compared with the prior art, this application has the following advantages:

[0066] A vehicle control method provided in an embodiment of the present application determines the target engine speed of the engine when the vehicle satisfies the mode switching conditions for switching from the current driving mode to the direct drive mode, and determines the target speed range of the engine based on the vehicle's operating condition information. When the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, the target actuator action can be controlled to switch the vehicle to the direct drive mode. The embodiment of the present application limits the engine speed during the process of switching the vehicle to the direct drive mode, and matches the engine with a suitable target speed range based on the vehicle's operating condition information, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is within the target speed range. In this way, the phenomenon of engine speed being pulled down and stalled and engine speed overspeeding caused by untimely control due to the CAN signal communication cycle can be effectively avoided, thereby effectively extending the service life of the engine and improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0068] Figure 1 is a flowchart of a vehicle control method in one embodiment of the present application;

[0069] Figure 2 is a structural schematic diagram of a hybrid vehicle in one embodiment of the present application;

[0070] Figure 3 is a functional module diagram of a vehicle control device in one embodiment of the present application;

[0071] Figure 4 It is a structural schematic diagram of a vehicle in one embodiment of the present application. DETAILED DESCRIPTION

[0072] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0073] It should be noted that when the vehicle is in direct drive mode, the engine is running, the clutch is closed, and the gearbox is in gear. At this time, the engine will drive the wheels to rotate through the clutch, transmission, differential and other components in sequence. Since the engine and wheels are connected, the engine speed will change with the change of vehicle speed. When the vehicle brakes suddenly or accelerates with a large throttle, it will cause a sharp change in vehicle speed, which may cause the engine speed to be too low and stalled or the engine speed to exceed the speed limit.

[0074] At present, when a vehicle needs to switch from other driving modes to direct drive mode, it is usually necessary to determine the corresponding target engine speed according to the current speed of the vehicle, and then control the corresponding actuator action to complete the mode switch after controlling the engine to adjust to the target engine speed. In the above mode switching process, the vehicle controller needs to determine whether the engine speed is too low or too high when switching to direct drive mode. When the vehicle controller detects that the engine speed is too low or too high during the switching process, the vehicle controller will send a prohibition switching instruction to the transmission controller through the CAN bus, so that the transmission controller prohibits the vehicle from entering the direct drive mode and remains in the initial driving mode.

[0075] However, since the CAN signal command has a sending cycle, for example, when the sending cycle is 20ms, after the vehicle controller issues a prohibition switching command, the transmission controller will not prohibit the vehicle from switching into the direct drive mode until 20ms later. Therefore, during the mode switching process, if the vehicle brakes suddenly or accelerates with a large throttle, the transmission controller may start controlling the vehicle to switch modes before receiving the prohibition switching command from the vehicle controller. Once the mode switching is completed, the engine and the wheels are connected, and the engine may stall due to low speed or overspeed, which will affect the engine life and reduce the user's driving experience.

[0076] In view of the problem that the current vehicle may experience the phenomenon of engine speed being pulled down and stalled or engine speed overspeed when switching to direct drive mode, the present application aims to provide a vehicle control method, which limits the engine speed during the process of switching the vehicle from the current driving mode to the direct drive mode, and matches the engine with a suitable target speed range according to the vehicle's working condition information, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is within the target speed range. In this way, the phenomenon of engine speed being pulled down and stalled and engine speed overspeed caused by untimely control due to the CAN signal communication cycle can be effectively avoided, thereby effectively extending the service life of the engine and improving the user's driving experience.

[0077] Reference Figure 1, showing a vehicle control method of the present application, the method may include the following steps:

[0078] S101: When the vehicle satisfies a mode switching condition for switching from a current driving mode to a direct drive mode, a target engine speed of the engine is determined, and based on the operating condition information of the vehicle, a target engine speed range is determined.

[0079] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a driving computer, an on-board computer, etc., such as ECU (Electronic Control Unit), HCU (Hybrid Control Unit), TCU (Transmission Control Unit), etc.

[0080] In this embodiment, in order to shorten the communication link and improve the control speed of mode switching, the TCU will be used as the execution subject for description.

[0081] In this embodiment, during the driving of the vehicle, the HCU can obtain the vehicle's operating condition information and driver operation information, and then determine whether the vehicle meets the mode switching conditions for switching from the current driving mode to the direct drive mode based on the operating condition information and the driver operation information. After determining that the vehicle meets the mode switching conditions, the HCU will send a mode switching instruction to the TCU to indicate the switch from the current driving mode to the direct drive mode. It should be noted that the current driving mode is other driving modes in the vehicle except the direct drive mode, such as series mode, power split mode, pure electric four-wheel drive mode and idle electric four-wheel drive mode. Among them, different current driving modes can correspond to different mode switching conditions.

[0082] In this embodiment, after receiving the mode switching instruction sent by the HCU, the TCU can determine whether the vehicle meets the mode switching condition for switching from the current driving mode to the direct drive mode, and then determine the target engine speed of the engine. In a specific implementation, the TCU can determine the target engine speed of the engine according to the current vehicle speed and the gear ratio between the wheels and the engine.

[0083] In this embodiment, in order to avoid the engine stalling due to low engine speed and engine speed overspeed during the mode switching process, the TCU will also obtain the vehicle's operating condition information when determining that the vehicle meets the mode switching conditions, and set a suitable target speed range for the engine based on the operating condition information.

[0084] It should be noted that the target speed range is a speed interval consisting of a target speed lower limit value and a target speed upper limit value, and the target speed range can change with the change of working condition information. In this way, the TCU can match the vehicle with a suitable target speed lower limit value and target speed upper limit value to limit the speed under different working conditions.

[0085] S102: When the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, the target actuator is controlled to operate so that the vehicle switches to the direct drive mode.

[0086] It should be noted that after determining the target engine speed, the engine controller will adjust the engine speed according to the target engine speed so that the current engine speed of the engine reaches the target engine speed.

[0087] In this embodiment, if the TCU detects that the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, it means that it is safe for the engine to enter the direct drive mode at the target engine speed, and then controls the target actuator to complete the mode switching.

[0088] It should be noted that, when the current engine speed of the engine does not reach the target engine speed, or the target engine speed is not within the target speed range, the TCU will prohibit the target actuator from operating so that the vehicle remains in the current driving mode.

[0089] In one example, after the vehicle meets the mode switching conditions for switching from series mode to direct drive mode, the TCU determines that the target actuator is the transmission, and determines the target speed range to be [900rpm, 5500rpm] based on the vehicle's operating information. The driver slams on the brakes during the process of switching from series mode to direct drive mode, causing the vehicle's current speed to drop sharply. The target engine speed obtained by the TCU through reverse calculation of the current speed is 600rpm. Since this speed is not within the target speed range, the TCU determines that the transmission does not meet the gear shifting conditions and will not control the transmission to perform the gear shifting operation. In this way, the vehicle can be prevented from switching from series mode to direct drive mode at an engine speed of 600rpm, thereby avoiding the phenomenon of the engine speed being pulled down and stalled.

[0090] In this embodiment, the engine speed is limited during the process of switching the vehicle from the current driving mode to the direct drive mode, and a suitable target speed range is matched for the engine according to the vehicle's operating condition information, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is within the target speed range. In this way, the phenomenon of engine speed being pulled down and stalled due to untimely control caused by the CAN signal communication cycle and engine speed overspeed can be effectively avoided, thereby effectively extending the service life of the engine and improving the user's driving experience.

[0091] In this embodiment, the vehicle control method may further include the following steps:

[0092] S201: When the current driving mode is the series mode or the power split mode, determining that the target actuator is a transmission.

[0093] It should be noted that the target actuator includes a clutch and a gearbox. By controlling the clutch and / or the gearbox, the vehicle can be switched between different driving modes.

[0094] It should be further explained that in the series mode, the vehicle's engine will drive the first motor (i.e., the front axle motor) to generate electricity, and the generated electricity will be provided to the second motor (i.e., the rear axle motor) to drive the vehicle; in the power split mode, part of the engine's output power is used to drive the first motor to charge the power battery, and the other part of the output power is used to directly drive the vehicle. Therefore, in the series mode or power split mode, the engine is in operation and the clutch connected to the engine is in a closed state. Therefore, when the vehicle needs to switch from the series mode or power split mode to the direct drive mode, the TCU can achieve mode switching by controlling the gearbox action.

[0095] S202: When the current driving mode is the pure electric four-wheel drive mode or the idle electric four-wheel drive mode, determining that the target actuator is a clutch.

[0096] It should be noted that in pure electric four-wheel drive mode, the engine is off, the clutch is open, the gearbox is in gear, and the first motor and the second motor jointly drive the vehicle; in idle electric four-wheel drive mode, the clutch is open, the engine is started but does not output torque, the gearbox is in gear, and the first motor and the second motor jointly drive the vehicle. Therefore, when the vehicle needs to switch from pure electric four-wheel drive mode or idle electric four-wheel drive mode to direct drive mode, the TCU can achieve mode switching by controlling the clutch action.

[0097] In the specific implementation, when the target actuator is a clutch, the TCU will control the clutch to close to complete the mode switch from pure electric four-wheel drive mode or idle electric four-wheel drive mode to direct drive mode.

[0098] In this embodiment, the TCU can switch from multiple driving modes such as series mode, power split mode, pure electric four-wheel drive mode or idle electric four-wheel drive mode to direct drive mode by controlling the gearbox or clutch action.

[0099] In one possible implementation, refer to Figure 2 , shows a structural schematic diagram of a hybrid vehicle in an embodiment of the present application, wherein the hybrid vehicle is provided with an engine 101, a clutch 102, a first motor 103 and a gearbox on the front axle of the vehicle; the gearbox includes a power splitting mechanism 104, a gearbox input shaft 107, a gearbox output shaft 108, a first synchronizer 105 and a second synchronizer 106, the engine 101 is connected to the first input end of the power splitting mechanism 104 through the clutch 102, the second input end of the power splitting mechanism 104 is connected to the first motor 103, and the output end of the power splitting mechanism 104 is connected to the gearbox input shaft 107.

[0100] In the present embodiment, the first synchronizer 105 is arranged between the first input end and the output end, and is used to combine or disconnect the first input end and the output end. Specifically, when the first synchronizer 105 is in the engagement gear, the first synchronizer 105 is used to combine the first input end and the output end; when the first synchronizer 105 is in the power shunt gear, the first synchronizer 105 is used to disconnect the first input end and the output end. It should be noted that the first synchronizer 105 is used to control the vehicle to switch between the power shunt mode and other modes, that is, when the first synchronizer 105 is in the power shunt gear, the vehicle can be in the power shunt mode; when the first synchronizer 105 is in the engagement gear, the vehicle can be in other modes other than the power shunt mode, for example, direct drive mode, series mode, pure electric four-wheel drive mode or idle electric four-wheel drive mode and other modes.

[0101] In this embodiment, the second synchronizer 106 is disposed between the gearbox input shaft 107 and the gearbox output shaft 108, and is used to connect or disconnect the gearbox input shaft 107 and the gearbox output shaft 108. Specifically, when the second synchronizer 106 is in gear, the second synchronizer 106 is used to connect the gearbox input shaft 107 and the gearbox output shaft 108; when the second synchronizer 106 is in neutral, the second synchronizer 106 is used to disconnect the gearbox input shaft 107 and the gearbox output shaft 108.

[0102] In this embodiment, the gearbox output shaft 108 is also connected to the front axle wheels through the front axle differential 109, and is used to transmit power to the front axle wheels through the front axle differential 109 to drive the front axle of the vehicle; the vehicle is also provided with a second motor (not shown in the figure) on the rear axle of the vehicle, and the second motor is used to transmit power to the rear axle wheels through the rear axle differential (not shown in the figure) to drive the rear axle of the vehicle.

[0103] The hybrid vehicle adopting the above architecture is equipped with a power split mechanism 104, and the power split mechanism 104 is connected to the engine 101, the first motor 103 and the gearbox input shaft 107 at the same time, so that the vehicle can have multiple driving modes including power split mode, direct drive mode, series mode, pure electric four-wheel drive mode and idle electric four-wheel drive mode. Then, by controlling the clutch 102, the first synchronizer 105 and / or the second synchronizer 106, the vehicle can switch between different driving modes. Specifically:

[0104] In the power split mode, the first synchronizer 105 is in the power split gear. At this time, the first synchronizer is in the disengaged state, used to disconnect the first input end and the output end, the second synchronizer 106 is in the gear state, the engine 101 is in the driving state, the clutch 102 is in the closed state, the first motor 103 is in the power generation state, and the second motor is in the driving state. At this time, the driving force output by the engine 101 is transmitted to the power split mechanism 104 through the clutch 102 and the first input end, and the power split mechanism 104 transmits part of the driving force to the first motor 103 through the second input end to drive the first motor 103 to generate electricity (at this time, the first motor 103 outputs negative torque), and the generated electric energy is provided to charge the power battery; the power split mechanism 104 also transmits another part of the driving force to the gearbox input shaft 107 through the output end, and the gearbox input shaft 107 transmits this part of the driving force to the front axle of the vehicle through the second synchronizer 106, the gearbox output shaft 108 and the front axle differential 109 in sequence to drive the vehicle to travel. Among them, the distribution ratio of driving force can be set according to actual needs. That is, in the power split mode, part of the output power of the engine 101 is used to drive the first motor 103 to charge the power battery, and the other part of the output power is used to directly drive the vehicle.

[0105] In direct drive mode, the first synchronizer 105 is in the engaged gear, the second synchronizer 106 is in the gear state, the engine 101 is in the driving state, the clutch 102 is in the closed state, the first motor 103 is usually in the driving state, and the second motor is in the driving state. At this time, the driving force output by the engine 101 will be transmitted to the gearbox input shaft 107 through the first input end, the first synchronizer 105 and the output end of the power splitting mechanism in sequence, and the driving force output by the first motor 103 will be transmitted to the gearbox input shaft 107 through the second input end and the output end of the power splitting mechanism, and the gearbox input shaft 107 will sequentially transmit this part of the driving force to the front axle of the vehicle through the second synchronizer 106, the gearbox output shaft 108 and the front axle differential 109 to drive the vehicle to travel. Since in the direct drive mode, the engine 101 and the first motor 103 can jointly drive the front axle of the vehicle, the driving force of the whole vehicle in the direct drive mode is usually greater than the driving force of the whole vehicle in the power splitting mode.

[0106] In the series mode, the first synchronizer 105 is in the engagement gear. At this time, the first synchronizer 105 is used to combine the first input end and the output end, the second synchronizer 106 is in neutral gear, the engine 101 is in a driving state, the clutch 102 is in a closed state, the first motor 103 is in a power generation state, and the second motor is in a driving state. At this time, since the second synchronizer 106 is in neutral gear, the driving force output by the engine 101 will not be transmitted to the gearbox input shaft 107 through the first input end, the first synchronizer 105 and the output end, and the driving force output by the engine 101 will be transmitted to the power splitting mechanism 104 through the first input end, and then the power splitting mechanism 104 will transmit the driving force to the first motor 103 through the second input end to drive the first motor 103 to generate electricity, and the generated electric energy is provided to the second motor to drive the vehicle to travel.

[0107] In the pure electric four-wheel drive mode, the engine 101 is in the off state, the clutch 102 is in the open state, the first synchronizer 105 is in the engaged gear, the second synchronizer 106 is in the gear state, and the first motor 103 and the second motor are both in the driving state. At this time, the power battery supplies power to the first motor 103 and the second motor at the same time, and the driving force output by the first motor 103 will be transmitted to the power splitting mechanism 104 through the second input end, and the power splitting mechanism 104 will transmit the driving force to the front axle wheels through the output end, the gearbox input shaft 107, the second synchronizer 106, the gearbox output shaft 108 and the front axle differential 109; the driving force output by the second motor is transmitted to the rear axle wheels through the rear axle differential.

[0108] In the idle electric four-wheel drive mode, the first synchronizer 105 is in the engaged gear, the second synchronizer 106 is in the gear state, the first motor 103 and the second motor are both in the driving state, the engine 101 is in the idle state, and the clutch 102 is in the open state. In this mode, the vehicle is driven forward by the first motor 103 and the second motor, and the engine 101 is in the starting state but does not output torque. It should be noted that compared with the pure electric four-wheel drive mode, since the engine 101 is in the idle state in the idle electric four-wheel drive mode, the step of starting the engine can be omitted in the process of switching the idle electric four-wheel drive mode to the direct drive mode. Therefore, the mode switching can be achieved by controlling the clutch to close, thereby effectively shortening the mode switching time and improving the power response speed.

[0109] In this embodiment, based on the vehicle using the above architecture, S201 may specifically include the following sub-steps:

[0110] S201 - 1 : When the current driving mode is the series mode, determining that the target actuator is the second synchronizer.

[0111] In this embodiment, since the engine is in operation, the clutch is in a closed state and the first synchronizer is in the engaged gear in both the series mode and the direct drive mode, when the vehicle needs to switch from the series mode to the direct drive mode, the TCU can achieve the mode switch from the series mode to the direct drive mode by controlling the action of the second synchronizer.

[0112] In a specific implementation, when the target actuator is the second synchronizer, the TCU controls the second synchronizer to switch from neutral to the target gear, wherein the target gear may be determined based on the current vehicle speed.

[0113] S201 - 2: When the current driving mode is the power split mode, determining that the target actuator is the first synchronizer.

[0114] In this embodiment, since the engine is in operation, the clutch is in a closed state, and the second synchronizer is in gear in both the power split mode and the direct drive mode, when the vehicle needs to switch from the power split mode to the direct drive mode, the TCU can achieve the mode switch from the series mode to the direct drive mode by controlling the action of the first synchronizer.

[0115] In a specific implementation, when the target actuator is the first synchronizer, the TCU controls the first synchronizer to switch from the power split gear to the engagement gear.

[0116] In a feasible implementation manner, the operating condition information includes information related to the lower speed limit and information related to the upper speed limit. S101 may specifically include the following sub-steps:

[0117] S101 - 1 : Determine a target lower limit value of the engine speed based on the lower limit information related to the speed.

[0118] It should be noted that the speed lower limit associated information represents the operating condition information related to the speed lower limit of the engine in the direct drive mode. Different speed lower limit associated information may correspond to different target speed lower limit values.

[0119] In this embodiment, the TCU can match an appropriate target speed lower limit value for the engine by acquiring the vehicle speed lower limit related information. The target speed lower limit value indicates the lowest speed that can prevent the engine from stalling in the direct drive mode.

[0120] In this embodiment, considering that the engine is prone to stalling under braking, the speed lower limit associated information may specifically include the vehicle's current braking force and current vehicle speed, and then based on the current braking force and current vehicle speed, the TCU can match a suitable target speed lower limit value for the engine.

[0121] In a specific implementation, the TCU pre-stores a first mapping relationship, which represents the relationship between the braking force, the vehicle speed, and the lower speed limit. In this way, the TCU can determine the target speed lower limit based on the current braking force, the current vehicle speed, and the first mapping relationship by obtaining the first mapping relationship.

[0122] It should be noted that when the current braking force of the vehicle is greater and the current speed is lower, the vehicle is more likely to stall. Therefore, the target speed lower limit value can be set to increase with the increase of the current braking force, and the target speed lower limit value can be set to increase with the decrease of the current speed. In this way, the engine can be matched with a suitable target speed lower limit value according to the different braking states of the vehicle, thereby effectively avoiding the phenomenon of the engine stalling due to too low speed.

[0123] S101 - 2 : Determine a target upper limit value of the engine speed based on the upper limit speed related information.

[0124] It should be noted that the speed upper limit associated information represents operating condition information related to the speed upper limit of the engine in the direct drive mode.

[0125] In this embodiment, the TCU can match a suitable target speed upper limit value for the engine by acquiring the speed upper limit associated information of the vehicle. The target speed upper limit value represents the maximum speed that can prevent the engine from overspeeding in the direct drive mode.

[0126] In this embodiment, considering that the engine is prone to overspeeding during acceleration, the speed limit associated information may specifically include the vehicle's current accelerator pedal opening and current vehicle speed. Based on the current accelerator pedal opening and current vehicle speed, the TCU can match a suitable target speed limit value for the engine.

[0127] In a specific implementation, the TCU pre-stores a second mapping relationship, which represents the comparison between the accelerator pedal opening and the vehicle speed and the upper speed limit. In this way, the TCU can obtain the second mapping relationship and determine the target upper speed limit based on the current accelerator pedal opening, the current vehicle speed and the second mapping relationship.

[0128] It should be noted that when the current accelerator pedal opening of the vehicle is larger and the current vehicle speed is higher, the vehicle is more likely to stall. Therefore, the target speed upper limit can be set to decrease with the increase of the current accelerator pedal opening, and the target speed lower limit can be set to decrease with the increase of the current vehicle speed. In this way, the engine can be matched with a suitable target speed upper limit according to the vehicle's different acceleration states, thereby effectively avoiding the problem of overspeeding due to excessive engine speed.

[0129] S101 - 3 : Determine a target speed range based on the target speed lower limit value and the target speed upper limit value.

[0130] In the present embodiment, the TCU can obtain the target speed range by setting the target speed lower limit value as the lower limit value of the target speed range and setting the target speed upper limit value as the upper limit value of the target speed range.

[0131] In this embodiment, the TCU can match the appropriate target speed range for the engine by comprehensively considering the current vehicle speed, current braking force and current accelerator pedal opening, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is within the target speed range. In this way, it can effectively avoid the phenomenon of engine speed being pulled down and stalled due to untimely control caused by the CAN signal communication cycle and engine speed overspeed, thereby effectively extending the service life of the engine and improving the user's driving experience.

[0132] In the second aspect, based on the same inventive concept, refer to Figure 3 , the embodiment of the present application provides a vehicle control device, the vehicle control device 300 includes:

[0133] A speed determination module 301 is used to determine a target engine speed of the engine when the vehicle satisfies a mode switching condition for switching from the current driving mode to the direct drive mode, and to determine a target engine speed range based on the vehicle's operating condition information;

[0134] The mode switching module 302 is used to control the target actuator to operate so that the vehicle switches to the direct drive mode when the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range.

[0135] In one embodiment of the present application, the vehicle control device 300 further includes:

[0136] A first actuator determination module, configured to determine that the target actuator is a gearbox when the current driving mode is a series mode or a power split mode;

[0137] The second actuator determination module is used to determine that the target actuator is the clutch when the current driving mode is the pure electric four-wheel drive mode or the idle electric four-wheel drive mode.

[0138] In one embodiment of the present application, the gearbox includes a power split mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected to the first input end of the power split mechanism through a clutch, the second input end of the power split mechanism is connected to the first motor, the output end of the power split mechanism is connected to the gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end;

[0139] The first actuator determination module includes:

[0140] A first actuator determination submodule, configured to determine that the target actuator is a second synchronizer when the current driving mode is a series mode;

[0141] The second actuator determination submodule is used to determine that the target actuator is the first synchronizer when the current driving mode is the power split mode.

[0142] In one embodiment of the present application, the mode switching module 302 includes:

[0143] A first actuator control submodule, for controlling the second synchronizer to switch from a neutral gear to a target gear position when the target actuator is the second synchronizer;

[0144] A second actuator control submodule, for controlling the first synchronizer to switch from a power split gear to a coupling gear when the target actuator is the first synchronizer;

[0145] The third actuator control submodule is used to control the clutch to close when the target actuator is a clutch.

[0146] In one embodiment of the present application, the operating condition information includes information related to a lower speed limit and information related to an upper speed limit;

[0147] The speed determination module 301 includes:

[0148] A lower limit value determination submodule, used for determining a target lower limit value of the engine speed based on the speed lower limit associated information;

[0149] An upper limit value determination submodule, used to determine a target upper limit value of the engine speed based on the upper limit associated information of the speed;

[0150] The speed range determination submodule is used to determine the target speed range based on the target speed lower limit value and the target speed upper limit value.

[0151] In one embodiment of the present application, the rotation speed lower limit associated information includes the current braking force and the current vehicle speed of the vehicle;

[0152] The lower limit determination submodule includes:

[0153] A first mapping relationship acquisition unit is used to acquire a first mapping relationship; the first mapping relationship represents the comparison relationship between the braking force and the vehicle speed and the lower limit value of the speed;

[0154] The lower limit value determining unit is used to determine the lower limit value of the target speed based on the current braking force, the current vehicle speed and the first mapping relationship.

[0155] In one embodiment of the present application, the speed upper limit associated information includes the current accelerator pedal opening and the current vehicle speed of the vehicle;

[0156] The upper limit value determination submodule includes:

[0157] A second mapping relationship acquisition unit is used to acquire a second mapping relationship; the second mapping relationship represents the comparison relationship between the accelerator pedal opening and the vehicle speed and the upper limit value of the speed;

[0158] The upper limit value determination unit is used to determine the upper limit value of the target speed based on the current accelerator pedal opening, the current vehicle speed and the second mapping relationship.

[0159] It should be noted that the specific implementation of the vehicle control device 300 of the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0160] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium on which an executable program is stored. When the executable program is executed by a processor, the vehicle control method proposed in the first aspect of the present application is implemented.

[0161] It should be noted that the specific implementation of the computer-readable storage medium of the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0162] Fourthly, refer to Figure 4 Based on the same inventive concept, the embodiment of the present application provides a vehicle 400, including:

[0163] Memory 401, used for storing executable programs;

[0164] Processor 402;

[0165] When the executable program is executed by the processor 402, the vehicle control method proposed in the first aspect of the present application is implemented.

[0166] It should be noted that the specific implementation of the vehicle 400 in the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0167] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, devices, or computer program products. Therefore, the embodiments of the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0168] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0169] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0170] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable terminal device. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0171] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0172] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0173] The vehicle control method, device, storage medium and vehicle provided by the present invention are introduced in detail above. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: determining a target engine speed of the engine when the vehicle satisfies a mode switching condition for switching from the current driving mode to the direct drive mode, and determining a target engine speed range based on the operating condition information of the vehicle; When the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, the target actuator is controlled to operate so that the vehicle is switched to the direct drive mode.

2. The vehicle control method according to claim 1, characterized in that: The method further comprises: When the current driving mode is a series mode or a power split mode, determining that the target actuator is a gearbox; When the current driving mode is the pure electric four-wheel drive mode or the idle electric four-wheel drive mode, the target actuator is determined to be a clutch.

3. The vehicle control method according to claim 2, characterized in that: The gearbox includes a power splitting mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected to the first input end of the power splitting mechanism through the clutch, the second input end of the power splitting mechanism is connected to the first motor, the output end of the power splitting mechanism is connected to the gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end; When the current driving mode is a series mode or a power split mode, the step of determining that the target actuator is a gearbox comprises: When the current driving mode is the series mode, determining that the target actuator is the second synchronizer; When the current driving mode is the power split mode, the target actuator is determined to be the first synchronizer.

4. The vehicle control method according to claim 3, characterized in that: The steps of controlling the action of the target actuator include: When the target actuator is the second synchronizer, controlling the second synchronizer to switch from a neutral gear to a target gear position; When the target actuator is the first synchronizer, controlling the first synchronizer to switch from a power split gear to a coupling gear; When the target actuator is the clutch, the clutch is controlled to be closed.

5. The vehicle control method according to claim 1, characterized in that: The operating condition information includes information related to the lower speed limit and information related to the upper speed limit; The step of determining a target speed range of the engine based on the operating condition information of the vehicle includes: Determining a target lower speed limit value of the engine based on the lower speed limit associated information; Determining a target upper speed limit value of the engine based on the upper speed limit associated information; The target speed range is determined based on the target speed lower limit value and the target speed upper limit value.

6. The vehicle control method according to claim 5, characterized in that: The rotation speed lower limit associated information includes the current braking force and the current vehicle speed of the vehicle; The step of determining a target speed lower limit value based on the speed lower limit associated information includes: Acquire a first mapping relationship; the first mapping relationship represents the comparison relationship between the braking force and the vehicle speed and the lower limit value of the speed; The target speed lower limit value is determined based on the current braking force, the current vehicle speed and the first mapping relationship.

7. The vehicle control method according to claim 5, characterized in that: The speed upper limit associated information includes the current accelerator pedal opening and the current vehicle speed of the vehicle; The step of determining a target speed upper limit value based on the speed upper limit associated information includes: Acquire a second mapping relationship; the second mapping relationship represents the comparison relationship between the accelerator pedal opening and the vehicle speed and the upper limit value of the speed; The target speed upper limit value is determined based on the current accelerator pedal opening, the current vehicle speed and the second mapping relationship.

8. A vehicle control device, characterized in that: The device comprises: a speed determination module, for determining a target engine speed of the engine when the vehicle satisfies a mode switching condition for switching from a current driving mode to a direct drive mode, and determining a target engine speed range based on operating condition information of the vehicle; The mode switching module is used to control the target actuator to operate so that the vehicle switches to the direct drive mode when the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range.

9. A computer-readable storage medium having an executable program stored thereon, characterized in that: When the executable program is executed by a processor, the vehicle control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: include: A memory for storing an executable program; processor; When the executable program is executed by the processor, the vehicle control method according to any one of claims 1 to 7 is implemented.

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